JP3454108B2 - Hybrid electric vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid electric vehicle equipped with an engine and a motor as a prime mover for driving a vehicle.

[0002]

2. Description of the Related Art A hybrid electric vehicle equipped with an engine and a motor includes a series type hybrid electric vehicle in which mechanical power is transmitted to drive wheels only from the motor, and from a motor and an engine. But there is a parallel type hybrid electric vehicle that can be done. The present invention relates to a parallel hybrid electric vehicle.

FIG. 6 is a diagram showing an example of a conventional parallel type hybrid electric vehicle. In FIG. 6, 1 is an engine, 1A is a flywheel, 2 is a clutch, 3 is a transmission, 4 is a propeller shaft, 5 is a drive wheel, 6 is a hybrid control command device, 7 is a fuel injection pump, 8 is a motor, and 9 is Controller, 10 is an inverter, 11 is a starter switch, 12 is an accelerator sensor,
13 is a resistor for regenerative power consumption, 14 is a driving battery,
Reference numeral 15 is a DCDC converter, and 16 is an electric load.

Depending on the type of the engine 1, there is a flywheel 1A provided on the clutch 2 side in order to smooth the rotation of the engine. In this example, such a flywheel 1A is used to The structure of the motor 8 is shown. That is, the motor 8 is configured by using the flywheel 1A also as a motor rotor and providing a stator on the inner surface of the housing around the flywheel 1A.

Power is supplied to the motor 8 by the drive battery 14
This is performed through the inverter 10. Drive battery 1
Power can be supplied from 4 to the electric load 16 as well, but since the voltage of the driving battery 14 is higher than the voltage of a normal vehicle-mounted battery, the DCDC converter 15 converts the voltage to supply power. The controller 9 controls the fuel injection pump 7 to rotate the engine 1 when the engine 1 is used as a drive source, and controls the inverter 10 to rotate the motor 8 when the motor 8 is used as a drive source.

The controller 9 includes a starter switch 1
1, the signal from the accelerator sensor 12, the vehicle status,
Other signals related to vehicle operation are input. Further, whether the hybrid control command device 6 drives the engine 1 or the motor 8
Driven by the main drive, and the motor 8 assists the drive.
A command such as whether to do it is input. Regenerative power consumption resistor 1
Reference numeral 3 is a resistor for supplying the regenerative electric power obtained from the motor 8 during braking to the driving battery 14 and consuming the remaining electric power when the remaining electric power remains, thereby consuming the electric power. The rotation generated by the engine 1 or the motor 8 is transmitted to the transmission 3 via the clutch 2 and further to the drive wheels 5 via the propeller shaft 4.

FIG. 4 is a diagram showing an example of a gear configuration of a conventional transmission. Here, a transmission with five forward gears is taken as an example. In FIG. 4, 20
Is a drive shaft, 21 is a drive gear, 22 is a synchromesh mechanism, 23 and 24 are gears, 25 is a synchromesh mechanism, 26 is a gear, 27 is a main shaft, 2
8 is a reverse gear (reference symbol R represents reverse), 29
Is a needle roller bearing, 30 is a synchromesh mechanism, 31 is a gear, 31A is a needle roller bearing, 32 is a vehicle speed sensor gear, 33 is a counter shaft, 34 to 37 are gears, 38
Is a counter reverse gear, 41 is a gear, 42 is a reverse idle shaft, 43 is a reverse idle gear F _T ,
Reference numeral 44 is a reverse idle gear R _R. The portions drawn in the same shape as the needle roller bearings 29 and 31A are the same needle roller bearings. A gear in which the needle roller bearing is not drawn between the shaft and the shaft means that the gear is fixed to the shaft.

The drive shaft 20 is connected to the clutch 2 (henceforth referred to as a clutch shaft), and the drive gear 21 is rotating together with the clutch 2. Since the gear 34 of the counter shaft 33 is always meshed with the drive gear 21, the drive shaft 2
The rotation of 0 is transmitted to the counter shaft 33. As is well known, a gear attached to a shaft via needle roller bearings transmits its rotation to the shaft when adjacent synchromesh mechanisms are engaged. For example, the gear 23 rotates while meshing with the gear 35, but when the synchromesh mechanism 22 is not coupled to the gear 23, the gear 23 only idles around the main shaft 27, and the rotational force is changed. I will not tell 27. However, when the synchromesh mechanism 22 is coupled to the gear 23, the rotational force of the gear 23 is transmitted to the main shaft 27.

By changing the ratio of the numbers of teeth of gears meshing with each other, it is possible to shift gears such as first speed and second speed. Incidentally, each shift for forward movement is obtained by the following gear combination. 1st speed ... Gears 37 and 26 2nd speed ... Gears 36 and 24 3rd speed ... Gears 35 and 23 4th speed ... Main shaft 27 is directly connected to drive shaft 20 (the synchromesh mechanism 22 is connected to drive shaft 20
5th speed ... Gears 41 and 31

The reverse movement is performed by connecting the synchromesh mechanism 30 to the reverse gear 28 and transmitting the rotational force as follows. Counter reverse gear 38 → reverse idle gear F _T
43 → reverse idle shaft 42 → reverse idle gear R _R 44 → reverse gear 28 → main shaft 2
7 → Drive wheel In FIG. 4, the reverse idle gear R _R 44 and the reverse gear 28 are separated from each other, but they are spatially meshed as shown in FIG. 5 and the rotational force is transmitted.

FIG. 5 is a diagram showing an example of a shaft positional relationship of a conventional transmission. This is a view of the portion from the counter reverse gear 38 to the reverse gear 28 in FIG. 4 as viewed from the axial direction of the shaft, and the reference numerals correspond to those in FIG. The counter reverse gear 38 meshes with the reverse idle gear F _T 43, and the reverse idle gear R _R 44 meshes with the reverse gear 28.

As a conventional document relating to a hybrid electric vehicle, there is, for example, Japanese Patent Application Laid-Open No. 8-251712. In this, as shown in FIG. 1, the motor is directly attached to the "first shaft" forming the center of the transmission via a gear.

[0013]

[Problems to be Solved by the Invention]

(Problem) However, the conventional hybrid electric vehicle as shown in FIG. 6 has the following problems.
The first problem is that maintenance and inspection of the motor is difficult. The second problem is that it is necessary to take measures against heat damage to the motor. The third problem is that drive control is complicated. The fourth problem is that there is no means for charging the drive battery. A fifth problem is that it does not have a power supply for an electric device that operates with a high voltage power supply. In addition, JP-A-8-2517
In the hybrid electric vehicle disclosed in Japanese Patent No. 12 publication, it is necessary to disconnect the transmission from the engine and to disassemble a part of the transmission in some cases when performing maintenance and inspection of the motor, which is troublesome.

(Explanation of Problems) First, the first problem will be described. Since the motor 8 is provided in the engine 1, the engine main body portion must be disassembled when performing maintenance and inspection of the motor 8. Therefore, maintenance and inspection is very difficult. The technique disclosed in Japanese Patent Laid-Open No. 8-251712 can also be said to be substantially the same since it is directly assembled to the transmission. The second problem will be described. Since the motor 8 is provided in the engine 1, it receives the heat of the engine. Therefore, it is necessary to take special measures against heat damage so that the heat will not cause the winding of the stator or the like to malfunction or malfunction, which increases the cost. The third problem will be described. Since the rotor of the motor 8 (that is, the flywheel 1A) is directly connected to the engine 1, the motor 8 cannot control the rotation by itself when, for example, auxiliary driving (assisting) the engine. Therefore, the control needs to be integrated with the engine, and the control becomes complicated.

The fourth problem will be described. Although the drive battery is consumed while traveling with a motor, there was no suitable means for charging the drive battery while traveling. A method of charging with an ordinary on-vehicle generator is also conceivable, but the generated voltage of the ordinary on-vehicle generator is a low voltage (for example, 12V), while the voltage of the drive battery is a high voltage of about 300V. Therefore, a booster is required and complicated control is also required. Therefore, it was not an appropriate charging means. The fifth problem will be described. When a vehicle arrives at a work site or the like and works, an electric device that operates at a voltage higher than the voltage of a normal vehicle battery may be used for the work. In the past, at such times, the engine generator was also carried along with it to generate electricity for use. Therefore, the amount of luggage to carry has increased. It is an object of the present invention to solve the above problems by slightly modifying an existing transmission and connecting it to an externally installed motor and generator.

[0016]

In order to solve the above problems, in the present invention, a hybrid using a manual transmission having a reverse idle shaft to which a reverse idle gear F _T and a reverse idle gear R _R are fixed as a transmission. In an electric vehicle, a generator gear meshed with the reverse idle gear F _T and a generator drive shaft having the gear fixed thereto are configured in a transmission, and the generator drive shaft is connected to a generator installed outside the transmission. Then
A driving battery for supplying electric power to a vehicle traveling motor is connected so as to be charged by the output of the generator.

In the same hybrid electric vehicle, the reverse idle gear R _R is attached by a synchromesh mechanism so that it can be disconnected and contacted with the reverse idle shaft, and a reverse gear that meshes with the reverse idle gear R _R is main. A generator gear fixed to the shaft and meshed with the reverse idle gear F _T , a generator drive shaft fixed thereto, a motor input gear meshed with the reverse idle gear R _R, and a motor input fixed thereto. A shaft in the transmission, the generator drive shaft is connected to a generator installed outside the transmission, and the motor input shaft is connected to a vehicle running motor installed outside the transmission. The drive battery for supplying power, may be connected to charge the output of the generator. Further, in any of the above cases, the output of the generator can be taken out through the output terminal portion.

(Summary of operation to be solved) In addition to a normal vehicle-mounted generator, a second generator rotated by an engine via a transmission is provided to charge a drive battery for supplying electric power to a vehicle running motor. Since it is possible to generate power at a voltage suitable for the battery, the drive battery can be charged at any time. In addition to the generator, when a motor for running the vehicle is attached from outside the transmission,
It is possible to install the motor at a position away from the engine. Further, when the output terminal portion for outputting the output of the generator is provided, it is possible to operate even a high-voltage electric device that does not operate with the voltage of a normal vehicle-mounted generator or a vehicle-mounted battery, and the purpose is for the device. Eliminates the need to carry an engine generator.

Since the motor and the generator can be installed outside the engine and the transmission, the maintenance and inspection can be performed without removing the engine and the transmission and the like, which is easier than before. Further, since it is installed away from the engine, it is not necessary to take measures against heat damage, and since it is not directly connected to the engine, control becomes easy.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below in detail with reference to the drawings. (First Embodiment) FIG. 1 is a diagram showing a hybrid electric vehicle according to the present invention. Reference numerals correspond to those in FIG. 6, 17 is a motor, 18 is a generator, and 19 is an output terminal portion. This embodiment is an example in which both the motor 17 and the generator 18 are attached to the transmission 3. The engine 1 may or may not include a flywheel. However, the transmission 3 needs to have a reverse idle shaft.

In terms of configuration, the first difference from the conventional example of FIG. 6 is that the vehicle driving motor 17 is not installed in the engine 1 or the transmission 3 but is installed outside. The second difference is that the transmission 3
Is modified so that the rotational force of the motor 17 is transmitted through the transmission 3. The third difference is that a generator 18 is provided as a second generator in addition to a normal vehicle-mounted generator, and the rotational force of the engine 1 is transmitted to the generator 18 via the transmission 3.

When the generator 18 is caused to generate electric power, it is necessary to pass an exciting current. Whether or not the exciting current is passed (that is, whether or not to generate electric power) is controlled by the controller 9. The output of the generator 18 is connected to the driving battery 14 to charge the driving battery 14.
In addition, the output of the generator 18 is also connected to the output terminal portion 19 and is used for the flight to take out the power to the electric device used for the work. The modification of the transmission 3 will be described with reference to FIG.

FIG. 2 is a diagram showing an example of the gear configuration of the transmission according to the present invention. Here, forward 5
Take the transmission of the stage as an example. Reference numerals correspond to those of FIGS. 4 and 1, 45 is a motor input shaft, 46 is a motor input gear, 47 is a generator drive shaft, 48 is a generator gear, 49 is a synchromesh mechanism, and 50 is a needle roller. It is a bearing. The motor input shaft 45 is connected to the rotating shaft of the motor 17 by appropriately using a joint such as a universal joint or a propeller shaft. The generator drive shaft 47 is similarly connected to the rotating shaft of the generator 18.

First, which differs from the transmission of FIG.
The point is that the motor input shaft 45 and the motor input gear 46 are newly provided. The second difference is that the reverse idle gear R _R 44 is attached to the reverse idle shaft 42 via the needle roller bearing 50, and accordingly, the synchromesh mechanism 49 is provided correspondingly. The third difference is that the reverse gear 28 is fixed to the main shaft 27 (in FIG. 4, the reverse gear 28 is attached via the needle roller bearing 29). The fourth difference is that the generator drive shaft 47 and the generator gear 48 are newly provided. The above is the modification of the transmission 3.

FIG. 3 is a diagram showing an example of the shaft positional relationship of the transmission according to the present invention. The reference numerals correspond to those in FIGS. 5 and 2. As shown,
The motor input gear 46 attached to the motor input shaft 45 causes the reverse idle gear R _R 44 to rotate.
A generator gear 48, which is provided so as to mesh with the generator drive shaft 47, is provided so as to mesh with the reverse idle gear F _T 43.

Returning to FIG. 2 again, paying attention to the connection relationship from the reverse gear 28 to the motor 17, the relation between the two is
Reverse gear 28 → reverse idle gear R _R 44 → motor input gear 46 → motor input shaft 4
5 → Motor 17 is connected. Therefore, when the motor 17 is not the drive source, the rotation of the main shaft 27 is transmitted to the motor 17. When the motor 17 is not used as a drive source, no current is applied to the motor 17, so the motor 17 is simply rotated like a flywheel. When the motor 17 is used as a drive source, the reverse gear 28 is rotated in the reverse direction of the above path (therefore, the main shaft 27 is rotated).

On the other hand, for the generator 18, the engine 1
The rotational force is transmitted through the next path. Drive shaft 20 → Drive gear 21 → Gear 34 → Counter shaft 33 → Counter reverse gear 38 → Reverse idle gear F _T 43 → Generator gear 48 → Generator drive shaft 4
7 → generator 18. That is, as long as the counter shaft 33 is rotating, the generator 18 is rotated. While the generator 18 is rotating, if an exciting current is made to flow by a command from the controller 9, the generator 18 generates electricity. The generator 18 is rated so that the generated voltage is the drive battery 1
4 is set to a value (about 300 V) suitable for charging.

With the above-described structure, the motor 17 and the generator 18 are installed outside the engine 1 and the transmission, and it is not necessary to attach or detach the engine 1 or the transmission 3 for maintenance and inspection. , Work can be done very easily. Also, since these are installed away from the engine 1,
It is not necessary to take measures against heat damage from the engine 1. Furthermore, since the motor 17 is not directly connected to the engine 1,
The control of the motor 17 becomes easy. In addition, the generator 1 that generates a voltage of a value suitable for charging the driving battery 14
8 is provided, it is possible to cause the generator 18 to generate power and charge when the charge amount of the drive battery 14 decreases during traveling. Further, since it is possible to take out the power source for the electric device that operates at a high voltage from the output terminal portion 19, it is not necessary to carry the engine generator.

Next, the operation of the transmission 3 thus modified, that is, the transmission path of the rotational force when the engine or the motor serves as the drive source will be described. (A) When the engine is the drive source (A-1) Since the forward engine is the drive source, the rotational force is transmitted from the drive shaft 20. The synchromesh mechanism 22
Taking as an example the case where the vehicle is coupled to the gear 23 and moving forward,
It is transmitted through the following route. Drive shaft 20 →
Drive gear 21 → gear 34 → counter shaft 33 →
Gear 35 → gear 23 → main shaft 27 → drive wheel

(A-2) When the vehicle is moved backward, the synchromesh mechanism 49 is connected to the reverse idle gear R _R 44. Drive shaft 20 → drive gear 21 → gear 34 → counter shaft 33 → counter reverse gear 38 → reverse idle gear F _T 43 → reverse idle shaft 42 → reverse idle gear R _R 44 → reverse gear 28 (reverse rotation from the case of forward movement ) → Main shaft 27 → Drive wheels

(B) When the motor 17 is the drive source When the motor 17 is the drive source, all synchromesh mechanisms are not connected to the corresponding gears. (B-1) Electric power is supplied to the forward motor 17 to start rotation, and the rotational force is transmitted through the next path. Motor 17 → motor input shaft 45 → motor input gear 46 → reverse idle gear R _R 44 → reverse gear 28 → main shaft 27 →
To the drive wheel. (B-2) Backward When moving backward, the rotation direction of the motor 17 is reversed.
The rotation direction of the motor can be easily switched by switching the switch, as is well known. The transmission path of the rotational force is the same as that in the forward movement.

Next, the power generation operation of the generator 18 will be described. As described above, the rotor of the generator 18 rotates as long as the counter shaft 33 is rotated due to the constant meshing of the gears 38, 43 and 48. Therefore, when the engine rotates the counter shaft 33 and the exciting current flows through the generator 18, the generator 18 generates electricity.

The case where power is generated by the power generator 18, which is the second power generator, is as follows. When charging the drive battery 14 ... When the charge amount of the drive battery 14 falls below an allowable level after the traveling by the motor 17 alone is completed (after the completion and stop or after switching to engine traveling). To do. When floating charging is performed while running on the motor 17 ... The motor 1
This is performed when the engine 18 causes the generator 18 to generate electric power to charge the drive battery 14 while the vehicle is traveling at 7. (As long as the power is generated by the generator 18, the output may be small compared to the case where the drive output is generated by the engine, and the engine sound is low. Therefore, when the charge amount of the drive battery 14 is low, noise is generated. If you drive in a residential area where the generation is vulnerable in this way, you can run for a long time with low noise.) When supplying power to the electrical equipment for work ... Operates at a higher voltage than a normal on-board generator When you want to use an electric device.

(Second Embodiment) In the first embodiment,
A motor 17 and a generator 18 for the transmission 3
Both of them are attached, but in the second embodiment, only the generator 18 is attached to the transmission 3. Therefore, it is assumed that the motor for driving the vehicle is attached to some other part. Since the motor for driving the vehicle exists, the driving battery 14 also naturally exists.

To explain the configuration of the second embodiment with reference to FIG. 1, it can be considered that the motor 17 connected to the transmission 3 is removed and instead the motor 17 is assembled to the engine 1 or the like. The power output of the generator 18 is used to charge the driving battery 14 and can be supplied from the output terminal portion 19 to an external electric device.

In a vehicle in which the driving battery 14 does not need to be charged, the power generation output of the generator 18 may be utilized only from the output terminal portion 19 to the outside.

[0037]

As described above, the hybrid electric vehicle of the present invention has the following effects. (Advantageous Effects of the Invention of Claim 1) In addition to a normal vehicle-mounted generator, a second generator rotated by an engine through a transmission is provided, and power can be generated at a voltage suitable for charging a drive battery. As a result, the driving battery can be charged at any time.

(Effect of the Invention of Claim 2) In addition to the effect of the invention of Claim 1, the following effect is achieved. Since the motor is installed outside the engine and transmission, there is no need to remove the engine or transmission during maintenance and inspection, which makes it extremely easy. Since the motor is installed away from the engine, it is not necessary to take measures against heat damage from the engine. Since the motor is not directly connected to the engine, control when using the motor as a drive source becomes easy.

(Effect of the invention of claim 3) In addition to the effect of the invention of claim 1 or 2, the following effect is exhibited. Since the output of the second generator is a high voltage, it is possible to operate an electric device of high voltage specifications, and it is not necessary to take an engine generator for the device.

[Brief description of drawings]

FIG. 1 is a diagram showing a hybrid electric vehicle according to the present invention.

FIG. 2 is a diagram showing an example of a gear configuration of a transmission according to the present invention.

FIG. 3 is a diagram showing an example of a shaft positional relationship of a transmission according to the present invention.

FIG. 4 is a diagram showing an example of a gear configuration of a conventional transmission.

FIG. 5 is a diagram showing an example of a shaft positional relationship of a conventional transmission.

FIG. 6 is a diagram showing an example of a conventional parallel-type hybrid electric vehicle.

[Explanation of symbols]

1 ... Engine, 1A ... Flywheel, 2 ... Clutch,
3 ... Transmission, 4 ... Propeller shaft, 5 ...
Drive wheel, 6 ... Hybrid control command device, 7 ... Fuel injection pump, 8 ... Motor, 9 ... Controller, 10 ... Inverter, 11 ... Starter switch, 12 ... Accelerator sensor, 13 ... Regenerative power consumption resistor, 14 ... Drive Battery, 15 ... DCDC converter, 16 ... Electric load, 17
... motor, 18 ... generator, 19 ... output terminal part, 20 ... drive shaft, 21 ... drive gear, 22 ... synchromesh mechanism, 23, 24 ... gear, 25 ... synchromesh mechanism, 26 ... gear, 27 ... main shaft , 28 ...
Reverse gear, 29 ... Needle roller bearing, 30 ... Synchromesh mechanism, 31 ... Gear, 31A ... Needle roller bearing, 32
... Vehicle speed sensor gear, 33 ... Counter shaft, 34-
37 ... Gear, 38 ... Counter reverse gear, 39 ... Needle roller bearing, 40 ... Synchromesh mechanism, 41 ... Gear,
42 ... Reverse idle shaft, 43 ... Reverse idle gear F _T , 44 ... Reverse idle gear R _R , 45
... Motor input shaft, 46 ... Motor input gear, 47 ... Generator drive shaft, 48 ... Generator gear, 49 ... Synchromesh mechanism, 50 ... Needle roller bearing

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 551 B60K 6/04 551 733 733 17/28 17/28 D B60L 11/14 B60L 11/14 F16H 3/091 F16H 3/091 (56) Reference JP 62-34819 (JP, A) JP 10-327504 (JP, A) Actual opening 57-87858 (JP, U) Actual opening 3-28926 (JP, U) Special table 2001-514479 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 17/00-17/36 B60K 1/00-8/00 B60K 25/00-28 / 16 B60L 11/02-11/16 F16H 3/00-3/78 H02K 7/00-7/20 F02N 11/00-15/10 F02B 61/00-67/10

Claims (3)

(57) [Claims] 1. A hybrid electric vehicle using, as a transmission, a manual transmission having a reverse idle shaft to which a reverse idle gear F _T and a reverse idle gear R _R are fixed, and a power generation in mesh with the reverse idle gear F _T. A gear for a machine and a generator drive shaft to which it is fixed are configured in a transmission, and the generator drive shaft is connected to a generator installed outside the transmission,
A hybrid electric vehicle characterized in that a driving battery for supplying electric power to a vehicle traveling motor is connected so as to be charged by the output of the generator. 2. A hybrid electric vehicle using a manual transmission as a transmission, the manual transmission having a reverse idle shaft to which a reverse idle gear F _T and a reverse idle gear R _R are fixed, wherein the reverse idle gear R _R is formed by a synchromesh mechanism. The reverse idle shaft is mounted so that it can be disconnected and contacted, the reverse gear that meshes with the reverse idle gear R _R is fixed to the main shaft, and the generator gear meshed with the reverse idle gear F _T and the gear for fixing the generator The generator drive shaft, the motor input gear meshed with the reverse idle gear R _R, and the motor input shaft fixed to the motor input gear are configured in the transmission, and the generator drive shaft is transmitted by the transmission. The motor input shaft is connected to a generator installed outside the vehicle, and the motor input shaft is connected to a vehicle running motor installed outside the transmission, and a drive battery for supplying power to the motor is connected to the output of the generator. A hybrid electric vehicle characterized by being connected to be charged by. 3. The hybrid electric vehicle according to claim 1, wherein the output of the generator is taken out through the output terminal portion to the outside.