JP2015000679A - Driving device of traveling vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable cranking of an engine and operation of engine brake while providing an engine and a motor generator and equipping a centrifugal clutch.SOLUTION: A propulsion shaft 3 of an engine E is connected to an input member 4A of a centrifugal clutch 4, and an output member 4B of the centrifugal clutch 4 is connected to a drive shaft 6 of a transmission mechanism 5 in a manner of enabling transmission of travel driving force. A rotor 9 of a motor generator 8 is connected onto the drive shaft 6 between a drive member 7 of the transmission mechanism 5 and the output member 4B of the centrifugal clutch 4, and an electromagnetic clutch 12 is provided between the propulsion shaft 3 of the engine E and the drive shaft 6 of the transmission mechanism 6 for enabling power transmission when the centrifugal clutch 4 is in a disengaged state.

Description

  The present invention relates to a driving device for a parallel hybrid traveling vehicle that transmits driving force of an engine and a motor generator to a transmission mechanism.

2. Description of the Related Art Conventionally, a drive device mounted on a vehicle capable of traveling such as a tractor, a backhoe, a multi-purpose work vehicle, and a passenger car uses a centrifugal clutch as an engine propulsion shaft (crankshaft) as disclosed in Patent Document 1. The output member of the centrifugal clutch is connected to the drive shaft of a belt type continuously variable transmission mechanism (CVT) so as to be able to transmit the driving force.
As a hybrid system in which such a belt-type continuously variable transmission mechanism can be driven by a motor generator, there is one disclosed in Patent Document 2.

  In the technique of Patent Document 2, an engine propulsion shaft (crankshaft) is connected to an input member of a multi-plate clutch via a damper, and an output member of the clutch is connected to a drive shaft of a belt type continuously variable transmission mechanism. And an electric motor (motor generator) having a rotor attached to the outer peripheral side of the clutch housing of the clutch so as to be integrally rotatable, a normal mode driven by the engine, an assist mode driven by the engine and the electric motor, and an EV driven by the electric motor Mode and a regenerative mode for regeneratively braking the electric motor (second embodiment).

Further, as a driving device for a traveling vehicle in which two types of clutches are provided between an engine and a transmission capable of setting a non-transmission state, there is one disclosed in Patent Document 3.
The technology of Patent Document 3 includes an engine, a transmission that can set a non-transmission state, and a drive unit that is provided between the engine and the transmission and includes a motor (motor generator). A driving device for a traveling vehicle in which power of at least one of motors is transmitted to wheels via a transmission via an output member of the transmission, the drive unit including an input shaft connected to the engine; An output shaft communicated with the transmission, the input shaft and the output shaft are detachably coupled, a coast clutch coupled to the motor, and a coast clutch provided in parallel with the input shaft. Rotation is transmitted to the output shaft, while rotation of the output shaft is not transmitted to the input shaft, and hydraulic pressure is driven by the output shaft to control engagement / disengagement of the coast clutch And a hydraulic pump for generating said coast clutch is in the engaged state when the hydraulic pressure nonoccurrence of the hydraulic pump (claims).

  And in the technique of this patent document 3, only the engine, the motor alone, or the vehicle running by the engine and the motor becomes possible, the starting and running of only the motor, the starting of the engine by the motor and the starting of the engine during running by the motor, Charging at the time of engine driving and charging at the time of deceleration, and engine braking operation at the time of deceleration are possible.

JP 2011-132937 A JP 2010-261544 A JP 2008-126702 A

In the technique of Patent Document 2, a multi-plate clutch is used as a clutch for driving engine power, and an electric motor is provided on the outer peripheral side of the clutch. Therefore, the clutch and the motor become large, and the engine is cranked by the electric motor. It is not possible to apply the engine brake while the motor is stopped or in the regenerative mode state.
In the technique of Patent Document 3, since the motor is provided outside the diameter of the hydraulic coast clutch, the motor becomes large, and the hydraulic coast clutch needs to be controlled with high accuracy, resulting in high costs.

It is an object of the present invention to provide a driving device for a traveling vehicle that can solve the problems of the prior art.
SUMMARY OF THE INVENTION An object of the present invention is to provide a driving device for a traveling vehicle that includes an engine and a motor generator and is equipped with a centrifugal clutch, and is capable of operating an engine cranking and an engine brake.

Specific means for solving the problems in the present invention are as follows.
First, the driving shaft 3 of the engine E is connected to the input member 4A of the centrifugal clutch 4, and the output member 4B of the centrifugal clutch 4 is connected to the drive shaft 6 of the transmission mechanism 5 so as to be able to transmit the driving force. A device,
A rotor 9 of a motor generator 8 is connected to a drive shaft 6 between a drive member 7 of the speed change mechanism 5 and an output member 4B of the centrifugal clutch 4, and a propulsion shaft 3 of the engine E and a drive shaft 6 of the speed change mechanism 5 are connected. An electromagnetic clutch 12 that enables power transmission when the centrifugal clutch 4 is in the disengaged state is provided between the two.

Second, the input member 4A of the centrifugal clutch 4 is fitted to the propulsion shaft 3, the output member 4B is connected to the end of the drive shaft 6 of the speed change mechanism 5, and the input member 4A is interposed between the input member 4A and the output member 4B. The electromagnetic clutch 12 is provided.
Third, the electromagnetic clutch 12 is turned on when the engine E is started, when the vehicle is braked, when the vehicle is decelerated, or when the battery is fully charged, and can transmit power from the drive shaft 6 of the speed change mechanism 5 to the propulsion shaft 3. It is characterized by that.

According to the present invention, it is possible to enable engine cranking and engine brake operation while including an engine and a motor generator and equipped with a centrifugal clutch.
That is, in the invention according to claim 1, the rotor 9 of the motor generator 8 is connected on the drive shaft 6 between the drive member 7 of the speed change mechanism 5 and the output member 4B of the centrifugal clutch 4, and the hybrid with a compact arrangement structure. In addition to providing the function, an electromagnetic clutch 12 is provided between the propulsion shaft 3 of the engine E and the drive shaft 6 of the speed change mechanism 5 to enable power transmission when the centrifugal clutch 4 is in a disconnected state. Engine E cranking and engine braking can be enabled.

In the invention according to claim 2, the input member 4A of the centrifugal clutch 4 is fitted to the propulsion shaft 3, the output member 4B is integrally connected to the end of the drive shaft 6 of the transmission mechanism 5, and the input member 4A and the output member are connected. Since the electromagnetic clutch 12 is provided between 4B and 4B, the electromagnetic clutch 12 can have a compact and efficient arrangement structure.
In the invention according to claim 3, the electromagnetic clutch 12 is turned on when the engine E is started, when the vehicle is braked, when the vehicle is decelerated, or when the battery is fully charged, and transmits power from the drive shaft 6 of the speed change mechanism 5 to the propulsion shaft 3. Therefore, the engine E can be started by the motor generator 8 by turning on the electromagnetic clutch 12, and the engine E can be braked while generating power or stopping the operation of the motor generator 8. Can do.

It is a whole explanatory view showing an embodiment of the invention. It is an operation | movement state table | surface of a drive device.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 and 2 exemplify a driving device 1 for a traveling vehicle that can be applied as a driving unit mounted on a lower part of a loading platform of a four-wheel drive work vehicle.
The driving device 1 of the traveling vehicle is a power transmission device that transmits the power of the engine E and the motor generator 8 to the transmission T via the transmission mechanism 5. The transmission mechanism 5 is a belt type continuously variable transmission mechanism (CVT).

The body 20a of the oil pump 20 and the clutch casing 4a of the centrifugal clutch 4 are connected to the side surface of the engine E from which the propulsion shaft (crankshaft) 3 projects, and the motor case 8a of the motor generator 8 is fixed to the clutch casing 4a. The input side of the speed change case 19 of the speed change mechanism 5 is fixed to the motor case 8a.
The engine E is, for example, an OHC type single-cylinder air-cooled engine, the propulsion shaft 3 is provided with a gear 16 and meshes with the input gear 17 of the oil pump 20, and the propulsion shaft 3 passes through the oil pump 20. Yes. A damper may be connected to the crankshaft of the engine E. In this case, the output shaft of the damper becomes the propulsion shaft 3.

The propulsion shaft 3 extends to the inside of the clutch casing 4a of the centrifugal clutch 4, and the input member 4A of the centrifugal clutch 4 is fitted therein, and the output member 4B is rotatably supported.
The centrifugal clutch 4 is a power one-way automatic transmission type wet clutch that automatically transmits the rotational power of the propulsion shaft 3 in one direction, but does not transmit torque from the reverse direction. Then, the clutch is engaged, and the rotational driving force of the propulsion shaft 3 is transmitted to the downstream side based on the centrifugal force that increases in accordance with the rotational speed of the propulsion shaft 3.

  In the centrifugal clutch 4, an input member 4A and an output member 4B are arranged in a clutch chamber surrounded by a clutch casing 4a. The input member 4A is fitted and fixed to the propulsion shaft 3 so that a plurality of clutch plates 21 can swing freely. The output member 4B has a cup shape that covers the clutch plate 21, and is supported at the end of the propulsion shaft 3 through a bearing 22 so as to be relatively rotatable, and at the same time, the clutch casing 4a through the bearing 23. It is supported rotatably.

The centrifugal clutch 4 drives the input member 4A with the propulsion shaft 3, and the clutch plate 21 is swung by the centrifugal force by the rotation of the input member 4A and comes into contact with the output member 4B, and the output member 4B is rotated by the friction. Power is transmitted by
Between the shaft fitting portion of the input member 4A of the centrifugal clutch 4 and the output member 4B covering it, an electromagnetic clutch 12 for transmitting / disconnecting transmission power is provided. The electromagnetic clutch 12 is turned on when the engine E is started, when the vehicle is braked, or when the vehicle is decelerated when the centrifugal clutch 4 is disengaged so that power can be transmitted from the drive shaft 6 of the speed change mechanism 5 to the propulsion shaft 3. .

The output member 4 </ b> B of the centrifugal clutch 4 is integrally connected (or integrally formed) with the drive shaft 6 of the speed change mechanism 5. This drive shaft 6 has a rotor shaft portion 6A at the end on the centrifugal clutch 4 side, and this rotor shaft portion 6A is connected to the output member 4B. The output member 4B, the rotor shaft portion 6A and the drive shaft 6 are shafts. The center is concentric with the axis of the propulsion shaft 3.
The rotor shaft portion 6A can be formed separately from the output member 4B and / or the drive shaft 6 and can be fitted and connected by a spline or the like. However, it is advantageous to integrally form by forging or the like in terms of strength and cost. become.

The motor generator 8 is disposed between the centrifugal clutch 4 and the speed change mechanism 5, and connects the two. The rotor 9 is fitted and fixed to the rotor shaft portion 6A of the drive shaft 6, and the stator 10 is attached to the motor case 8a. It is fixed on the inner circumference by shrinkage.
The motor generator 8 uses a synchronous motor (PTST) in which a permanent magnet is fixed to a rotor 9, for example, a permanent magnet embedded type concentrated winding synchronous motor (IPT motor), and a stator 10 in which a coil is concentrated from a battery B. By energizing the rotor, the rotor 9 in which the permanent magnet is embedded is driven to function as a motor.

The motor operation of the motor generator 8 is transmitted to the speed change mechanism 5 because the drive shaft 6 is driven by the rotation of the rotor shaft portion 6A and drives the output member 4B. Therefore, the engine E is started when the electromagnetic clutch 12 is turned on ( (Cranking).
The motor generator 8 is driven by the rotor 9 being driven forward (torque transmission forward direction) when the engine E rotates, or by reverse driving (torque transmission reverse direction) from the transmission mechanism 5 during braking or the like. Then, it functions as a generator that extracts electric power from the stator 10, extracts electric power and regenerative energy, and charges the battery B.

The belt-type transmission mechanism 5 includes a drive shaft 6 and a driven shaft 33 that are parallel to each other, a drive pulley as a drive member 7 on the drive shaft 6 and a driven pulley 34 on the driven shaft 33, and a winding between the pulleys 7 and 34. It has an endless belt 35 that is hung and a speed change case 19 that surrounds them.
The drive shaft 6 has an end shaft 36 fitted and fixed to the end opposite to the rotor shaft portion 6A, and this end shaft 36 is supported by a support member 37 fixed to the motor case 8a and the transmission case 19 via a bearing 38. Has been.

The drive pulley 7 on the drive shaft 6 is slidable in the axial direction on the end shaft 36 side, and is immovable in the axial direction on the motor generator 8 side.
The driven shaft 33 is formed integrally with or connected to the input shaft of the transmission T, and the driven pulley 34 on the driven shaft 33 is slidable in the axial direction on the shaft tip side, while the transmission T side is stationary in the axial direction. It has become.

The engine E, the motor generator 8 and the battery B are connected to a control means (vehicle ECU) 11. The control means 11 also inputs information on the operating state of the traveling vehicle such as the brake pedal depression amount and the accelerator pedal depression amount. Is done.
The control means 11 starts / stops the engine E, idling and rotating speed, starting / stopping and rotating the motor mode of the motor generator 8, and starting / stopping the generator mode of the motor generator 8 in accordance with the traveling vehicle operating state of the traveling vehicle. Stop and rotation speed (regenerative operation, regenerative signal), state of charge (SOC) of the battery B, etc. are detected, and the electromagnetic clutch 12 is automatically turned on / off to switch between engine brake and regenerative brake.

Next, the drive device operating state by the control means 11 when mounted on the drive device 1 of the traveling vehicle for driving will be described with reference to FIG.
When the traveling vehicle is motor-started and motor-driven, the vehicle is started (starting EV) from the stopped state only by the motor operation of the motor generator 8, and traveling (traveling EV) is performed. At this time, engine E remains stopped, centrifugal clutch 4 is disengaged, and torque is transmitted from motor generator 8 to transmission mechanism 5 (CVT) in the positive direction.

In the case of engine running, the electromagnetic clutch 12 is turned on from the stopped state, and the engine E is started (cranked) by the motor operation of the motor generator 8. The motor generator 8 serves as a cell motor, and the engine E is started without generating cranking power.
After the engine E is started, the electromagnetic clutch 12 is turned off to increase the rotation of the engine E. When the engine E reaches approximately 2000 revolutions, the centrifugal clutch 4 starts to enter, and as the rotation increases, clutch slip decreases and approximately 3000 revolutions occur. The torque suddenly increases until approximately 3000 revolutions, and the centrifugal clutch 4 is coupled at approximately 3000 revolutions to supply engine power to the transmission mechanism 5.

A state in which engine power is generated while the motor generator 8 is operated is a hybrid operation state (HEV), and a strong driving force is generated by both the motor power and the engine power.
If the motor operation of the motor generator 8 is stopped after the engine E is started or during traveling, the vehicle travels (runs E) only with engine power. Conversely, when the motor generator 8 is switched to the generator operation during the high speed rotation of the engine E, the battery B can be charged by power generation.

  When decelerating by depressing the brake pedal or depressing the accelerator pedal while driving the traveling vehicle, the number of revolutions of the engine E decreases, the motor generator 8 stops the motor operation and enters the generator operation state. Rotational resistance is given by power generation operation (regeneration). At this time, the engine E may stop rotating (regeneration 2) or be in an idling state (regeneration 1), and torque transmission is in the reverse direction from the speed change mechanism 5 to the motor generator 8.

  When the traveling vehicle is suddenly braked (large deceleration) on a downhill or the like while traveling, the motor generator 8 enters a generator operating state, stops the rotation of the engine E and enters a regenerative braking state (substantially the same as the regenerative deceleration 2). Alternatively, the electromagnetic clutch 12 is turned on to transmit the torque from the speed change mechanism 5 to the propulsion shaft 3 to cause the engine E to operate the engine brake (E brake). At this time, it is possible to increase the braking force by utilizing the engine braking operation while increasing the power regeneration by the motor generator 8.

When the battery B is in a high state of charge (SOC) (B full charge) due to the generator operation of the motor generator 8 while traveling on the traveling vehicle, it is difficult to effectively use power regeneration. Only the (running EV) is operated, or the motor operation of the motor generator 8 and the drive of the engine E are operated in a hybrid operation state (HEV) to suppress the fuel consumption of the engine E.

Even if the traveling vehicle is decelerated or suddenly braked when the battery B is fully charged, the generator operation of the motor generator 8 is stopped and the electromagnetic clutch 12 is turned on to cause the engine E to operate the engine brake (E brake). .
The driving device 1 performs transmission of driving force of the engine E by using an inexpensive centrifugal clutch 4 that has existed conventionally, and recovery of inertia energy of the traveling vehicle from the transmission mechanism 5 and operation of the engine brake are performed by the electromagnetic clutch 12. Further, the engine generator C can be cranked by the motor generator 8 by using the electromagnetic clutch 12.

The electromagnetic clutch 12 does not operate when the large torque in the forward direction from the engine E to the transmission mechanism 5 is always transmitted, and is used when the reverse torque from the drive shaft 6 to the engine E is transmitted with low frequency. Therefore, a simple and inexpensive one with only on / off control can be used.
In addition, this invention is not limited to the said embodiment, A member, a structure can be variously deformed, and a combination can also be changed.

  For example, instead of the belt-type transmission mechanism 5, a planetary gear-type transmission mechanism or another transmission mechanism may be used.

DESCRIPTION OF SYMBOLS 1 Drive device 3 Propulsion shaft 4 Centrifugal clutch 4A Input member 4B Output member 5 Belt type transmission mechanism 6 Drive shaft 6A Rotor shaft portion 7 Drive member (drive pulley)
8 Motor generator 9 Rotor 10 Stator 11 Control means 12 Electromagnetic clutch B Battery E Engine T Transmission

Claims (3)

The propulsion shaft (3) of the engine (E) is connected to the input member (4A) of the centrifugal clutch (4), and the output member (4B) of the centrifugal clutch (4) is connected to the drive shaft (6) of the transmission mechanism (5). A driving device for a traveling vehicle connected so as to be able to transmit traveling driving force,
A rotor (9) of a motor generator (8) is connected on a drive shaft (6) between a drive member (7) of the speed change mechanism (5) and an output member (4B) of the centrifugal clutch (4), and an engine An electromagnetic clutch (12) is provided between the propulsion shaft (3) of (E) and the drive shaft (6) of the speed change mechanism (5) to enable power transmission when the centrifugal clutch (4) is in the disengaged state. A driving device for a traveling vehicle.   The input member (4A) of the centrifugal clutch (4) is fitted to the propulsion shaft (3), and the output member (4B) is integrally connected to the end of the drive shaft (6) of the speed change mechanism (5). The drive device for a traveling vehicle according to claim 1, wherein the electromagnetic clutch (12) is provided between the member (4A) and the output member (4B).   The electromagnetic clutch (12) is turned on when the engine (E) is started, when the vehicle is braked, when the vehicle is decelerated, or when the battery is fully charged, from the drive shaft (6) of the transmission mechanism (5) to the propulsion shaft (3). The driving device for a traveling vehicle according to claim 1, wherein power can be transmitted.

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