JP2023132584A - Hybrid drive device using internal combustion engine and rotary electric machine and auxiliary power device - Google Patents

Abstract

To provide a hybrid drive device using an internal combustion engine and a rotary electric machine, without adding a special actuator or the like thereto.SOLUTION: The hybrid drive device is provided with a centrifugal clutch mechanism configured so that when a rotation speed of an internal combustion engine is above a predetermined speed, driving force of the internal combustion engine is transmitted to a centrifugal clutch rotor 420, and a one-way clutch, interposed between a rotor of a rotary electric machine and the centrifugal clutch rotor, which transmits rotation in a first direction of the rotor to the centrifugal clutch rotor but does not transmit rotation in the first direction of the centrifugal clutch rotor to the rotor. In a second mode in which rotation of the rotary electric machine is unused and a driving shaft is rotated by driving force of the internal combustion engine, rotation of the internal combustion engine is transmitted from the centrifugal clutch rotor to the driving shaft. In the second mode, rotation of the centrifugal clutch rotor is blocked by the one-way clutch and therefore is not transmitted to the rotor, and rotation of the rotor is stopped by rotation suppression torque generated by suctioning of a permanent magnet into a stator.SELECTED DRAWING: Figure 3

Description

The description in this specification relates to a hybrid drive device and an auxiliary power device using an internal combustion engine and a rotating electric machine, and is useful for use as a drive device or an auxiliary power device for a two-wheeled vehicle, for example.

A hybrid drive system using an internal combustion engine and a rotating electric machine is known as a drive system for two-wheeled vehicles. In such a hybrid drive device, since the rotating electric machine rotates even when the vehicle is driven only by the internal combustion engine, there is a concern that friction loss may occur due to magnetic resistance of the rotating electric machine. Therefore, mechanisms for reducing this magnetic friction loss are disclosed in Patent Document 1 and Patent Document 2.

JP2006-271040A Japanese Patent Application Publication No. 2007-99246

The hybrid drive device described in Patent Document 1 includes an adjustment mechanism that adjusts a field generated by a permanent magnet of a rotating electrical machine, and adjusts the torque of the rotating electrical machine. Further, in the hybrid drive device described in Patent Document 2, a gap adjuster is used to adjust the gap between the rotor and the stator of the rotating electric machine.

However, both required mechanical movement space for adjustment. In addition, all of them use actuators and the like for adjustment, making the mechanism and configuration complicated. Further, a space for mounting the actuator and the like is required, and a controller for controlling the actuator and the like is also required.

An object of the present disclosure is to achieve a hybrid drive device that uses an internal combustion engine and a rotating electric machine without adding a special actuator or the like to the rotating electric machine or a controller that controls the actuator or the like.

Additionally, the present disclosure provides auxiliary power that can assist the drive of the internal combustion engine by incorporating a rotating electrical machine that does not require a special actuator or controller for controlling the actuator into a drive device that was previously driven only by an internal combustion engine. The task is to provide equipment.

A first aspect of the present disclosure is a drive device that includes an internal combustion engine and a drive shaft that is rotatable in response to the driving force of the internal combustion engine and that transmits the driving force to a drive section. Further, a first aspect of the present disclosure is a rotating rotor that includes a rotor that has a plurality of permanent magnets arranged in the circumferential direction and is rotatable coaxially with a drive shaft, and a stator that is fixed to a fixed cover and has a plurality of coils that face the permanent magnets. It also includes an electric machine, a battery that is electrically connected to the rotating electric machine, and a control device that is electrically connected to the battery and the rotating electric machine and controls the rotation of the rotating electric machine. The first aspect of the present disclosure is that when the rotational speed of the internal combustion engine is less than a predetermined number, the driving force of the internal combustion engine is not transmitted to the centrifugal clutch rotor, and when the rotational speed of the internal combustion engine is equal to or higher than the predetermined number, the driving force of the internal combustion engine is not transmitted to the centrifugal clutch rotor. is interposed between the rotor of the rotating electrical machine and the centrifugal clutch rotor, and transmits the rotation of the rotor in the first direction to the centrifugal clutch rotor, and the rotation of the rotor in the first direction and is a hybrid drive device using an internal combustion engine and a rotating electric machine, which is equipped with a one-way clutch that does not transmit the rotation in the second direction, which is the opposite direction, to the centrifugal clutch rotor, and also does not transmit the rotation of the centrifugal clutch rotor in the first direction to the rotor. It is.

In the first aspect of the present disclosure, since the rotation of the centrifugal clutch rotor in the first direction is not transmitted to the rotor by the one-way clutch, when only the driving force of the internal combustion engine is used and the driving force of the rotating electric machine is not used, the rotation It is possible to stop the electric machine. Therefore, in the first aspect of the present disclosure, it is possible to eliminate the need for installing a special actuator for suppressing friction loss due to magnetic resistance of the rotating electric machine.

A second aspect of the present disclosure further includes a second rotating electric machine driven by an internal combustion engine. The rotating electrical machine is used as a motor for driving the drive shaft, and the second rotating electrical machine is used as a starter that starts the internal combustion engine and a generator that charges the battery. Even if the drive device uses only an internal combustion engine, it is equipped with a second rotating electrical machine that is used as a starter and a generator that charges the battery. Therefore, in the second aspect of the present disclosure, the rotating electric machine can be used only as a drive motor for the drive shaft. This makes it possible to optimally design a hybrid drive device using an internal combustion engine and a rotating electric machine.

A third aspect of the present disclosure includes a drive shaft that is rotatable in response to the driving force of the internal combustion engine and transmits the driving force to the driving part, and a centrifugal clutch rotor, and when the rotational speed of the internal combustion engine is less than a predetermined number, the internal combustion engine This is an auxiliary power device used in a power plant that includes a centrifugal clutch mechanism that does not transmit driving force to the drive shaft but transmits the driving force of the internal combustion engine to the drive shaft when the rotational speed of the internal combustion engine is equal to or higher than a predetermined number.

A third auxiliary power device of the present disclosure includes a rotor having a plurality of permanent magnets arranged in the circumferential direction and rotatable on the same axis as the drive shaft, and a stator having a plurality of coils fixed to a fixed cover and facing the permanent magnets. The present invention includes a rotating electrical machine including a rotating electrical machine, and a control device that controls rotation of the rotating electrical machine. The rotor is interposed between the rotor of the rotating electrical machine and the centrifugal clutch rotor, transmits the rotation of the rotor in the first direction to the centrifugal clutch rotor, and transmits the rotation of the rotor in the second direction opposite to the first direction. Also provided is a one-way clutch that does not transmit the rotation to the centrifugal clutch rotor and also does not transmit the rotation of the centrifugal clutch rotor in the first direction to the rotor.

Similarly to the first embodiment, the third embodiment of the present disclosure uses a one-way clutch to prevent rotation of the centrifugal clutch rotor in the first direction from being transmitted to the rotor. Therefore, it is possible to stop the rotating electrical machine in a state where the driving force of only the internal combustion engine is used and the driving force of the rotating electrical machine is not used. As a result, in the first aspect of the present disclosure, it is possible to eliminate the need for installing a special actuator for suppressing friction loss due to magnetic resistance of the rotating electric machine.

A fourth aspect of the present disclosure is that the centrifugal clutch rotor is interposed between the centrifugal clutch rotor and the drive shaft, the rotation of the centrifugal clutch rotor in the first direction is transmitted to the drive shaft, and the rotation of the drive shaft in the first direction is transmitted to the centrifugal clutch rotor. It is equipped with a second one-way clutch that does not transmit data. Rotation of the drive shaft in the second direction, which is rotation in the backward direction, is transmitted to the centrifugal clutch rotor. Therefore, even if the rotational speed of the internal combustion engine is reduced during traveling by the internal combustion engine, no moment of inertia from the drive shaft is applied to the internal combustion engine. As a result, instead of engine braking not being effective, the vehicle can travel using inertia, and the internal combustion engine can operate smoothly.

In a fifth aspect of the present disclosure, contrary to the fourth aspect, the centrifugal clutch rotor and the drive shaft are coupled to rotate together. When the rotation speed of the centrifugal clutch mechanism driven pulley 410 exceeds the rotation speed of the centrifugal clutch mechanism driven pulley 410 when the vehicle is running with the internal combustion engine (P108) is connected, engine braking can be used by reducing the rotation speed of the internal combustion engine.

A sixth aspect of the present disclosure uses a one-way cam clutch that includes a one-way clutch cam between an inner ring and an outer ring as the one-way clutch. By using a one-way cam clutch, the sliding resistance of the one-way clutch can be further reduced. Therefore, in a state where the driving force of only the internal combustion engine is used and the driving force of the rotating electrical machine is not used, it is possible to more reliably stop the rotating electrical machine.

A seventh aspect of the present disclosure is that in the first mode in which the drive shaft starts rotating in the first direction, the rotor of the rotating electric machine is rotated in the first direction, and the rotation of the rotor is transferred to the drive shaft via the one-way clutch and the centrifugal clutch rotor. introduce. In the seventh aspect of the present disclosure, motor running by the rotating electric machine is enabled at the time of startup.

An eighth aspect of the present disclosure is that in the second mode in which the drive shaft steadily rotates in the first direction at a predetermined rotation speed or higher, the rotation of the rotor of the rotating electric machine is stopped, and the rotation of the internal combustion engine is transferred to the drive shaft via the centrifugal clutch rotor. to communicate. In the eighth aspect of the present disclosure, steady running using the internal combustion engine is possible. During this steady running, the rotation of the centrifugal clutch rotor is not transmitted to the rotating electric machine by the one-way clutch. As mentioned above, the rotating electrical machine can be stopped when the driving force of the rotating electrical machine is not used.

A ninth aspect of the present disclosure is that in the third mode in which the rotation speed is further increased from the state in which the drive shaft rotates in the first direction at a predetermined rotation speed or more, the rotation of the internal combustion engine is transmitted to the drive shaft via the centrifugal clutch rotor. At the same time, the rotor of the rotating electric machine is rotated in the first direction, and the rotation of the rotor is also transmitted to the drive shaft via the one-way clutch and the centrifugal clutch rotor. In the ninth aspect of the present disclosure, in addition to steady running using the internal combustion engine, assisted running using the rotating electric machine is also possible.

FIG. 1 is a system configuration diagram of a hybrid drive device. FIG. 2 is a perspective view showing the main constituent structure of the hybrid drive device. FIG. 3 is a configuration diagram of the hybrid drive device shown in FIG. 2. FIG. 4 is a side view of a two-wheeled vehicle equipped with a hybrid drive device. FIG. 5 is a rear view of a two-wheeled vehicle equipped with a hybrid drive device. FIG. 6 is a front view showing the state of the centrifugal clutch when stopped. FIG. 7 is a front view showing the state of the centrifugal clutch during rotation. FIG. 8 is a perspective view showing the rotating electric machine. FIG. 9 is a perspective view of FIG. 8 with the rotor removed. FIG. 10 is a front view showing the state of the one-way clutch when engaged. FIG. 11 is a front view showing the state of the one-way clutch when it is idling. FIG. 12 is a diagram illustrating the state of the rotating electric machine and the like in each mode. FIG. 13 is a configuration diagram showing another example of the hybrid drive device. FIG. 14 is a configuration diagram showing still another example of the hybrid drive device. FIG. 15 is a configuration diagram showing another example of the one-way clutch when it is idling. FIG. 16 is a configuration diagram showing another idling state of another example of the one-way clutch. FIG. 17 is a configuration diagram showing another example of the one-way clutch when engaged.

Hereinafter, an example of the present disclosure will be described based on the drawings. FIG. 1 shows an overview of the system configuration of a hybrid drive device 1. As shown in FIG. Hybrid drive device 1 includes an internal combustion engine 100 and a rotating electric machine 200. The hybrid drive device shown in FIG. 1 also includes a second rotating electric machine 300. While the rotating electrical machine 200 is used as a drive device, the second rotating electrical machine 300 is used as a starter when starting the internal combustion engine 100 and as a generator that receives the driving force of the internal combustion engine 100 to generate electricity. Therefore, the rotating electric machine 200 can be used exclusively as an auxiliary power device.

The three-phase alternating current generated by the second rotating electrical machine 300 is converted into a direct current by the second control device 350 and stored in the battery 351. The second control device 350 converts direct current from the battery 351 into three-phase alternating current when the second rotating electric machine rotates as a starter.

The DC current from the battery 351 is also supplied to the rotating electric machine 200. Rotation of rotating electric machine 200 is controlled by control device 250. The control device 250 also converts direct current into three-phase alternating current to control the rotation speed. Note that the control device 250 can also control the rotation direction of the rotating electric machine 200. That is, the control device 250 can also control the rotating electric machine 200 to rotate in a first direction (for example, forward rotation) and to rotate in a second direction opposite to the first direction (reverse rotation). In this embodiment, the control device 250 performs brake control using rotation in the second direction.

The hybrid drive device 1 also includes a centrifugal clutch mechanism 400, as shown in FIG. The centrifugal clutch mechanism 400 does not transmit the driving force of the internal combustion engine 100 to the centrifugal clutch rotor 420 when the rotational speed of the internal combustion engine 100 is less than a predetermined number, and when the rotational speed of the internal combustion engine 100 is equal to or higher than the predetermined number, the driving force of the internal combustion engine 100 is not transmitted to the centrifugal clutch rotor 420. 100 of driving force is transmitted to the centrifugal clutch rotor 420. The predetermined rotation speed for transmitting the driving force of the internal combustion engine 100 to the centrifugal clutch rotor 420 is, for example, about 3000 rpm. The hybrid drive device 1 has a one-way clutch 600 disposed between the rotating electric machine 200 and the centrifugal clutch mechanism 400.

As shown in FIG. 2, the rotating electric machine 200, the one-way clutch 600, and the centrifugal clutch mechanism 400 are arranged coaxially. FIG. 3 is a block diagram schematically showing each of these structures, and as shown in FIG. 3, each structure is arranged within the fixed cover 150. The fixed cover 150 is made of aluminum or aluminum alloy, but may be made of resin. Examples of the resin material include fluororesin (PTFE, PFA), carbon fiber reinforced plastic (CFRP), polypropylene (PP), and polycarbonate (PC).

As shown in FIGS. 4 and 5, the fixed cover 150 is fixed to the vehicle body facing the rear wheel of the two-wheeled vehicle 10. More specifically, it is arranged on the drive shaft 130 (shown in FIG. 3) side of the rear wheel. When the hybrid drive device of the present disclosure is used in the two-wheeled vehicle 10, the rear wheels serve as the drive wheels 120.

The contents of each component will be explained below. First, the centrifugal clutch mechanism 400 will be explained. In the internal combustion engine 100, a piston 101 reciprocates within a cylinder 110, and the reciprocating movement of the piston 101 is transmitted to a crankshaft 104 via a connecting rod 102 and a web 103. The crankshaft 104 is rotatably supported by bearings. Rotation of crankshaft 104 is transmitted to drive pulley 105. Further, the rotation of the crankshaft 104 is also transmitted to the second rotating electric machine 300.

Rotation of drive pulley 105 is transmitted to centrifugal clutch mechanism 400 via belt 106. As shown in FIG. 2, in the centrifugal clutch mechanism 400, a belt 106 is engaged with a driven pulley 410, and the driven pulley 410 rotates in response to the driving force of the belt 106. The driven pulley 410 is pivotally supported on the drive shaft 130 by a centrifugal clutch bearing 440. The drive pulley 105 and the driven pulley 410 are both made of metal, such as a rolled steel plate, aluminum, or an aluminum alloy.

As shown in FIGS. 6 and 7, the centrifugal clutch mechanism 400 includes three centrifugal clutch shoes 411 supported by a rotating shaft 412 and spaced apart in the circumferential direction. The centrifugal clutch shoe 411 is rotatable around a rotating shaft 412, and the rotating shaft 412 is fixed to a driven pulley 410. When the driven pulley 410 is not rotating and the centrifugal clutch shoe 411 is not receiving centrifugal force, the centrifugal clutch shoe 411 is pulled inward in the radial direction by the centrifugal clutch spring 415, as shown in FIG. Note that the centrifugal clutch shoe 411 is made of aluminum or a metal such as aluminum or iron.

FIG. 7 shows a state under centrifugal force. When the centrifugal force applied to the centrifugal clutch shoe 411 overcomes the tensile force of the centrifugal clutch spring 415, the centrifugal clutch shoe 411 comes into contact with the inner periphery of the centrifugal clutch rotor 420. As shown in FIG. 2, a centrifugal clutch lining 413 is attached to the outer peripheral surface of the centrifugal clutch shoe 411 to increase the frictional force with the centrifugal clutch rotor 420. This centrifugal clutch lining 413 is made of non-asbestos material.

The centrifugal clutch rotor 420 is supported via a second one-way clutch 610 by a drive shaft 130 that drives a rear wheel (drive wheel 120) of a two-wheeled vehicle. More specifically, the rotation of the drive shaft 130 is transmitted to the drive wheels 120 via the final gear 140 and the tire shaft 141. Further, the centrifugal clutch rotor 420 is integrally formed with a disc-shaped clutch base 421 that can rotate together with the second one-way clutch 610 and a cylindrical clutch ring 422 arranged around the outer periphery of the clutch base 421.

When the internal combustion engine 100 is stopped or the rotational speed of the internal combustion engine 100 is low, the driven pulley 410 is also stopped or has a low rotational speed. Since the centrifugal clutch rotor 420 does not rotate in this state, the state shown in FIG. 6 is maintained by the tensile force of the centrifugal clutch spring 415.

When the rotational speed of the internal combustion engine 100 increases and the rotational speed of the driven pulley 410 exceeds a predetermined value, the centrifugal clutch shoe 411 rotates outward around the rotating shaft 412 due to centrifugal force. As a result, the centrifugal clutch shoe 411 comes into contact with the inner peripheral surface of the clutch ring 422. In particular, since the centrifugal clutch lining 413 is attached to the outer peripheral surface of the centrifugal clutch shoe 411, the frictional force between the centrifugal clutch shoe 411 and the clutch ring 422 is high. Therefore, the rotation of driven pulley 410 is transmitted to centrifugal clutch rotor 420, and centrifugal clutch rotor 420 is supported by drive shaft 130 and rotates.

Next, the rotating electrical machine 200 will be explained. The rotating electric machine 200 is covered with a fixed cover 150, as shown in FIG. As described above, the fixed cover 150 is fixed to the vehicle body behind the internal combustion engine 100 of the two-wheeled vehicle near the vehicle side of the rear wheel (drive wheel 120). Note that the wall thickness of the fixed cover 150 is approximately 4 to 5 mm. Further, a fixed cover bearing 151 is disposed on the fixed cover 150, and the tip of the drive shaft 130 is rotatably supported by the fixed cover bearing 151. A final gear 140 having a predetermined reduction ratio is arranged at the other end of the drive shaft 130, and the rotation of the final gear 140 is transmitted to the rear wheels (drive wheels 120) via a tire shaft 141. Therefore, the rotation of rotating electric machine 200 is decelerated by final gear 140 and transmitted to drive wheels 120. Therefore, even if the rotating electric machine 200 whose torque is not so large is used, the torque is increased by the final gear 140, and the two-wheeled vehicle 10 can be started by overcoming the rotational frictional resistance of the drive wheels 120.

A rotor 210 of the rotating electric machine 200 is rotatably supported on the drive shaft 130 by a rotor bearing 215. Therefore, the rotor 210 can rotate together with the drive shaft 130, or only the drive shaft 130 or the rotor 210 can rotate. The rotor 210 is made of iron material, and as shown in FIG. A section 211 is provided. As shown in FIG. 8, twelve permanent magnets 212 are arranged in the inner side of the cylindrical portion 211 in a line in the circumferential direction. The thickness of the permanent magnet 212 is approximately 2 to 5 mm. Note that the number of permanent magnets 212 is not limited to 12, but can be set as appropriate, such as 20 or 24, depending on the required performance. Further, the permanent magnet 212 can be selected from various types depending on the intended use. A rare earth magnet with strong magnetic force may be used, or an inexpensive ferrite magnet may be used.

A stator 220 is arranged inside the rotor 210, as shown in FIGS. 3 and 8. The stator 220 is formed by laminating a plurality of magnetic steel plates, and integrally includes a base portion 221 attached to the fixed cover 150 and a plurality of teeth portions 222 extending radially outward from the base portion 221. The teeth portion 222 is electrically insulated with an insulator made of insulating resin such as polyamide, and a coil 224 made of copper wire or aluminum wire is wound on the insulator. Therefore, although only the tip portion of the teeth portion 222 is shown in FIG. 9, it is also located at a portion where the coil 224 is wound.

FIG. 9 is a perspective view showing the stator 220 and sensor case 230 with the rotor 210 removed from FIG. Although the number of teeth is 18 in FIGS. 8 and 9, the number of teeth can be set as appropriate depending on the number of magnetic poles of the rotor 210. The outer diameter of the stator 220 is about 100 to 200 mm, and the inner diameter of the rotor 210 is therefore large enough to form a minute gap between the outer diameter of the stator 220 and the permanent magnets 212.

The base portion 221 has three stator bolt through holes 223 for fixing the stator 220 to the fixed cover 150. The base portion 221 also has one sensor case bolt through hole for fixing a sensor case 230, which will be described later, to the stator 220. Of course, the sensor case 230 can also be fixed to the fixed cover 150 instead of the stator 220. Further, the number of sensor case bolt through holes may also be two or more.

As shown in FIG. 9, a gap 225 is formed between adjacent coils 224, and the gap 225 generally becomes wider radially outward. However, in order to increase the space factor of the coil 224, the gap may be made substantially constant in the radial direction. Further, the sensor case 230 includes a sensor main body 231 and first to third Hall sensors 232 to 234 extending from the sensor main body 231 between adjacent coils 224. The first to third Hall sensors 232 to 234 are arranged in the gap 225 between adjacent coils 224.

Each of the Hall sensors 232 to 234 has a size of about 2 mm x 3 mm, and the Hall sensors 232 to 234 are covered with a sensor case 230. Therefore, the figure shows not the actual Hall sensors 232 to 234, but the sheath portion of the sensor case 230 that houses the Hall sensors 232 to 234. The sensor main body 231 accommodates sensor bases of the Hall sensors 232 to 234, and is made of a resin material such as polyamide.

The first to third Hall sensors 232, 233, and 234 face the permanent magnet 212 in which N and S poles are alternately magnetized, and detect positions where the N and S poles alternate. The detection positions of the first to third Hall sensors 232, 233, and 234 correspond to the V-phase, W-phase, and U-phase energization timings. When used, it controls the supply of voltage to the coils 224 corresponding to the U-phase, V-phase, and W-phase. Note that the rotation angle sensors are not limited to the Hall sensors 232 to 235, and other angle sensors such as resolvers may be used.

Note that the second rotating electric machine 300 is also provided with similar Hall sensors 232 to 234, and when the second rotating electric machine 300 is used as a generator, the coils 224 corresponding to the U phase, V phase, and W phase are also provided. used as a timing signal to control the current from the Furthermore, in addition to the Hall sensors 232 to 234 that detect the magnetic angles of the U-phase, V-phase, and W-phase, the second rotating electric machine 300 is also provided with a Hall sensor that detects the reference position of the internal combustion engine 100.

Next, the one-way clutch 600 will be explained. As for the mechanism, the one-way clutch 600 and the second one-way clutch 610 are the same. One-way clutch 600 is arranged between disk portion 217 of rotor 210 and clutch ring 422 of centrifugal clutch rotor 420. Further, the second one-way clutch 610 is interposed between the clutch base 421 of the centrifugal clutch rotor 420 and the drive shaft 130.

As shown in FIGS. 10 and 11, it includes an inner ring 630 fixed to an inner member and an outer ring 631 fixed to an outer member. Both the inner ring 630 and the outer ring 631 are made of carbon steel. In the one-way clutch 600, the inner ring 630 is fixed such that its inner circumference fits into the outer circumference of a rotor ring portion 218 provided on the disc portion 217 of the rotor 210. The outer circumferential ring 631 of the one-way clutch 600 is fixed so that its outer circumference fits into the inner circumference of the clutch ring 422 of the centrifugal clutch rotor 420. The center axes of the inner ring 630 and the outer ring 631 of the one-way clutch 600 coincide with the center axis of the drive shaft 130. However, since the power transmission direction of the one-way clutch 600 can be selected as either forward rotation or reverse rotation, the outer ring 631 may be fitted to the rotor 210. In that case, the inner ring 630 will fit into the centrifugal clutch rotor 420.

Further, in the second one-way clutch 610, the drive shaft 130 is fixed to the inner ring 630 so as to pass therethrough, and the center axis of the inner ring 630 and the center axis of the drive shaft 130 are aligned. The outer circumferential ring 631 is fixed so that its outer circumference fits into the inner circumference of the clutch base 421 of the centrifugal clutch rotor 420. The center axis of the outer ring 631 also coincides with the center axis of the drive shaft 130.

An engagement wall 633 is formed on the inner ring 630, and the gap between the engagement wall 633 and the inner periphery of the outer ring 631 becomes smaller toward the outer ring 631 side. Further, a cylindrical one-way clutch bar 632 is arranged between the engagement wall 633 and the inner circumference of the outer ring 631. The one-way clutch bar 632 is pressed toward the outer ring 631 by a one-way clutch spring 635 held in a holding hole 634 of the inner ring 630.

FIG. 10 shows the engaged state of the one-way clutch 600. In this example, either the inner ring 630 is rotating clockwise, the outer ring 631 is rotating counterclockwise, or both. That is, the relative rotational direction between the inner ring 630 and the outer ring 631 is the direction in which the one-way clutch bar 632 is moved toward the outer ring 631. The one-way clutch bar 632 is engaged with the relative rotation direction of the inner ring 630 and the outer ring 631, and the inner ring 630 and the outer ring 631 rotate together.

Conversely, FIG. 11 shows the one-way clutch 600 in an idle state. In this example, either the inner ring 630 is rotating counterclockwise, the outer ring 631 is rotating clockwise, or both. That is, the relative rotational direction between the inner ring 630 and the outer ring 631 is the direction in which the one-way clutch bar 632 is moved toward the inner ring 630. The one-way clutch bar 632 is pulled apart by the relative rotation direction of the inner ring 630 and the outer ring 631, and the inner ring 630 and the outer ring 631 freely rotate or stop.

The engagement direction and idle rotation direction of the one-way clutch 600 can be set either clockwise or counterclockwise by changing the orientation of the engagement wall 633. The one-way clutch 600 has a mechanism that transmits rotation of the rotor in the first direction to the centrifugal clutch rotor 420. Therefore, the rotation of rotor 210 in the second direction is not transmitted to centrifugal clutch rotor 420. Similarly, rotation in the first direction from the centrifugal clutch rotor 420 side is not transmitted to the rotor 210. Further, the second one-way clutch 610 is configured to transmit only the rotation in the first direction (normal rotation) of the centrifugal clutch rotor 420 to the drive shaft 130, and not to transmit the rotation in the second direction (reverse rotation).

Next, the operation of the hybrid drive device 1 having the above configuration will be explained. First, a first mode in which the two-wheeled vehicle 10 is started using the driving force of the rotating electric machine 200 without using the driving force of the internal combustion engine 100 will be described. In this first mode, since the internal combustion engine 100 is not rotating, the driven pulley 410 also does not rotate, and the centrifugal clutch rotor 420 is free with respect to the centrifugal clutch shoe 411. In the first mode, the control device 250 controls energization of the U-phase, V-phase, and W-phase to the coils of the rotating electric machine 200 to rotate the rotor 210 in the first direction. Note that the first direction is a direction in which when the drive shaft 130 rotates in the first direction, the drive wheel 120 rotates in the normal direction and the two-wheeled vehicle 10 moves forward (normal rotation direction).

At this time, since the stator 220 is fixed to the fixed cover 150, the rotor 210 rotates in the first direction. Since the inner ring 630 of the one-way clutch 600 is fixed to the rotor 210, the inner ring 630 rotates together with the rotor 210 in the first direction. Since the one-way clutch 600 is a mechanism that transmits the rotation of the inner ring 630 in the first direction to the outer ring 631, the outer ring 631 also rotates in the first direction.

Since the outer ring 631 is fixed to the centrifugal clutch rotor 420, the centrifugal clutch rotor 420 also rotates in the first direction. The second one-way clutch 610 has a structure in which when the centrifugal clutch rotor 420 rotates in the first direction, an outer ring 631 and an inner ring 630 engage with a one-way clutch bar 632. Therefore, the rotation of the centrifugal clutch rotor 420 in the first direction is transmitted to the drive shaft 130 via the second one-way clutch 610. Therefore, the rotational torque of the rotating electric machine 200 is directly transmitted to the one-way clutch 600, the centrifugal clutch rotor 420, and the second one-way clutch 610 to the drive shaft 130, and the drive shaft 130 rotates at the rotation speed of the rotating electric machine 200.

Next, a second mode in which the rotating electric machine 200 does not rotate and only the internal combustion engine 100 rotates will be described. In this second mode, the rotation of the crankshaft 104 of the internal combustion engine 100 is transmitted from the drive pulley 105 to the driven pulley 410 via the belt 106. As a result, driven pulley 410 also rotates around drive shaft 130. The rotation of the driven pulley 410 is transmitted to the centrifugal clutch shoe 411 via the rotating shaft 412, so that centrifugal force is applied to the centrifugal clutch shoe 411. As a result, when the rotational speed of the rotating shaft 412 exceeds a predetermined rotational speed, the centrifugal clutch shoe 411 is pressed against the centrifugal clutch rotor 420 with a sufficient pressing force, and the centrifugal clutch rotor 420 also rotates together with the driven pulley 410. The rotation direction of this centrifugal clutch rotor 420 is the first direction.

When the centrifugal clutch shoe 411 of the centrifugal clutch mechanism 400 is pressed against the centrifugal clutch rotor 420 and the centrifugal clutch rotor 420 starts rotating in response to the driving force from the belt 106, there is some force against the centrifugal clutch rotor 420. Torque fluctuations will be added. However, the rotation in the first direction from centrifugal clutch rotor 420 is blocked by one-way clutch 600 and is not transmitted to rotor 210. That is, rotation transmission in the first direction in one-way clutch 600 is only from rotor 210 to centrifugal clutch rotor 420, and is not transmitted from centrifugal clutch rotor 420 to rotor 210. In other words, when centrifugal clutch rotor 420 rotates in response to the driving force of internal combustion engine 100, one-way clutch 600 idles and rotor 210 does not rotate. Note that the traveling of the two-wheeled vehicle 10 will be described later.

In the second mode, the rotating electrical machine 200 is stopped, and the inner ring 630 of the one-way clutch 600 is also stopped. Due to the mechanism of the one-way clutch 600, only the outer ring 631 rotates in the first direction together with the centrifugal clutch rotor 420. This rotation of the centrifugal clutch rotor 420 in the first direction causes the drive wheel 120 to rotate in the first direction (normal rotation) via the second one-way clutch 610.

When the driving force of the internal combustion engine 100 is constantly transmitted to the drive shaft 130, fluctuations in the torque applied to the centrifugal clutch rotor 420 from the internal combustion engine 100 side become small. Therefore, in the steady operating state, the control device 250 does not perform brake (regeneration) control to suppress the rotation of the rotating electrical machine 200.

That is, in the steady operating state, the coil of the rotating electric machine 200 is not energized. As described above, in the steady operating state, the one-way clutch 600 is idling and the rotor 210 is not rotating. In addition, even if the rotation speed of the internal combustion engine 100 decreases and the rotation speed of the drive shaft 130 becomes faster, the rotation of the drive shaft 130 in the second direction is not transmitted by the second one-way clutch 610. Therefore, no force is applied to rotate the rotor 210 in a steady state of operation. Even if rotational torque is applied to the rotor 210 due to some kind of torque fluctuation, the rotating electric machine 200 generates a torque that suppresses the rotation of the rotor 210 due to the attractive force of the permanent magnets 212 even in a non-energized state. Therefore, the rotor 210 is stopped by the rotation suppressing torque generated by the permanent magnet 212. When the load torque on the drive wheels 120 increases while the rotor 210 is stopped, the rotation speed of the drive shaft 130 decreases.

However, since the second one-way clutch 610 is interposed in between, the decrease in the rotational speed of the drive shaft 130 is not directly transmitted to the centrifugal clutch rotor 420. In addition, even if the rotation speed of centrifugal clutch rotor 420 decreases, the rotation of centrifugal clutch rotor 420 in the first direction is not blocked by the mechanism of one-way clutch 600 and is not transmitted to rotor 210.

Therefore, in the second mode, the rotor 210 does not rotate and no relative rotation occurs between the rotor 210 and the stator 220 of the rotating electrical machine 200. As a result, no magnetic friction loss occurs in the rotating electric machine 200. Note that in the present disclosure, magnetic friction loss refers to iron loss caused by alternating magnetic flux applied from the permanent magnets 212 of the rotor 210 to the stator 220. The main causes of iron loss are eddy current loss and hysteresis loss.

Unlike the present disclosure, in the case where the one-way clutch 600 mechanism is not provided, the rotating electrical machine 200 is configured to perform phase control of the U-phase, V-phase, and W-phase currents in order to reduce friction loss of the rotating electrical machine 200. One possibility is to perform zero torque control. However, even when zero torque control is performed, magnetic friction loss does not disappear. This magnetic friction loss ultimately consumes the output of the internal combustion engine 100 and becomes a factor that worsens the fuel efficiency of the internal combustion engine 100.

In contrast, in the present disclosure, there is no need to perform zero torque control, and the rotating electrical machine 200 is not energized. Therefore, the energy charged in the battery 351 is not wasted, and opportunities for charging by the second rotating electric machine 300 can be reduced. As described above, since the rotating electric machine 200 does not rotate, no magnetic friction loss occurs. A one-way clutch 600 mechanism is used as a mechanism for suppressing this magnetic friction loss. Therefore, the present disclosure can eliminate the need for a special actuator or the like for reducing magnetic friction loss, and can have a simple structure.

Although some mechanical friction loss occurs due to the mechanism of the one-way clutch 600, this mechanical friction loss is very small compared to the magnetic friction loss of the rotating electric machine 200. Therefore, even if the rotating electrical machine 200 is added to the hybrid drive device 1, there are few causes of a reduction in fuel efficiency of the internal combustion engine 100 caused by the rotating electrical machine 200. Since the rotating electric machine 200 is used as the hybrid drive device 1, an effect of improving the fuel efficiency of the internal combustion engine 100 is expected.

Next, a third mode that utilizes the driving force of the rotating electric machine 200 in addition to the driving force of the internal combustion engine 100 will be explained. Since this third mode continues from the second mode, the driven pulley 410 is rotating, and the centrifugal clutch shoe 411 is also rotating together with the rotating shaft 412. Therefore, the centrifugal clutch shoe 411 is pressed against the centrifugal clutch rotor 420 due to the centrifugal force accompanying the rotation, and the centrifugal clutch rotor 420 is also rotating in the first direction together with the driven pulley 410.

Further, in the third mode, the control device 250 controls the U-phase, V-phase, and W-phase energization to the coil 224 of the rotating electrical machine 200, and rotates the rotor 210 in the first direction. Therefore, as the rotating electric machine 200 rotates, a driving force in the first direction is applied from the rotor 210 to the drive shaft 130 via the centrifugal clutch rotor 420.

In the second mode, the rotor 210 was stopped, whereas in the third mode, the rotor 210 rotates in the first direction. When the rotation of the rotor 210 in the first direction becomes faster than the rotation of the centrifugal clutch rotor 420 in the first direction, the one-way clutch 600 is engaged and the rotor 210 accelerates the centrifugal clutch rotor 420. The rotational acceleration of the centrifugal clutch rotor 420 in the first direction accelerates the rotation of the drive shaft 130 in the first direction. In this manner, in the third mode in which the rotational speed of the rotor 210 exceeds the rotational speed of the centrifugal clutch rotor 420 due to the driving force of the internal combustion engine 100 in the second mode, the rotational speed of the rotary electric machine 200 is added to the driving force of the internal combustion engine 100. Driving force will be added.

As a result, in the third mode, it is possible to achieve operation in which the rotating electric machine 200 assists the internal combustion engine 100. Therefore, while the first mode is an electric driving mode using only the rotating electrical machine 200, this third mode can be said to be an assist mode in which the rotating electrical machine 200 assists the internal combustion engine 100. Further, the second mode can be said to be an engine running mode in which the vehicle runs using the internal combustion engine 100.

Each mode from the first mode to the third mode has been described above, and below, the relationship between switching between each mode and the operating state of the two-wheeled vehicle 10 will be explained again using FIG. 12. In FIG. 12, the vertical axis represents the rotational speed of each device including the internal combustion engine 100 and the rotating electric machine 200, and the horizontal axis represents the elapsed time since the two-wheeled vehicle 10 was started. Further, the upward direction on the vertical axis indicates the number of rotations in the first direction.

The first mode is when the rotating electric machine 200 starts running, and the speed of the two-wheeled vehicle is 0 at the start of the first mode (P10). The control device 250 starts rotating the rotating electrical machine 200 at a voltage that generates sufficient starting torque for the rotating electrical machine 200 (P10). At this time, the control device 250 controls the duty ratio and advance angle value so that the maximum torque is achieved within the allowable current. As described above, the rotation of the rotating electric machine 200 is decelerated by the final gear 140 and transmitted to the drive shaft 130, so it is possible to start the two-wheeled vehicle 10 even if the rotating electric machine 200 with low torque is used.

Further, when the rotating electrical machine 200 starts, the rotating electrical machine 200 rotates in the first direction (P10), and the rotation in the first direction is transmitted to the centrifugal clutch rotor 420 via the one-way clutch 600. Therefore, centrifugal clutch rotor 420 also starts rotating (P10). Further, the drive shaft 130 also starts rotating at the same time as the centrifugal clutch rotor 420 starts rotating (P10).

At this time of starting, as described above, the one-way clutch 600 and the second one-way clutch 610 transmit rotation so that the drive wheels 120 can rotate in the first direction. In other words, when the drive wheel 120 rotates in the second direction at the time of starting, the one-way clutch 600 and the second one-way clutch 610 transfer the rotation to the rotating electric machine 100 via the drive shaft 130, the one-way clutch 600, and the second one-way clutch 610. to communicate. Therefore, when starting on a slope or the like, the rotating electrical machine 100 is started with greater torque control to prevent it from moving backward.

After the two-wheeled vehicle 10 starts running, the control device 250 gradually increases the rotation speed of the rotating electric machine 200 by changing the frequency of the three-phase alternating current and the coil phase voltage (P100). The control device 250 performs electrical angle control of 120 degrees or 180 degrees based on the outputs from the first to third Hall sensors 232, 233, and 234. In this first mode, the rotation speed of the rotating electric machine 200 and the rotation speeds of the centrifugal clutch rotor 420 and the drive shaft 130 match, so the rotation speed of the centrifugal clutch rotor 420 also gradually increases (P103). Similarly, the rotation speed of the drive shaft 130 also gradually increases (P104). Along with this, the rotational speed of the drive wheels 120 also increases, and the speed of the two-wheeled vehicle 10 increases. The two-wheeled vehicle 10 runs in the first mode up to a speed of approximately 5 to 10 kilometers per hour. The rotational speed of the rotating electric machine 200 increases to about 1500 rotations per minute. The first mode is the state from starting to increasing the rotation of the rotating electric machine 200 (that is, the drive shaft 130).

Next, the transition from the first mode to the second mode will be explained. When the rotational speed of the rotating electrical machine 200 (drive shaft 130) increases to about 700 revolutions per minute, switching from the first mode to the second mode is started. The internal combustion engine 100 is started at this point (P105). That is, the internal combustion engine 100 starts operating at the time of switching after the first mode. At the time of this switching, the rotational speed of the rotating electrical machine 200 is also increasing (P100), and even after the internal combustion engine 100 is started, the state of coexistence with the driving of the rotating electrical machine 200 continues temporarily.

At the same time as the internal combustion engine 100 is started, the driven pulley 410 also starts rotating (P105), and as the rotation of the internal combustion engine 100 increases (P106), the rotation speed of the driven pulley 410 also increases (P107). As the rotation of the driven pulley 410 increases, the rotation of the centrifugal clutch shoe 411 as well as the rotating shaft 412 also increases. Then, the centrifugal clutch shoe 411 moves to the centrifugal clutch rotor 420 under the centrifugal force accompanying the rotation. However, since the centrifugal clutch rotor 420 is already being rotated by the rotating electrical machine 200, the driving force in the first direction is transmitted from the driven pulley 410 to the centrifugal clutch rotor 420 because the rotational speed of the driven pulley 410 is higher than that of the driven pulley 410. This is the time point when the rotational speed becomes higher than the rotational speed of the rotor 210 (P108). The rotation speed of the drive shaft 130 at this time is about 1100 rotations per minute.

When the centrifugal clutch rotor 420 begins to rotate in the first direction by the driving force via the driven pulley 410 of the internal combustion engine 100 (P108), the rotation speed of the centrifugal clutch rotor 420 increases (P109). Along with this, the rotation speed of the drive shaft 130 in the first direction also increases (P110). More specifically, although the rotational speeds of the centrifugal clutch rotor 420 and the drive shaft 130 are continuously increasing (P103, P104, P109), from the point in time when the rotational speed of the driven pulley 410 exceeds (P108), the two-wheeled vehicle 10 receives the driving force of the internal combustion engine 100 and increases its speed. The driving force is switched to the internal combustion engine 100 at a rotation speed of the drive shaft 130 of approximately 1100 to 1500 rotations per minute.

When the rotation speed of driven pulley 410 becomes higher than the rotation speed of rotor 210 (P108), the rotation of centrifugal clutch rotor 420 in the first direction is interrupted by one-way clutch 600 and is not transmitted to rotor 210. The rotor 210 will idle due to the moment of inertia. In this state, the control device 250 switches the direction of the three-phase alternating current so that the rotation direction of the rotor 210 is switched from the first direction to the second direction (P112). Specifically, the control device 250 performs brake control using regenerative operation from first direction rotation control (P112) to shorten the time until stopping (P111). During this switching, the one-way clutch 600 prevents the power from the rotating electric machine 200 from being transmitted to the centrifugal clutch rotor 420. Therefore, even if the rotational speed of the rotating electrical machine 200 becomes lower than the rotational speed of the centrifugal clutch rotor 420, there is no risk that the two-wheeled vehicle 10 will be decelerated.

The speed of the two-wheeled vehicle 10 when the centrifugal clutch mechanism 400 switches from non-transmission to transmission of power (P108) is set to about 5 to 10 kilometers per hour. However, switching from the first mode to the second mode is not performed only based on the vehicle speed (the number of rotations of the rotating electric machine 200). The mode is switched based on a comprehensive judgment based on the vehicle speed, required torque (accelerator opening), load on the rotating electric machine 200 and internal combustion engine 100, and the like. For example, when the accelerator opening exceeds a certain value, the first mode is switched to the second mode even if the vehicle speed has not reached 5 to 10 kilometers per hour. For example, when starting on a slope, the driving force of the rotating electrical machine 200 may be switched early to the driving force of the internal combustion engine 100. Conversely, when starting on a downhill slope, switching the driving force from the rotating electric machine 200 to the internal combustion engine 100 may be delayed.

When switching from the first mode to the second mode, there is almost no change in the rotational speed of the drive wheels 120 and the drive shaft 130, which are responsible for most of the moment of inertia. Moreover, switching from the first mode to the second mode does not cause any change in the rotational direction of the centrifugal clutch rotor 420. Although the rotational speed of the centrifugal clutch rotor 420 increases (P109), this change changes the one-way clutch 600 from the fixed state to the free state, so it does not directly affect the rotating electric machine 200. Therefore, the rotating electric machine 200 is controlled to stop without being affected by the rotation of the centrifugal clutch rotor 420 (P112).

As described above, in power transmission, by switching from the first mode to the second mode, the power source for the centrifugal clutch rotor 420 is switched from the rotating electric machine 200 to the internal combustion engine 100. That is, since rotation of the rotor 210 in the first direction is no longer necessary to rotate the centrifugal clutch rotor 420 in the first direction at a predetermined rotation speed, the rotating electric machine 200 stops operating. Although there is some moment of inertia, the switching from the first mode to the second mode is performed smoothly by brake control of the rotating electric machine 200.

Therefore, as explained in the second mode, the magnetic friction loss caused by the rotating electrical machine 200 does not occur during the transition from the first mode to the second mode. The transition from the first mode to the second mode starts when the internal combustion engine 100 starts (P105) and ends when the rotating electric machine 200 stops (P111).

Note that switching from the first mode to the second mode is performed by comparing the rotation speed of the internal combustion engine 100 and the rotation speed of the rotating electric machine 200. Further, switching from the first mode to the second mode can also be performed by the control device 250 detecting the load applied to the rotating electrical machine 200. As described above, the driving force of the rotating electrical machine 200 is not required in the second mode, so the torque for rotating the rotating electrical machine 200 is zero. This torque fluctuation can be detected by the control device 250. For example, the torque may be referenced from the coil phase voltage and output standards from the first to third Hall sensors 232, 233, and 234. According to the detected torque fluctuation, brake (regeneration) control is performed, and the coil 224 is energized or de-energized.

In the second mode, the speed increase of the centrifugal clutch rotor 420 in the first direction due to the speed increase of the internal combustion engine 100 is blocked by the one-way clutch 600 and is not transmitted to the rotor 210 of the rotating electric machine 200. Further, since the torque transmitted from the driven pulley 410 to the centrifugal clutch rotor 420 is always forward rotational torque, the deceleration of the centrifugal clutch rotor 420 in the first direction due to the deceleration of the internal combustion engine 100 also causes the rotational electric machine 200 to decelerate. It is not transmitted to rotor 210.

In the second mode, the two-wheeled vehicle 10 is traveling at a constant speed of 20 kilometers per hour or more (P200). The internal combustion engine 100 is set so that it can be operated most efficiently during this constant speed running. Therefore, the internal combustion engine 100 can be used in the most fuel efficient state. In other words, since the second mode is a constant speed running state, rapid acceleration/deceleration is not performed in principle.

Therefore, it is possible to hold the rotor 210 at a constant position only by the rotation suppressing torque generated by the permanent magnets 212 of the rotating electric machine 200. However, even in the second mode, the rotation speed of the internal combustion engine 100 does not always have to be constant. The rotational speed of the internal combustion engine 100 varies depending on the operating state.

When accelerating the two-wheeled vehicle 10, the rotating electric machine 200 is used together with the internal combustion engine 100 in the third mode. Next, a description will be given of the transition from the second mode to the third mode when the speed is increased from constant speed driving (for example, 50 km/h) to about 60 km/h. If there is a request for acceleration, the control device 250 rotates the rotating electrical machine 200 in the first direction (P201). Then, the internal combustion engine 100 maintains the rotational speed of the constant speed operation state (P200).

Therefore, the centrifugal clutch rotor 420 is rotating in the first direction by the power obtained from the internal combustion engine 100. When performing acceleration using the rotating electrical machine 200, the rotating electrical machine 200 is rotated in the first direction. Since the first direction is the direction in which the one-way clutch 600 engages, the speed of the centrifugal clutch rotor 420 and the drive shaft 130 is increased (P202). Since the rotation of the centrifugal clutch rotor 420 in the first direction is transmitted to the drive shaft 130 via the second one-way clutch 610, the rotation speed of the drive shaft 130 also increases (P203). Accordingly, the speed of the motorcycle 10 is increased from 50 kilometers per hour.

The rotating electric machine 200 is required to rotate at a higher speed than the rotation speed in the first mode, but the energy required for the rotation speed of the rotor 210 to catch up with the rotation speed of the centrifugal clutch rotor 420 is required in the no-load state. There aren't that many. The main energy required to rotate the drive shaft 130 at high speed is only for the speed increase (P201). Moreover, since the rotational speed of the rotating electric machine 200 can be controlled more quickly than the internal combustion engine 100, it is possible to provide the user with a comfortable acceleration feeling.

However, the acceleration of the two-wheeled vehicle 10 is not performed only by the rotating electric machine 200. At the point in time when the rotational speed of the rotating electric machine 200 catches up with the rotational speed of the internal combustion engine (P212), the driving force for rotating the drive shaft 130 is transferred from the internal combustion engine 100 to the rotating electric machine 200. In other words, at this point (P212), the internal combustion engine 100 is in no-load operation. Therefore, the rotation speed of the internal combustion engine 100 also increases (P204). Conversely, if the rotational speed of the internal combustion engine 100 increases and exceeds the rotational speed of the rotating electrical machine 200, the internal combustion engine 100 will now take over the load. Therefore, acceleration in the third mode can be performed more quickly by the rotating electric machine 200 assisting the internal combustion engine 100.

However, depending on the driver's acceleration needs obtained from the accelerator opening degree, acceleration performed only by the internal combustion engine 100 and acceleration performed by a combination of the rotating electric machine 200 and the internal combustion engine 100 may be used. For the above-mentioned reasons, acceleration performed by combining the rotating electrical machine 200 and the internal combustion engine 100 results in sharper acceleration.

Even when the rotational speed of the rotating electric machine 200 reaches a required speed (for example, 60 km/h) (P205), the rotating electric machine 200 maintains the rotational speed for a while to stabilize the acceleration (P206). This state also becomes the third mode because the acceleration is stabilized. Then, in order to return to the original second mode of constant speed operation after the acceleration is completed, speed increase by the rotating electric machine 200 is stopped (P207). In order to shorten the time until the rotation of the rotating electrical machine 200 stops (P208), the control device 250 performs brake control (P209). When the rotating electrical machine 200 stops increasing speed (P207), the centrifugal clutch rotor 420 rotates faster in the first direction than the rotor 210, but the rotation of the centrifugal clutch rotor 420 is blocked by the one-way clutch 600 and transmitted to the rotor 210. It will not be done. This is similar to the control when switching from the first mode to the second mode.

As the rotating electric machine 200 stops accelerating (P207), the rotation of the centrifugal clutch rotor 420 is taken over by the internal combustion engine 100 (P2050). That is, from this point in time (P2050), the rotation speed of centrifugal clutch rotor 420 becomes constant (P210). There is some time lag from the point in time (P205) when the rotational speed of the rotating electric machine 200 reaches a ceiling. Although there is some time lag from the time when the driven pulley 410 starts to be driven by the internal combustion engine 100 (P2051), from then on, the rotation speed of the internal combustion engine 100 (P211) and the rotation speed of the centrifugal clutch rotor 420 (P210) match. ing. As the rotation speed of the centrifugal clutch rotor 420 is maintained, the rotation speed of the drive shaft 130 is also maintained (P213). The two-wheeled vehicle 10 ends the acceleration and returns to the second mode of constant speed driving.

In order to stop the two-wheeled vehicle 10, a brake for the drive wheel 120 of the two-wheeled vehicle 10 is used. When the brake is applied, the drive shaft 130 rotates in the first direction relative to the centrifugal clutch rotor 420. This rotation of the drive shaft 130 in the first direction is not transmitted to the centrifugal clutch rotor 420 by the second one-way clutch 610.

It should be noted that although the above description is a commonly assumed usage method of the two-wheeled vehicle 10, there are other usage methods for each mode. For example, if there is not enough remaining power in the battery 351 and it is difficult to start in the first mode, the two-wheeled vehicle 10 is started using the internal combustion engine 100. The driving force of the internal combustion engine 100 is transmitted from the driven pulley 410 to the driving wheels 120 via the centrifugal clutch rotor 420 and the second one-way clutch 610. In this case, the internal combustion engine 100 will start the vehicle and the second mode will be maintained. However, after starting with the internal combustion engine 100, the third mode of acceleration may be performed.

Furthermore, in the above example, the brake control was performed at the end of the transition from the first mode to the second mode and at the end of the transition from the third mode to the second mode. This control is desirable for stopping the rotation of the rotating electric machine 200 early. However, this control is also not essential. Once the transition from the first mode to the second mode or the transition from the third mode to the second mode is completed, the energization to the rotating electric machine 200 may be simply terminated.

As described above, according to the present disclosure, the two-wheeled vehicle 10 can be driven with energy efficiency. First, the two-wheeled vehicle 10 is started by only the rotating electric machine 200 in the first mode. At this time, since the rotating electric machine 200 has a large starting torque, the two-wheeled vehicle 10 can be started smoothly. After the two-wheeled vehicle 10 is running in a predetermined steady state, it shifts to the second mode. When switching from the first mode to the second mode, rotation from centrifugal clutch rotor 420 is interrupted by one-way clutch 600. Therefore, rotation of the rotating electric machine 200 can be stopped by brake control.

In the second mode, it is possible to bring the internal combustion engine 100 into the most efficient operating state. Moreover, since the two-wheeled vehicle 10 is in steady operation, the required torque of the drive wheels 130 is stable and torque fluctuations are small. Therefore, as described above, it is possible to reduce torque fluctuations transmitted from centrifugal clutch rotor 420 to rotating electrical machine 200 when internal combustion engine 100 is decelerated. Therefore, the rotor 210 can be made non-rotating by the rotation suppressing torque generated by the permanent magnet 212 in the non-energized state. Thereby, it becomes possible to stop the rotating electrical machine 200 when the rotating electrical machine 200 is not energized. As a result, it is also possible to eliminate magnetic friction loss of the rotating electrical machine 200 due to rotation during de-energization.

In order to further accelerate the two-wheeled vehicle 10, the mode is switched to the third mode. In this third mode, the driving force of the rotating electrical machine 200 is added as assist force while the internal combustion engine 100 is operating at optimum efficiency. That is, the internal combustion engine 100 can be operated efficiently, and fuel efficiency during acceleration can be improved. Moreover, since rapid acceleration can be achieved when necessary, the driving feeling is not impaired.

Next, a modification of the present disclosure will be described based on FIG. 13. Components similar to those in the embodiment described above are given the same reference numerals. In the embodiment shown in FIG. 13, the second one-way clutch 610 is eliminated and the centrifugal clutch rotor 420 is directly coupled to the drive shaft 130. As a result, the centrifugal clutch rotor 420 and the drive shaft 130 rotate together, and it is also possible to use the engine brake of the internal combustion engine 100 when controlling the brakes on the drive wheels 120 of the two-wheeled vehicle 10. As discussed below, fewer changes can be made to the drive shaft 130 when the present disclosure is used as an aftermarket auxiliary drive. However, the engine brake of internal combustion engine 100 can only be used when centrifugal clutch mechanism 400 is connected and centrifugal clutch rotor 420 and driven pulley 410 are both rotating.

In the above example, the stator 220 is arranged on the inner periphery of the rotor 210, but as shown in FIG. 14, the rotor 210 may be arranged on the inner periphery of the stator 220. In the example of FIG. 14 as well, the stator 220 is fixed to the fixed cover 150 by the base portion 221. A permanent magnet 212 is arranged on the outer periphery of the cylindrical portion 211 of the rotor 210 arranged on the inner periphery. In the arranged state, the permanent magnet 212 faces the coil 224 of the stator 220, as in the above example.

Further, in the above example, the one-way clutch bar 632 was used as the one-way clutch 600, but a cam mechanism may be used as shown in FIGS. 15, 16, and 17. In the cam mechanism, a large number of one-way clutch cams 636 are arranged between an inner ring 630 and an outer ring 631. The one-way clutch cam 636 has an arcuate surface 6360 on its surface that contacts the inner ring 630, and is rotatable on the inner ring 630. A first flat surface 6361, a cam surface 6362, and a second flat surface 6363 are formed on the surface of the one-way clutch cam 636 that faces the outer peripheral ring 631.

FIG. 17 shows the engaged state of the one-way clutch 600. In the example of FIG. 17, when the inner ring 630 is rotating counterclockwise, the outer ring 631 is rotating clockwise, or both, the first flat surface 6361 is 631 , and the arcuate surface 6360 meshes with the outer surface of the inner ring 630 . A large number of one-way clutch cams 636 are instantaneously brought into engagement with an even load by the action of a spring 637. That is, the rotation of rotor 210 in the first direction is immediately transmitted to centrifugal clutch rotor 420. It is suitable for use when transmitting the driving force of the rotating electrical machine 200 to the centrifugal clutch rotor 420 in the first mode in which no centrifugal force is applied to the one-way clutch cam 636.

Conversely, as shown in FIG. 15, when the inner ring 630 rotates clockwise and the outer ring 631 rotates counterclockwise, no power is transmitted. That is, the rotation of rotor 210 in the second direction is not transmitted to centrifugal clutch rotor 420. Similarly, rotation in the first direction from the centrifugal clutch rotor 420 side is not transmitted to the rotor 210. In this state, the cam surface 6362 contacts the inner surface of the outer ring 631, and the arcuate surface 6360 contacts the outer surface of the inner ring 630, but they do not engage and rotate idly. The second mode in which the centrifugal force of the one-way clutch cam 636 is not large is suitable for use when the rotation from the centrifugal clutch rotor 420 is not transmitted to the rotating electric machine 200.

Even when the one-way clutch cam 636 rotates at high speed, no power is transmitted. That is, when centrifugal clutch rotor 420 rotates in the first direction due to the driving force of internal combustion engine 100, no power is transmitted. In this state, the second flat surface 6363 comes into contact with the inner surface of the outer ring 631 due to the centrifugal force acting on the one-way clutch cam 636. Then, a gap is created between the arcuate surface 6360 and the inner ring 630, and no rotation is transmitted. Compared to the one-way clutch bar 632, the use of the one-way clutch cam 636 makes it possible to more reliably cut off the transmission during idling. In the third mode, the outer ring 631 is already rotating at a high speed, so the one-way clutch cam 636 is spinning idly. Therefore, it is not suitable for the third mode in which the rotation of the rotating electric machine 200 is transmitted to the centrifugal clutch rotor 420.

Although the above example has been described as a hybrid drive device 1 that uses an internal combustion engine 100 and a rotating electric machine 200, the present disclosure can also be applied as an auxiliary power device that is retrofitted into a power device that includes an internal combustion engine 100 and a centrifugal clutch mechanism 400. good. That is, it is retrofitted as an auxiliary power device to the two-wheeled vehicle 10 that includes the internal combustion engine 100, the drive pulley 105, the belt 106, the driven pulley 410, the final gear 140, and the drive shaft 130.

What is required as retrofitting is extending the drive shaft 130 and changing the centrifugal clutch rotor 420 and fixed cover 150 of the centrifugal clutch mechanism 400. Additionally, the rotating electric machine 200 and the control device 250 are added as retrofitted parts. Additionally, a one-way clutch 600 is also added. Further, wiring between the control device 250 and the rotating electric machine 200 is also added.

Note that although the above-mentioned examples are desirable examples of the present disclosure, the present disclosure is not limited to the above-mentioned examples. The material and size of each part can be changed as appropriate. The voltage of the battery 351 may also be a high voltage of 48 volts, for example, or a low voltage of 12 volts, for example. Additionally, two types of batteries 351, high voltage and low voltage, may be used.

Further, in the above example, an example is shown in which the hybrid drive device or the auxiliary power device is used in the two-wheeled vehicle 10, but the application of the hybrid drive device or the auxiliary power device of the present disclosure is not limited to the two-wheeled vehicle 10. For example, it can also be used for other equipment such as motor boats, snowmobiles, tractors, etc. Therefore, the drive wheel 120 is an example of a drive unit, and the present disclosure can be applied to drive units other than tires.

10 Two-wheeled vehicle 100 Internal combustion engine 150 Control device 200 Rotating electric machine 250 Control device 300 Second rotating electric machine 400 Centrifugal clutch mechanism 600 One-way clutch 610 Second one-way clutch

Claims (9)

internal combustion engine;
a drive shaft that is rotatable in response to the driving force of the internal combustion engine and transmits the driving force to the drive section;
A rotating electrical machine including a rotor having a plurality of permanent magnets arranged in a circumferential direction and rotatable coaxially with the drive shaft, and a stator fixed to a fixed cover and having a plurality of coils facing the permanent magnets;
A battery electrically connected to this rotating electric machine,
a control device electrically connected to the battery and the rotating electrical machine to control rotation of the rotating electrical machine;
If the rotational speed of the internal combustion engine is less than a predetermined number, the driving force of the internal combustion engine is not transmitted to the centrifugal clutch rotor, and if the rotational speed of the internal combustion engine is greater than or equal to the predetermined number, the driving force of the internal combustion engine is not transmitted to the centrifugal clutch rotor. a centrifugal clutch mechanism that is transmitted to the
A first rotor that is interposed between the rotor of the rotating electric machine and the centrifugal clutch rotor, transmits rotation of the rotor in a first direction to the centrifugal clutch rotor, and is opposite to the first direction of the rotor. An internal combustion engine and a rotating electrical machine characterized by comprising a one-way clutch that does not transmit rotation in two directions to the centrifugal clutch rotor and also does not transmit rotation of the centrifugal clutch rotor in the first direction to the rotor. Hybrid drive unit. further comprising a second rotating electric machine driven by the internal combustion engine,
The rotating electric machine is used as a driving motor for the drive shaft,
The hybrid drive device using an internal combustion engine and a rotating electrical machine according to claim 1, wherein the second rotating electrical machine is used as a starter that starts the internal combustion engine and a generator that charges the battery. It has a drive shaft that is rotatable in response to the driving force of the internal combustion engine and transmits the driving force to the drive unit, and a centrifugal clutch rotor, and when the rotational speed of the internal combustion engine is less than a predetermined number, the driving force of the internal combustion engine is transferred to the drive shaft. An auxiliary power device used in a power device including a centrifugal clutch mechanism that transmits the driving force of the internal combustion engine to the drive shaft when the rotation speed of the internal combustion engine is equal to or higher than a predetermined number without transmitting the driving force to the drive shaft,
A rotating electrical machine including a rotor having a plurality of permanent magnets arranged in a circumferential direction and rotatable coaxially with the drive shaft, and a stator fixed to a fixed cover and having a plurality of coils facing the permanent magnets;
A control device that controls the rotation of this rotating electric machine,
A first rotor that is interposed between the rotor of the rotating electric machine and the centrifugal clutch rotor, transmits rotation of the rotor in a first direction to the centrifugal clutch rotor, and is opposite to the first direction of the rotor. An auxiliary power device comprising: a one-way clutch that does not transmit rotation in two directions to the centrifugal clutch rotor, and does not transmit rotation of the centrifugal clutch rotor in the first direction to the rotor. The centrifugal clutch rotor is interposed between the centrifugal clutch rotor and the drive shaft, and the rotation of the centrifugal clutch rotor in the first direction is transmitted to the drive shaft, and the rotation of the drive shaft in the first direction is transmitted to the centrifugal clutch rotor. The hybrid drive device using an internal combustion engine and a rotating electric machine according to claim 1 or 2, or the auxiliary power device according to claim 3, further comprising a second one-way clutch that does not transmit power to the vehicle. The hybrid drive device using an internal combustion engine and a rotating electric machine according to claim 1 or 2, or the auxiliary device according to claim 3, wherein the centrifugal clutch rotor and the drive shaft are coupled and rotate together. Power plant. The one-way clutch is a one-way cam clutch that includes a one-way clutch cam between an inner ring and an outer ring. A hybrid drive device using the internal combustion engine and rotating electric machine as described above, and an auxiliary power device according to claim 4 or 5 depending on claim 3 or claim 3. In a first mode in which the drive shaft starts rotating in the first direction, the rotor of the rotating electric machine is rotated in the first direction, and the rotation of the rotor is controlled by the one-way clutch and the centrifugal clutch rotor. A hybrid drive device using an internal combustion engine and a rotating electric machine according to claim 1 or 2 or any one of claims 4 to 6 dependent on claim 1 or 2, wherein the transmission is transmitted to a shaft, or claim 3 or 2. An auxiliary power unit according to any one of claims 4 to 6 depending on claim 3. In a second mode in which the drive shaft steadily rotates in the first direction at a predetermined rotation speed or higher, the rotation of the rotor of the rotating electrical machine is stopped, and the rotation of the internal combustion engine is controlled by the drive shaft via the centrifugal clutch rotor. A hybrid drive device using an internal combustion engine and a rotating electric machine according to claim 1 or 2 or any one of claims 4 to 7 dependent on claim 1 or 2, characterized in that the hybrid drive device uses an internal combustion engine and a rotating electric machine, An auxiliary power unit according to any one of claims 4 to 7 depending on claim 3. In a third mode in which the rotation speed is further increased from a state in which the drive shaft rotates in the first direction at a predetermined rotation speed or more, the rotation of the internal combustion engine is transmitted to the drive shaft via the centrifugal clutch rotor, and The rotor of the rotating electric machine is rotated in the first direction, and the rotation of the rotor is also transmitted to the drive shaft via the one-way clutch and the centrifugal clutch rotor. A hybrid drive device using an internal combustion engine and a rotating electric machine according to any one of claims 4, 5, 7, and 8 depending on claim 1 or 2, and claim 3 or claims 4, 5, and 7 depending on claim 3. and 8. The auxiliary power device according to any one of 8.

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