JP3141262B2 - Hybrid vehicle - Google Patents
Hybrid vehicleInfo
- Publication number
- JP3141262B2 JP3141262B2 JP29497792A JP29497792A JP3141262B2 JP 3141262 B2 JP3141262 B2 JP 3141262B2 JP 29497792 A JP29497792 A JP 29497792A JP 29497792 A JP29497792 A JP 29497792A JP 3141262 B2 JP3141262 B2 JP 3141262B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- motor
- driven
- hybrid vehicle
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、ハイブリッド型車両に
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle.
【０００２】[0002]
【従来の技術】従来、車両はエンジンを駆動することに
よって発生させた回転を駆動輪に伝達し、走行するよう
になっているが、騒音や排気ガスが発生するため、電気
モータ（以下、「モータ」という。）を駆動することに
よって走行するようにした電気自動車が提供されてい
る。2. Description of the Related Art Conventionally, a vehicle travels by transmitting rotation generated by driving an engine to driving wheels, but generates noise and exhaust gas. 2. Description of the Related Art There is provided an electric vehicle that travels by driving a motor.
【０００３】ところが、電気自動車はバッテリに充電し
た電気を利用するものであるため、航続距離が短い。そ
こで、市街地では、エンジンを駆動せず、モータのみを
駆動して走行することによって騒音や排気ガスの発生を
防止し、高速道路などではエンジンのみを駆動して走行
することによって航続距離を長くすることができるハイ
ブリッド型車両が提案されている（特開平２−１０１９
０３号公報参照）。[0003] However, electric vehicles use electricity charged in a battery, and thus have a short cruising range. Therefore, in urban areas, driving by driving only the motor without driving the engine prevents running of noise and exhaust gas, and on highways, etc., driving range is prolonged by driving by driving only the engine. (Japanese Patent Laid-Open No. 2-1019)
No. 03).
【０００４】該ハイブリッド型車両は、前後の駆動輪が
モータに接続されるとともに、前方の駆動輪はモータの
みによって回転させられ、後方の駆動輪はエンジンとモ
ータによって回転させられるようにしている。この場
合、前記エンジンとモータは、クラッチを介して連結さ
れる。そして、加速時などの高負荷時にはすべてのモー
タを駆動し、定常走行時のような低負荷時には、前方の
駆動輪をモータで回転させるとともに、後方の駆動輪を
エンジンで回転させ、エンジンの回転に伴って後方のモ
ータを発電機として使用する。In the hybrid vehicle, front and rear drive wheels are connected to a motor, a front drive wheel is rotated only by a motor, and a rear drive wheel is rotated by an engine and a motor. In this case, the engine and the motor are connected via a clutch. During high loads, such as during acceleration, all motors are driven, and during low loads, such as during steady running, the front drive wheels are rotated by the motor, and the rear drive wheels are rotated by the engine. Accordingly, the rear motor is used as a generator.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、前記従
来のハイブリッド型車両においては、高速走行に対応し
た特性を有するモータを前後の駆動輪に配設すると、低
速走行時にトルクが不足することになる。そこで、例え
ば、フル発進時や加速時にエンジンによってトルクを補
助することが考えられるが、エンジンによるトルクが必
要になった場合、瞬時にエンジンを始動することができ
ない。したがって、例えば、ハイブリッド型車両を停止
させている間もエンジンをアイドリング状態で待機させ
ておく必要があり、排気ガスが発生してしまう。However, in the above-mentioned conventional hybrid vehicle, if motors having characteristics corresponding to high-speed running are arranged on the front and rear driving wheels, the torque becomes insufficient at low-speed running. Therefore, for example, it is conceivable to assist the torque by the engine at the time of full start or acceleration, but when the torque by the engine becomes necessary, the engine cannot be started instantaneously. Therefore, for example, it is necessary to keep the engine in an idling state even while the hybrid vehicle is stopped, thereby generating exhaust gas.
【０００６】一方、低速走行に対応した特性を有するモ
ータを前後の駆動輪に配設すると、高速走行時において
トルクが不足する。このため、比較的車速が低い中速走
行時においてもエンジンによってトルクを補助すること
が必要となり、市街地でもエンジンを駆動させて走行し
なければならない場合が多くなり、排気ガスの発生を防
止することができない。On the other hand, if motors having characteristics corresponding to low-speed running are arranged on the front and rear drive wheels, the torque becomes insufficient during high-speed running. For this reason, it is necessary to assist the torque by the engine even at the middle speed where the vehicle speed is relatively low, and in many cases, it is necessary to drive the engine even in the city area to drive, and to prevent the generation of exhaust gas. Can not.
【０００７】本発明は、前記従来のハイブリッド型車両
の問題点を解決して、低速走行時及び中速走行時におい
て駆動装置だけを駆動することによって、騒音、排気ガ
ス等を発生させることなく走行させることができるハイ
ブリッド型車両を提供することを目的とする。The present invention solves the above-mentioned problems of the conventional hybrid vehicle and drives the vehicle without driving noise or exhaust gas by driving only the driving device during low-speed running and medium-speed running. It is an object of the present invention to provide a hybrid vehicle that can be driven.
【０００８】[0008]
【課題を解決するための手段】そのために、本発明のハ
イブリッド型車両においては、エンジンと、該エンジン
と連結された第一の駆動装置と、該第一の駆動装置と連
結された第二の駆動装置と、該第二の駆動装置と連結さ
れた駆動輪とを有する。For this purpose, in a hybrid vehicle according to the present invention, an engine, a first drive unit connected to the engine, and a second drive unit connected to the first drive unit are provided. A driving device; and a driving wheel connected to the second driving device.
【０００９】そして、前記第一の駆動装置を高トルク低
回転型として構成する。また、前記第二の駆動装置を低
トルク高回転型として構成する。さらに、前記エンジ
ン、前記第一の駆動装置及び第二の駆動装置を順に、か
つ、同軸上に配設する。[0009] The first drive device is configured as a high-torque low-rotation type. Further, the second driving device is configured as a low-torque high-rotation type. Further, the engine, the first drive device, and the second drive device are sequentially and coaxially arranged.
【００１０】[0010]
【作用及び発明の効果】本発明によれば、前記のように
ハイブリッド型車両においては、エンジンと、該エンジ
ンと連結された第一の駆動装置と、該第一の駆動装置と
連結された第二の駆動装置と、該第二の駆動装置と連結
された駆動輪とを有する。According to the present invention, as described above, in a hybrid vehicle, an engine, a first drive unit connected to the engine, and a second drive unit connected to the first drive unit are provided. It has a second driving device and a driving wheel connected to the second driving device.
【００１１】そして、前記第一の駆動装置を高トルク低
回転型として構成する。また、前記第二の駆動装置を低
トルク高回転型として構成する。さらに、前記エンジ
ン、前記第一の駆動装置及び第二の駆動装置を順に、か
つ、同軸上に配設する。したがって、フル発進時、低速
走行における加速時等においては、エンジンを停止させ
て第一、第二の駆動装置を駆動すると、第一、第二の駆
動装置のトルクが合成されて大きな駆動力が発生させら
れ、該駆動力によってハイブリッド型車両は走行させら
れる。[0011] The first drive device is configured as a high-torque low-rotation type. Further, the second driving device is configured as a low-torque high-rotation type. Further, the engine, the first drive device, and the second drive device are sequentially and coaxially arranged. Therefore, at the time of full start, acceleration during low-speed running, and the like, when the engine is stopped and the first and second driving devices are driven, the torque of the first and second driving devices is combined, and a large driving force is generated. The hybrid vehicle is generated by the driving force.
【００１２】また、低速走行における定常走行時、中速
走行における加速時及び定常走行時等においては、エン
ジン及び第一の駆動装置を停止させて第二の駆動装置を
駆動すると、第二の駆動装置だけのトルクによって駆動
力が発生させられ、該駆動力によってハイブリッド型車
両は走行させられる。When the engine and the first drive unit are stopped and the second drive unit is driven during steady running at low speed running, during acceleration at steady running at medium speed, and during steady running, the second drive is performed. A driving force is generated by the torque of the device alone, and the hybrid vehicle is driven by the driving force.
【００１３】そして、低速走行及び中速走行における減
速時等においては、エンジンを停止させて第一、第二の
駆動装置を被駆動状態にする。このとき、慣性力によっ
てハイブリッド型車両は走行させられるが、通常の車両
のエンジンブレーキと同様に、被駆動状態に置かれた第
一、第二の駆動装置が負荷になって制動力が発生すると
ともに、第一、第二の駆動装置において回生が行われ
る。[0013] When the vehicle is decelerating during low-speed traveling and medium-speed traveling, the engine is stopped and the first and second driving devices are driven. At this time, the hybrid vehicle is caused to run by the inertial force, but similarly to the engine brake of a normal vehicle, the first and second driving devices placed in the driven state become loads and generate a braking force. At the same time, regeneration is performed in the first and second driving devices.
【００１４】また、低速走行、中速走行等においてエン
ジンによる発電を行う場合、エンジン及び第二の駆動装
置を駆動して第一の駆動装置を被駆動状態にする。この
とき、エンジンのトルクによって、被駆動状態に置かれ
た第一の駆動装置において発電が行われ、第二の駆動装
置のトルクによって駆動力が発生させられ、該駆動力に
よってハイブリッド型車両は走行させられる。When power is generated by the engine during low-speed running, medium-speed running, or the like, the engine and the second driving device are driven to put the first driving device in a driven state. At this time, electric power is generated in the first driving device placed in the driven state by the torque of the engine, and a driving force is generated by the torque of the second driving device. Let me do.
【００１５】一方、高速走行における加速時及び定常走
行時等においては、エンジンを駆動して第一、第二の駆
動装置を停止させる。このとき、エンジンだけのトルク
によって駆動力が発生させられ、該駆動力によってハイ
ブリッド型車両は走行させられる。また、高速走行にお
ける減速時等においては、エンジン及び第一、第二の駆
動装置を被駆動状態にする。このとき、慣性力によって
ハイブリッド型車両は走行させられるが、通常の車両の
エンジンブレーキと同様に、被駆動状態に置かれたエン
ジン及び第一、第二の駆動装置が負荷になって制動力が
発生するとともに、第一、第二の駆動装置において回生
が行われる。On the other hand, at the time of acceleration, steady driving, and the like in high-speed running, the engine is driven to stop the first and second driving devices. At this time, a driving force is generated by the torque of the engine alone, and the hybrid vehicle is driven by the driving force. Also, at the time of deceleration during high-speed running, the engine and the first and second driving devices are driven. At this time, the hybrid vehicle is driven by the inertial force, but the engine placed in the driven state and the first and second driving devices become loads, and the braking force is increased, similarly to the engine brake of a normal vehicle. At the same time, regeneration is performed in the first and second driving devices.
【００１６】そして、高速走行においてエンジンによる
発電を行う場合、エンジンを駆動して第一、第二の駆動
装置を被駆動状態にする。このとき、エンジンのトルク
によって駆動力が発生させられ、該駆動力によってハイ
ブリッド型車両は走行させられるとともに、被駆動状態
に置かれた第一、第二の駆動装置において発電が行われ
る。When power is generated by the engine during high-speed running, the engine is driven and the first and second driving devices are driven. At this time, a driving force is generated by the torque of the engine, the hybrid vehicle is driven by the driving force, and power is generated in the first and second driving devices placed in the driven state.
【００１７】したがって、低速走行及び中速走行におけ
る加速時、定常走行時、減速時等においてはエンジンが
駆動されないので、騒音、排気ガス等を発生させること
なくハイブリッド型車両を走行させることができる。そ
して、フル発進時、加速時等においてエンジンが急に始
動されることがない。Therefore, the engine is not driven during acceleration, steady traveling, deceleration, and the like in low-speed traveling and medium-speed traveling, so that the hybrid vehicle can travel without generating noise, exhaust gas, and the like. The engine is not suddenly started at the time of full start, acceleration, or the like.
【００１８】[0018]
【実施例】以下、本発明の実施例について図面を参照し
ながら詳細に説明する。図１は本発明の実施例を示すハ
イブリッド型車両の概略図、図２は本発明の実施例を示
すハイブリッド型車両の第１断面図、図３は本発明の実
施例を示すハイブリッド型車両の第２断面図である。Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a schematic view of a hybrid vehicle showing an embodiment of the present invention, FIG. 2 is a first sectional view of a hybrid vehicle showing an embodiment of the present invention, and FIG. 3 is a hybrid vehicle showing an embodiment of the present invention. It is a 2nd sectional view.
【００１９】図において、１０は第１部分１０ａ、第２
部分１０ｂ及び第３部分１０ｃから成る駆動装置ケー
ス、１１はエンジン、１２は該エンジン１１が発生した
トルクを出力するエンジン出力軸、１３は前記エンジン
１１から急激にトルクが伝達された時に、トルクショッ
クを抑制するダンパである。該ダンパ１３はダンパケー
ス１３ａ、二つのスプリング１３ｂ，１３ｃ、ハブ１３
ｄから成り、ダンパケース１３ａに伝達されたトルク
は、二つのスプリング１３ｂ，１３ｃによって緩衝さ
れ、ハブ１３ｄを介してダンパ出力軸１４に伝達され
る。In FIG. 1, reference numeral 10 denotes a first portion 10a,
A drive case composed of a part 10b and a third part 10c, 11 is an engine, 12 is an engine output shaft for outputting torque generated by the engine 11, and 13 is a torque shock when torque is suddenly transmitted from the engine 11. It is a damper that suppresses. The damper 13 includes a damper case 13a, two springs 13b, 13c, a hub 13
The torque transmitted to the damper case 13a is buffered by the two springs 13b and 13c and transmitted to the damper output shaft 14 via the hub 13d.
【００２０】また、Ｃ１は油圧サーボＣ−１によって係
脱される第１クラッチ、１６は該第１クラッチＣ１が係
合された時にエンジン１１のトルクが伝達される第１モ
ータ出力軸である。該第１モータ出力軸１６に第一の駆
動装置として高トルク低回転型の第１モータ１８が設け
られる。該第１モータ１８は、駆動装置ケース１０の第
１部分１０ａに固定されたステータ１９及び回転自在に
支持されたロータ２０から成り、該ロータ２０が前記第
１モータ出力軸１６に固定される。そして、前記ステー
タ１９のステータコイルに電流が供給されると、第１モ
ータ１８が駆動され、前記ロータ２０に発生した回転
は、前記第１モータ出力軸１６に伝達される。C1 is a first clutch disengaged by the hydraulic servo C-1, and 16 is a first motor output shaft to which the torque of the engine 11 is transmitted when the first clutch C1 is engaged. The first motor output shaft 16 is provided with a high-torque low-rotation type first motor 18 as a first driving device. The first motor 18 includes a stator 19 fixed to a first portion 10 a of the drive device case 10 and a rotor 20 rotatably supported. The rotor 20 is fixed to the first motor output shaft 16. When a current is supplied to the stator coil of the stator 19, the first motor 18 is driven, and the rotation generated in the rotor 20 is transmitted to the first motor output shaft 16.
【００２１】また、前記第１モータ出力軸１６に第２ク
ラッチＣ２が接続され、該第２クラッチＣ２は油圧サー
ボＣ−２によって係脱される。２２は該第２クラッチＣ
２が係合された時に前記エンジン１１又は第１モータ１
８のトルクが伝達される第２モータ出力軸である。該第
２モータ出力軸２２に第二の駆動装置として低トルク高
回転型の第２モータ２５が設けられる。該第２モータ２
５は、駆動装置ケース１０の第２部分１０ｂに固定され
たステータ２６及び回転自在に支持されたロータ２７か
ら成り、該ロータ２７が前記第２モータ出力軸２２に固
定される。そして、前記ステータ２６のステータコイル
に電流が供給されると、第２モータ２５が駆動され、前
記ロータ２７に発生した回転は、前記第２モータ出力軸
２２に伝達される。A second clutch C2 is connected to the first motor output shaft 16, and the second clutch C2 is disengaged by a hydraulic servo C-2. 22 is the second clutch C
2 is engaged when the engine 11 or the first motor 1
8 is a second motor output shaft to which torque 8 is transmitted. The second motor output shaft 22 is provided with a low-torque, high-rotation type second motor 25 as a second driving device. The second motor 2
5 includes a stator 26 fixed to the second portion 10b of the drive device case 10 and a rotor 27 rotatably supported. The rotor 27 is fixed to the second motor output shaft 22. When a current is supplied to the stator coil of the stator 26, the second motor 25 is driven, and the rotation generated in the rotor 27 is transmitted to the second motor output shaft 22.
【００２２】さらに、該第２モータ出力軸２２にトラン
スミッション３１が接続される。該トランスミッション
３１は、プラネタリギヤユニット３２、第３クラッチＣ
３、第４クラッチＣ４及びワンウェイクラッチＦから成
る。また、前記プラネタリギヤユニット３２は、サンギ
ヤＳ、該サンギヤＳと噛合（しごう）するピニオンＰ、
該ピニオンＰと噛合するリングギヤＲ及び前記ピニオン
Ｐを回転自在に支持するキャリヤＣＲから成る。Further, a transmission 31 is connected to the second motor output shaft 22. The transmission 31 includes a planetary gear unit 32, a third clutch C
3, a fourth clutch C4 and a one-way clutch F. The planetary gear unit 32 includes a sun gear S, a pinion P that meshes with the sun gear S,
It comprises a ring gear R that meshes with the pinion P and a carrier CR that rotatably supports the pinion P.
【００２３】そして、前記サンギヤＳがワンウェイクラ
ッチＦのインナレース３４及び第４クラッチＣ４のクラ
ッチドラム３５に接続され、前記キャリヤＣＲが第２モ
ータ出力軸２２、ワンウェイクラッチＦのアウタレース
３７及び第４クラッチＣ４のクラッチディスク３８に接
続され、前記リングギヤＲが出力軸４０に接続される。The sun gear S is connected to the inner race 34 of the one-way clutch F and the clutch drum 35 of the fourth clutch C4. The carrier CR is connected to the second motor output shaft 22, the outer race 37 of the one-way clutch F, and the fourth clutch. The ring gear R is connected to the output shaft 40.
【００２４】したがって、前記第３クラッチＣ３はサン
ギヤＳとキャリヤＣＲ間を係脱し、第４クラッチＣ４は
サンギヤＳと駆動装置ケース１０の第２部分１０ｂ間を
係脱する。前記構成のトランスミッション３１において
は、低速段と高速段を選択することができる。すなわ
ち、低速段において、第３クラッチＣ３を係合し、第４
クラッチＣ４を解放すると、前記第２モータ出力軸２２
に伝達された回転はキャリヤＣＲに入力され、サンギヤ
Ｓを逆方向に回転させようとするが、サンギヤＳが第３
クラッチＣ３によって第２部分１０ｂに固定されるた
め、リングギヤＲを同方向に回転させる。すなわち、リ
ングギヤＲから減速された回転が出力される。Accordingly, the third clutch C3 is engaged and disengaged between the sun gear S and the carrier CR, and the fourth clutch C4 is engaged and disengaged between the sun gear S and the second portion 10b of the drive device case 10. In the transmission 31 configured as described above, a low speed stage and a high speed stage can be selected. That is, at the low speed, the third clutch C3 is engaged, and the fourth clutch C3 is engaged.
When the clutch C4 is released, the second motor output shaft 22
Is transmitted to the carrier CR and attempts to rotate the sun gear S in the reverse direction.
Since it is fixed to the second portion 10b by the clutch C3, the ring gear R is rotated in the same direction. That is, the reduced rotation is output from the ring gear R.
【００２５】また、高速段において、第３クラッチＣ３
を解放し、第４クラッチＣ４を係合すると、サンギヤＳ
とキャリヤＣＲ間が第４クラッチＣ４によって連結され
るため、プラネタリギヤユニット３２が直結状態とな
る。したがって、リングギヤＲから前記第２モータ出力
軸２２の回転がそのまま出力される。なお、図２の５１
はエンジン１１の回転数を検出するエンジン回転数セン
サ、図３の５２は出力軸４０の回転数を車速として検出
する車速センサである。In the high speed gear, the third clutch C3
Is released and the fourth clutch C4 is engaged, the sun gear S
And the carrier CR are connected by the fourth clutch C4, so that the planetary gear unit 32 is directly connected. Therefore, the rotation of the second motor output shaft 22 is output from the ring gear R as it is. Note that 51 in FIG.
Is an engine speed sensor that detects the speed of the engine 11, and 52 in FIG. 3 is a vehicle speed sensor that detects the speed of the output shaft 40 as the vehicle speed.
【００２６】ところで、前述したように駆動装置ケース
１０は、第１部分１０ａ、第２部分１０ｂ及び第３部分
１０ｃから成るが、本実施例においては、従来のトラン
スミッションケースをそのまま使用しており、第１部分
１０ａはトルクコンバータハウジングに、第２部分１０
ｂはセンタケースに、第３部分１０ｃはエクステンショ
ンケースに相当する。As described above, the drive device case 10 includes the first portion 10a, the second portion 10b, and the third portion 10c. In this embodiment, the conventional transmission case is used as it is. The first part 10a is attached to the torque converter housing,
b corresponds to a center case, and the third portion 10c corresponds to an extension case.
【００２７】そして、該従来のトランスミッションケー
ス内に特性の異なる第１、第２モータ１８，２５を取り
付け、エンジン１１を駆動したり、第１、第２モータ１
８，２５を選択的に駆動したりしてハイブリッド型車両
を走行させることができる。したがって、従来のトラン
スミッションと互換性を有することができ、ハイブリッ
ド型車両本体を従来のエンジン付きの車両と共通化する
ことが可能になる。Then, first and second motors 18 and 25 having different characteristics are mounted in the conventional transmission case to drive the engine 11 or to drive the first and second motors 1 and 2.
The hybrid vehicle can be driven by selectively driving 8, 25. Therefore, compatibility with the conventional transmission can be achieved, and the hybrid vehicle body can be shared with a conventional vehicle equipped with an engine.
【００２８】すなわち、エンジン付きの車両が、電気自
動車や一部でエンジンを使用するハイブリッド型車両に
徐々に置き換えられる過渡的な時期においては、エンジ
ン付きの車両及び電気自動車のいずれもが使用されるこ
とになる。特に、電気自動車を新たに設計し製造するた
めには、膨大な費用が必要になり、コストが上昇してし
まう。そのため、電気自動車の普及が遅れる可能性もあ
る。That is, in the transitional period when the engine-equipped vehicle is gradually replaced by an electric vehicle or a hybrid vehicle partially using an engine, both the engine-equipped vehicle and the electric vehicle are used. Will be. In particular, enormous costs are required to newly design and manufacture an electric vehicle, which increases costs. Therefore, the spread of electric vehicles may be delayed.
【００２９】本実施例のように、従来のトランスミッシ
ョンケースに第１、第２モータ１８，２５から成る電動
モータ装置を配設すると、エンジン付きの車両の車両本
体を大幅に変更する必要がなく、トランスミッションと
本実施例の電動モータ装置を変更するだけでそのまま搭
載することができる。したがって、コストを低減するこ
とができ、従来の自動車技術を利用することができる。When the electric motor device including the first and second motors 18 and 25 is provided in the conventional transmission case as in this embodiment, it is not necessary to largely change the vehicle body of the vehicle with the engine. By simply changing the transmission and the electric motor device of the present embodiment, it can be mounted as it is. Thus, costs can be reduced and conventional automotive technology can be utilized.
【００３０】次に、本発明の実施例を示すハイブリッド
型車両の動作について図４〜６を併用して説明する。図
４は本発明の実施例におけるハイブリッド型車両の作動
表を示す図、図５は第１、第２モータの特性図、図６は
本発明の実施例を示すハイブリッド型車両の駆動力曲線
図である。図４において、○は各要素が駆動されている
こと又は係合されていることを、△は各要素が被駆動状
態にあることを、×は各要素が停止されていること又は
解放されていることを示す。Next, the operation of the hybrid vehicle according to the embodiment of the present invention will be described with reference to FIGS. 4 is a diagram showing an operation table of the hybrid vehicle according to the embodiment of the present invention, FIG. 5 is a characteristic diagram of the first and second motors, and FIG. 6 is a driving force curve diagram of the hybrid vehicle showing the embodiment of the present invention. It is. In FIG. 4, ○ indicates that each element is driven or engaged, Δ indicates that each element is in a driven state, and x indicates that each element is stopped or released. To indicate that
【００３１】本発明の実施例においては、エンジン１１
（図１）のほか、高トルク低回転型の第１モータ１８と
低トルク高回転型の第２モータ２５が駆動源として使用
される。図５において、横軸は第１、第２モータ１８，
２５（図１）の回転数を、縦軸は発生するトルクを示
す。また、破線Ａは第１モータ１８の特性図、実線Ｂは
第２モータ２５の特性図である。In the embodiment of the present invention, the engine 11
In addition to (FIG. 1), a high torque low rotation type first motor 18 and a low torque high rotation type second motor 25 are used as drive sources. In FIG. 5, the horizontal axis represents the first and second motors 18,
The rotation speed of 25 (FIG. 1) is shown, and the vertical axis shows the generated torque. A broken line A is a characteristic diagram of the first motor 18, and a solid line B is a characteristic diagram of the second motor 25.
【００３２】前記特性を有する第１、第２モータ１８，
２５をエンジン１１と組み合わせることによって、ハイ
ブリッド型車両は図４に示すように作動する。したがっ
て、フル発進時や低速走行における加速時においては、
第１、第２モータ１８，２５を駆動し、大きな駆動力を
発生させ、低速走行における定常走行時や、中速走行に
おける加速時及び定常走行時においては、第２モータ２
５のみを駆動し、高速走行における加速時及び定常走行
時においては、エンジン１１のみを駆動してハイブリッ
ド型車両を走行させることができる。The first and second motors 18 having the above characteristics,
By combining the engine 25 with the engine 11, the hybrid vehicle operates as shown in FIG. Therefore, when starting at full speed or accelerating at low speeds,
By driving the first and second motors 18 and 25 to generate a large driving force, the second motor 2 is driven during steady running at low speed running, and during acceleration and steady running at medium speed running.
5, the hybrid vehicle can be driven by driving only the engine 11 during acceleration and during steady driving in high-speed running.
【００３３】また、減速時には、ハイブリッド型車両の
慣性力によって被駆動状態の第１、第２モータ１８，２
５を回生することができる。そして、低速走行や中速走
行においてエンジン１１による発電を行う時には、エン
ジン１１を駆動して第１モータ１８の発電を行い、第２
モータ２５を駆動してハイブリッド型車両を走行させる
ことができる。一方、高速走行においてエンジン１１に
よる発電を行う時には、エンジン１１を駆動してハイブ
リッド型車両を走行させるとともに、被駆動状態の第
１、第２モータ１８，２５において発電を行うことがで
きる。At the time of deceleration, the first and second motors 18, 2 driven by the inertial force of the hybrid vehicle are driven.
5 can be regenerated. When power is generated by the engine 11 during low-speed running or medium-speed running, the engine 11 is driven to generate power from the first motor 18,
The hybrid vehicle can be driven by driving the motor 25. On the other hand, when power is generated by the engine 11 during high-speed running, the engine 11 can be driven to drive the hybrid vehicle, and power can be generated by the first and second motors 18 and 25 in the driven state.
【００３４】以下、各走行状態におけるハイブリッド型
車両の作動について説明する。すなわち、ハイブリッド
型車両の停止時から図示しないアクセルペダルを踏み込
んで発進するフル発進時においては、エンジン１１を停
止させ、第１クラッチＣ１を解放し、第１モータ１８を
駆動し、第２クラッチＣ２を係合し、第２モータ２５を
駆動する。この時、第１モータ１８及び第２モータ２５
のトルクが合成され、図６の線Ｃで示す駆動力が発生
し、該駆動力によってハイブリッド型車両は走行する。The operation of the hybrid vehicle in each running state will be described below. In other words, when the hybrid vehicle is stopped, the engine 11 is stopped, the first clutch C1 is disengaged, the first motor 18 is driven, and the second clutch C2 To drive the second motor 25. At this time, the first motor 18 and the second motor 25
Are generated, and a driving force indicated by a line C in FIG. 6 is generated, and the hybrid vehicle runs by the driving force.
【００３５】次に、低速走行における加速時において
は、フル発進時と同様にエンジン１１を停止させ、第１
クラッチＣ１を解放し、第１モータ１８を駆動し、第２
クラッチＣ２を係合し、第２モータ２５を駆動する。こ
の時、第１モータ１８及び第２モータ２５のトルクが合
成され、図６の線Ｃで示す駆動力が発生し、該駆動力に
よってハイブリッド型車両は走行する。Next, at the time of acceleration during low-speed running, the engine 11 is stopped in the same manner as at the time of full start, and the first
The clutch C1 is released, the first motor 18 is driven, and the second
The second motor 25 is driven by engaging the clutch C2. At this time, the torques of the first motor 18 and the second motor 25 are combined, and a driving force indicated by a line C in FIG. 6 is generated, and the hybrid vehicle runs by the driving force.
【００３６】また、低速走行における定常走行時におい
ては、エンジン１１を停止させ、第１クラッチＣ１を解
放し、第１モータ１８を停止させ、第２クラッチＣ２を
解放し、第２モータ２５を駆動する。この時、第２モー
タ２５のみのトルクによって、図６の線Ｄで示す駆動力
が発生し、該駆動力によってハイブリッド型車両は走行
する。When the vehicle is running at low speed, the engine 11 is stopped, the first clutch C1 is released, the first motor 18 is stopped, the second clutch C2 is released, and the second motor 25 is driven. I do. At this time, the driving force indicated by the line D in FIG. 6 is generated by the torque of only the second motor 25, and the hybrid vehicle runs by the driving force.
【００３７】そして、低速走行における減速時において
は、エンジン１１を停止させ、第１クラッチＣ１を解放
し、第１モータ１８を被駆動状態とし、第２クラッチＣ
２を係合し、第２モータ２５を被駆動状態とする。この
時、慣性力によってハイブリッド型車両は走行するが、
通常の車両のエンジンブレーキと同様に、被駆動状態の
第１、第２モータ１８，２５が負荷となって制動力が発
生するとともに、第１、第２モータ１８，２５において
回生が行われる。At the time of deceleration during low-speed running, the engine 11 is stopped, the first clutch C1 is released, the first motor 18 is driven, and the second clutch C
2 and the second motor 25 is driven. At this time, the hybrid vehicle runs due to inertial force,
Similarly to the engine brake of a normal vehicle, the driven first and second motors 18 and 25 serve as loads to generate a braking force, and the first and second motors 18 and 25 perform regeneration.
【００３８】また、低速走行においてエンジン１１によ
る発電を行う時には、エンジン１１を駆動し、第１クラ
ッチＣ１を係合し、第１モータ１８を被駆動状態とし、
第２クラッチＣ２を解放し、第２モータ２５を駆動す
る。この時、エンジン１１のトルクによって被駆動状態
の第１モータ１８において発電が行われ、第２モータ２
５のトルクによって駆動力が発生し、該駆動力によって
ハイブリッド型車両は走行する。When power is to be generated by the engine 11 during low-speed running, the engine 11 is driven, the first clutch C1 is engaged, and the first motor 18 is driven.
The second clutch C2 is released, and the second motor 25 is driven. At this time, electric power is generated in the driven first motor 18 by the torque of the engine 11, and the second motor 2
The driving force is generated by the torque of 5, and the hybrid vehicle runs by the driving force.
【００３９】次に、中速走行における加速時において
は、低速走行における定常走行時と同様にエンジン１１
を停止させ、第１クラッチＣ１を解放し、第１モータ１
８を停止させ、第２クラッチＣ２を解放し、第２モータ
２５を駆動する。この時、第２モータ２５のみのトルク
によって、図６の線Ｄで示す駆動力が発生し、該駆動力
によってハイブリッド型車両は走行する。Next, when accelerating at middle speed, the engine 11 is driven in the same manner as during steady driving at low speed.
Is stopped, the first clutch C1 is released, and the first motor 1
8 is stopped, the second clutch C2 is released, and the second motor 25 is driven. At this time, the driving force indicated by the line D in FIG. 6 is generated by the torque of only the second motor 25, and the hybrid vehicle runs by the driving force.
【００４０】また、中速走行における定常走行時におい
ては、中速走行における加速時と同様にエンジン１１を
停止させ、第１クラッチＣ１を解放し、第１モータ１８
を停止させ、第２クラッチＣ２を解放し、第２モータ２
５を駆動する。この時、第２モータ２５のみのトルクに
よって、図６の線Ｄで示す駆動力が発生し、該駆動力に
よってハイブリッド型車両は走行する。When the vehicle is running at a normal speed in the middle speed, the engine 11 is stopped, the first clutch C1 is released, and the first motor 18 is stopped.
Is stopped, the second clutch C2 is released, and the second motor 2
5 is driven. At this time, the driving force indicated by the line D in FIG. 6 is generated by the torque of only the second motor 25, and the hybrid vehicle runs by the driving force.
【００４１】そして、中速走行における減速時において
は、低速走行における減速時と同様にエンジン１１を停
止させ、第１クラッチＣ１を解放し、第１モータ１８を
被駆動状態とし、第２クラッチＣ２を係合し、第２モー
タ２５を被駆動状態とする。この時、慣性力によってハ
イブリッド型車両は走行するが、通常の車両のエンジン
ブレーキと同様に、被駆動状態の第１、第２モータ１
８，２５が負荷となって制動力が発生するとともに、第
１、第２モータ１８，２５において回生が行われる。When the vehicle is decelerating at the middle speed, the engine 11 is stopped, the first clutch C1 is disengaged, the first motor 18 is driven, and the second clutch C2 is decelerated. And the second motor 25 is driven. At this time, the hybrid vehicle travels due to the inertial force, but similarly to the engine brake of a normal vehicle, the first and second motors 1 in the driven state are driven.
The braking force is generated by the loads 8 and 25, and the first and second motors 18 and 25 perform regeneration.
【００４２】また、中速走行においてエンジン１１によ
る発電を行う時には、エンジン１１を駆動し、第１クラ
ッチＣ１を係合し、第１モータ１８を被駆動状態とし、
第２クラッチＣ２を解放し、第２モータ２５を駆動す
る。この時、エンジン１１のトルクによって被駆動状態
の第１モータ１８において発電が行われ、第２モータ２
５のトルクによって駆動力が発生し、該駆動力によって
ハイブリッド型車両は走行する。When power is to be generated by the engine 11 during middle-speed running, the engine 11 is driven, the first clutch C1 is engaged, and the first motor 18 is driven.
The second clutch C2 is released, and the second motor 25 is driven. At this time, electric power is generated in the driven first motor 18 by the torque of the engine 11, and the second motor 2
The driving force is generated by the torque of 5, and the hybrid vehicle runs by the driving force.
【００４３】そして、高速走行における加速時において
は、エンジン１１を駆動し、第１クラッチＣ１を係合
し、第１モータ１８を停止させ、第２クラッチＣ２を係
合し、第２モータ２５を停止させる。この時、エンジン
１１のみのトルクによって、図６の線Ｅ，Ｆで示す駆動
力が発生し、該駆動力によってハイブリッド型車両は走
行する。なお、線Ｅは前記トランスミッション３１を低
速段に切り換えた場合の、線Ｆは前記トランスミッショ
ン３１を低速段に切り換えた場合の駆動力を示す。At the time of acceleration during high-speed running, the engine 11 is driven, the first clutch C1 is engaged, the first motor 18 is stopped, the second clutch C2 is engaged, and the second motor 25 is operated. Stop. At this time, the driving force indicated by lines E and F in FIG. 6 is generated by the torque of the engine 11 alone, and the hybrid vehicle runs by the driving force. Line E indicates the driving force when the transmission 31 is switched to the low speed stage, and line F indicates the driving force when the transmission 31 is switched to the low speed stage.
【００４４】また、高速走行における定常走行時におい
ては、高速走行における加速時と同様にエンジン１１を
駆動し、第１クラッチＣ１を係合し、第１モータ１８を
停止させ、第２クラッチＣ２を係合し、第２モータ２５
を停止させる。この時、エンジン１１のみのトルクによ
って、図６の線Ｅ，Ｆで示す駆動力が発生し、該駆動力
によってハイブリッド型車両は走行する。During normal running at high speed, the engine 11 is driven, the first clutch C1 is engaged, the first motor 18 is stopped, and the second clutch C2 is operated at the same time as during acceleration at high speed. Engaging the second motor 25
To stop. At this time, the driving force indicated by lines E and F in FIG. 6 is generated by the torque of the engine 11 alone, and the hybrid vehicle runs by the driving force.
【００４５】そして、高速走行における減速時において
は、エンジン１１を被駆動状態とし、第１クラッチＣ１
を係合し、第１モータ１８を被駆動状態とし、第２クラ
ッチＣ２を係合し、第２モータ２５を被駆動状態とす
る。この時、慣性力によってハイブリッド型車両は走行
するが、通常の車両のエンジンブレーキと同様に、被駆
動状態のエンジン１１及び第１、第２モータ１８，２５
が負荷となって制動力が発生するとともに、第１、第２
モータ１８，２５において回生が行われる。At the time of deceleration during high-speed running, the engine 11 is driven and the first clutch C1
, The first motor 18 is driven, the second clutch C2 is engaged, and the second motor 25 is driven. At this time, the hybrid vehicle runs due to inertial force, but the driven engine 11 and the first and second motors 18 and 25 are driven in the same manner as the engine brake of a normal vehicle.
Becomes a load, and a braking force is generated.
Regeneration is performed in the motors 18 and 25.
【００４６】また、高速走行においてエンジン１１によ
る発電を行う時には、エンジン１１を駆動し、第１クラ
ッチＣ１を係合し、第１モータ１８を被駆動状態とし、
第２クラッチＣ２を係合し、第２モータ２５を被駆動状
態とする。この時、エンジン１１のトルクによって駆動
力が発生し、該駆動力によってハイブリッド型車両は走
行するとともに、被駆動状態の第１、第２モータ１８，
２５において発電が行われる。When power is generated by the engine 11 during high-speed running, the engine 11 is driven, the first clutch C1 is engaged, and the first motor 18 is driven.
The second clutch C2 is engaged, and the second motor 25 is driven. At this time, a driving force is generated by the torque of the engine 11, and the hybrid vehicle runs by the driving force, and the first and second motors 18 and
At 25, power is generated.
【００４７】また、エンジンスタート時においては、エ
ンジン１１を被駆動状態とし、第１クラッチＣ１を係合
し、第１モータ１８を駆動し、第２クラッチＣ２を解放
し、第２モータ２５を駆動する。したがって、例えば、
中速走行における定常走行中は、第２モータ２５のみの
トルクによってハイブリッド型車両は走行するが、走行
中においてエンジン１１を始動しようとすると、第１モ
ータ１８が駆動され、該第１モータ１８の駆動力によっ
てエンジン１１が回転させられる。When the engine is started, the engine 11 is driven, the first clutch C1 is engaged, the first motor 18 is driven, the second clutch C2 is released, and the second motor 25 is driven. I do. So, for example,
While the hybrid vehicle travels with the torque of only the second motor 25 during the normal traveling at the middle speed, the first motor 18 is driven when the engine 11 is started during traveling, and the first motor 18 The engine 11 is rotated by the driving force.
【００４８】また、前述したように、低速走行、中速走
行及び高速走行においてエンジン１１によって発電する
ことができるようになっているが、この場合、最良燃費
曲線上で発電すると、効率が良好になる。図７は最良燃
費曲線図である。図の横軸はエンジン（Ｅ／Ｇ）１１
（図１）の回転数を、縦軸はトルクを示す。As described above, power can be generated by the engine 11 during low-speed running, medium-speed running, and high-speed running. In this case, when power is generated on the best fuel consumption curve, the efficiency is improved. Become. FIG. 7 is a best fuel consumption curve. The horizontal axis in the figure is the engine (E / G) 11
The rotation speed in FIG. 1 is shown, and the vertical axis shows the torque.
【００４９】図において、線Ｇは等燃料消費率曲線、線
Ｈは最良燃費曲線である。発電時には、該最良燃費曲線
Ｈに沿ってエンジン１１の回転数及びトルクが設定され
る。なお、本実施例においては、第一の駆動装置及び第
二の駆動装置をそれぞれ単一の第１モータ１８及び第２
モータ２５で構成したが、それぞれを複数のモータによ
って構成することもできる。例えば、第二の駆動装置を
複数のモータで構成し、全体として低トルク高回転特性
を持たせることができる。In the figure, a line G is an equal fuel consumption rate curve, and a line H is a best fuel consumption curve. At the time of power generation, the rotation speed and the torque of the engine 11 are set along the best fuel consumption curve H. In this embodiment, the first driving device and the second driving device are respectively connected to the single first motor 18 and the second driving device.
Although the motor 25 is used, each of the motors 25 may be used. For example, the second drive device can be constituted by a plurality of motors, and can have low torque and high rotation characteristics as a whole.
【００５０】また、本実施例では、第一の駆動装置と第
二の駆動装置が同じ駆動装置ケースに１０内に配設され
ているが、ハイブリッド型車両の前輪を第一の駆動装置
によって駆動し、ハイブリッド型車両の後輪を第二の駆
動装置によって駆動する構成とすることもできる。この
場合、第一の駆動装置の出力軸を前輪と接続し、第二の
駆動装置と後輪間に第２クラッチを配設し、第２クラッ
チを係合することによって、前後輪及び地面を介して第
一の駆動装置と第二の駆動装置を連結することができ
る。このような構成とすることにより、ハイブリッド型
車両は大きな駆動力を発生する場合に四輪駆動によって
走行することが可能になる。Further, in this embodiment, the first drive device and the second drive device are disposed in the same drive device case 10, but the front wheels of the hybrid vehicle are driven by the first drive device. Alternatively, the rear wheel of the hybrid vehicle may be driven by the second driving device. In this case, the output shaft of the first drive unit is connected to the front wheels, the second clutch is arranged between the second drive unit and the rear wheels, and the front and rear wheels and the ground are engaged by engaging the second clutch. The first drive device and the second drive device can be connected via the first drive device. With such a configuration, the hybrid vehicle can travel by four-wheel drive when generating a large driving force.
【図１】本発明の実施例を示すハイブリッド型車両の概
略図である。FIG. 1 is a schematic view of a hybrid vehicle showing an embodiment of the present invention.
【図２】本発明の実施例を示すハイブリッド型車両の第
１断面図である。FIG. 2 is a first cross-sectional view of the hybrid vehicle showing the embodiment of the present invention.
【図３】本発明の実施例を示すハイブリッド型車両の第
２断面図である。FIG. 3 is a second sectional view of the hybrid vehicle showing the embodiment of the present invention.
【図４】本発明の実施例におけるハイブリッド型車両の
作動表を示す図である。FIG. 4 is a diagram showing an operation table of the hybrid vehicle according to the embodiment of the present invention.
【図５】第１、第２モータの特性図である。FIG. 5 is a characteristic diagram of the first and second motors.
【図６】本発明の実施例を示すハイブリッド型車両の駆
動力曲線図である。FIG. 6 is a driving force curve diagram of a hybrid vehicle showing an embodiment of the present invention.
【図７】最良燃費曲線図である。FIG. 7 is a best fuel consumption curve.
１０ 駆動装置ケース １１ エンジン １８ 第１モータ ２５ 第２モータ Ｃ１ 第１クラッチ Ｃ２ 第２クラッチ DESCRIPTION OF SYMBOLS 10 Drive case 11 Engine 18 1st motor 25 2nd motor C1 1st clutch C2 2nd clutch
───────────────────────────────────────────────────── フロントページの続き (72)発明者 宮石 善則 東京都千代田区外神田２丁目19番12号 株式会社エクォス・リサーチ内 (56)参考文献 特開 昭49−6619（ＪＰ，Ａ) 特開 昭49−43311（ＪＰ，Ａ) 特開 平５−59973（ＪＰ，Ａ) 実開 平２−7702（ＪＰ，Ｕ) 特公 昭47−31773（ＪＰ，Ｂ１) (58)調査した分野(Int.Cl.7，ＤＢ名) B60L 11/14 B60K 6/02 ──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Yoshinori Miyaishi 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Inside Equos Research Co., Ltd. (56) References JP-A-49-6618 (JP, A) JP-A-49-43311 (JP, A) JP-A-5-59973 (JP, A) JP-A-2-7702 (JP, U) JP-B-47-31773 (JP, B1) (58) Fields investigated (Int) .Cl. 7 , DB name) B60L 11/14 B60K 6/02
Claims (3)
と、 （ｄ）該第二の駆動装置と連結された駆動輪とを有する
とともに、 （ｅ）前記第一の駆動装置を高トルク低回転型として構
成し、 （ｆ）前記第二の駆動装置を低トルク高回転型として構
成し、 （ｇ）前記エンジン、前記第一の駆動装置及び第二の駆
動装置を順に、かつ、同軸上に配設することを特徴とす
るハイブリッド型車両。And 1. A (a) an engine, and (b) a first driving device which is the engine and consolidated, a second drive unit which is driven device and the consolidation of the (c) said first, ( d) which has a linked drive wheel and said second driving unit, (e) said first driving device configured as a high torque low rotary, (f) said second drive low torque configured as a high-rotation type, (g) the engine, the first driving device and the second drive of
A hybrid vehicle in which moving devices are arranged sequentially and coaxially .
ース内に配設される請求項１に記載のハイブリッド型車
両。Wherein said first, second drive hybrid vehicle according to claim 1 that will be disposed within integral case.
法は、第二の駆動装置の径方向における寸法より大きく
される請求項１又は２に記載のハイブリッド型車両。 3. The dimension in the radial direction of the first driving device.
Method is larger than the radial dimension of the second drive
The hybrid vehicle according to claim 1, wherein
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29497792A JP3141262B2 (en) | 1992-11-04 | 1992-11-04 | Hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29497792A JP3141262B2 (en) | 1992-11-04 | 1992-11-04 | Hybrid vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06144020A JPH06144020A (en) | 1994-05-24 |
| JP3141262B2 true JP3141262B2 (en) | 2001-03-05 |
Family
ID=17814761
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29497792A Expired - Lifetime JP3141262B2 (en) | 1992-11-04 | 1992-11-04 | Hybrid vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3141262B2 (en) |
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| EP1482171B1 (en) * | 2003-05-27 | 2018-10-10 | Audi Ag | Arrangement of a starter generator |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH06144020A (en) | 1994-05-24 |
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