JP3454121B2 - Hybrid electric vehicle with PTO - Google Patents

Description

Description: 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 vehicle driving motor. 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 driving wheels only from a motor, a motor and an engine. And a parallel hybrid electric vehicle that can be operated from any of the above. The present invention relates to a parallel hybrid electric vehicle provided with a power take-off device (PTO) for taking out power from a transmission to a working device. FIG. 7 is a diagram showing an example of a conventional parallel-type hybrid electric vehicle with a PTO. In FIG. 7, 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, 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, 15 is a DCDC converter, 16 is an electric load, and 17 is a PTO working device. Depending on the type of the engine 1, a flywheel 1A is provided on the clutch 2 side in order to make the rotation of the engine smooth. In this example, such a flywheel 1A is used. 2 shows a configuration of the motor 8. That is, the motor 8 is configured by using the flywheel 1A 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 from a driving battery 14.
This is performed through the inverter 10. Drive battery 1
4 can supply power to the electric load 16, but since the voltage of the driving battery 14 is higher than that of a normal vehicle-mounted battery, the voltage is converted by the DCDC converter 15 and supplied. The controller 9 controls the fuel injection pump 7 to rotate the engine 1 when using the engine 1 as a drive source, and controls the inverter 10 to rotate the motor 8 when using the motor 8 as a drive source. The controller 9 includes a starter switch 1
1, starting with the signal from the accelerator sensor 12,
Other signals relating to vehicle operation are input. In addition, the hybrid control command device 6 controls whether the engine 1 drives the motor 1, the motor 8 drives the engine 1, or the engine 1
And the motor 8 assists the drive (assist)
A command such as whether to do is input. Regenerative power consumption resistor 1
Reference numeral 3 denotes a resistor for consuming power by supplying regenerative power obtained from the motor 8 during braking to the drive battery 14 when the drive battery 14 still has excess power. [0007] The rotation generated by the engine 1 or the motor 8 is transmitted to the transmission 3 via the clutch 2, and further transmitted to the drive wheels 5 via the propeller shaft 4. When operating the PTO working device 17, the engine 1 is used as a drive source, and a PTO switch (not shown) is turned on, so that power is taken out from the transmission 3 to the PTO working device 17. FIG. 5 is a diagram showing an example of a gear configuration of a conventional transmission. Here, a five-speed forward transmission is taken as an example. In FIG. 5, 18
Is an electromagnetic clutch, 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, 28 is a reverse gear (the 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, 3
2 is a gear for a vehicle speed sensor, 33 is a counter shaft, 34
37 is a gear, 38 is a counter reverse gear, 41 is a gear, 42 is a reverse idle shaft, 43 is a reverse idle gear F _T , 44 is a reverse idle gear R _R ,
45 is a PTO shaft and 46 is a PTO driven gear. The parts drawn in the same shape as the needle roller bearings 29 and 31A are the same needle roller bearings. A gear with no needle roller bearing drawn between the shaft and the shaft indicates that the gear is fixed to the shaft. The drive shaft 20 is connected to the clutch 2 (henceforth, also called a clutch shaft), and the drive gear 21 rotates 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 mounted on a shaft via a needle roller bearing transmits its rotation to the shaft when an adjacent synchromesh mechanism is engaged. For example, the gear 23 rotates while meshing with the gear 35, but only idles around the main shaft 27 while the synchromesh mechanism 22 is not connected to the gear 23. I don't 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. The ratio of the number of teeth of the gears meshing with each other is made different so that a first speed, a second speed or the like can be performed. 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 (synchromesh mechanism 22 is connected to drive shaft 20
5th speed gears 41 and 31 The reverse travel is performed by connecting the synchromesh mechanism 30 to the reverse gear 28 and transmitting the rotational force through the following path. Counter reverse gear 38 → reverse idle gear F _T 43 → reverse idle shaft 42
→ reverse idle gear _{R R} 44 → reverse gear 28 →
In FIG. 5, the reverse idle gear R _R 44 and the reverse gear 28 are separated from the main shaft 27 to the drive wheel, but are spatially engaged as shown in FIG. 6 and the rotational force is transmitted. FIG. 6 is a diagram showing an example of a positional relationship between shafts of a conventional transmission. This is a view in which the portion from the counter reverse gear 38 to the reverse gear 28 in FIG. 5 is 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.
The PTO driven gear 46 of the PTO shaft 45
It is meshed with the reverse idle gear F _T 43. As a conventional document relating to a hybrid electric vehicle, there is, for example, Japanese Patent Application Laid-Open No. Hei 8-79915. This is a hybrid electric vehicle equipped with an engine and a motor for traveling, which is further provided with a motor serving also as a generator to improve the driving method of various on-vehicle accessories. (Problems to be Solved) However, the conventional hybrid electric vehicle as shown in FIG. 7 has the following problems. The first problem is that even when the PTO working device is operated by motor driving, the noise is generated because the engine rotates. The second problem is that it is difficult to perform maintenance and inspection of the motor. The third problem is that it is necessary to take measures against heat damage to the motor. A fourth problem is that drive control is complicated. In the hybrid electric vehicle disclosed in Japanese Patent Application Laid-Open No. 8-79915, since a generator / motor is provided in addition to the traveling motor, a control device for controlling each of them is required. Further, since connection and disconnection between the engine and various accessories are performed by a clutch, troublesome clutch control is required. (Explanation of Problems) The first problem is as follows.
Even when the PTO working device is operated by the motor drive, the engine directly connected to the flywheel, which forms the rotor of the motor, also rotates, so that the noise is increased and the trouble is often caused in residential areas. First, regarding the second problem, since the motor 8 is provided in the engine 1, it must be disassembled to the engine main body when performing maintenance and inspection of the motor 8. Therefore, maintenance inspection is very difficult. Regarding the third problem, since the motor 8 is provided in the engine 1, the motor 8 receives heat of the engine. Therefore, it is necessary to take a special heat damage countermeasure so that the heat does not cause the winding of the stator or the like to break down or malfunction, thereby increasing the cost. Regarding the fourth problem, the motor 8
(I.e., flywheel 1A) is directly connected to the engine 1, and therefore, for example, when the engine is to be assisted (assisted), the rotation of the motor 8 cannot be controlled by itself. Therefore, it is necessary to perform control integrally with the engine, and the control becomes complicated. Also, Japanese Patent Laid-Open No. 8-7
In the hybrid electric vehicle disclosed in Japanese Patent No. 9915, clutch control between the engine and various accessories is performed when the clutch is turned on unless the rotation of the generator / motor is controlled to be substantially equal to the engine rotation. Or the like, causing the clutch control to be complicated. An object of the present invention is to solve the above problems. According to the present invention, there is provided a hybrid electric vehicle with a PTO using a manual transmission having a reverse idle shaft and a PTO shaft in the transmission. A motor connected to the idle shaft and installed outside the transmission, a motor driven gear fixed to the main shaft, meshed with the motor driven gear, and cut into the reverse idle shaft by a first synchromesh mechanism;
A motor drive gear attached so that it can
A PTO drive gear fixed to the reverse idle shaft, a PTO driven gear meshed with the PTO drive gear and attached to the PTO shaft by a second synchromesh mechanism so as to be able to cut and contact the PTO drive gear; A reverse idle gear, which is engaged with the reverse idle shaft by the first synchromesh mechanism, and meshes with the reverse idle gear, and the second synchromesh is engaged with the reverse idle gear. P is attached to the PTO shaft by a mechanism
A TO driven gear and a gear switching control mechanism for controlling the first and second synchromesh mechanisms are provided. (Outline of Operation to be Solved) In a transmission having a reverse idle shaft and a PTO shaft, a motor installed outside is connected to the reverse idle shaft, and a motor drive gear is provided on the reverse idle shaft, and a motor driven gear meshed with the motor drive gear is provided. A gear is provided on the main shaft so that the torque of the motor can be transmitted to the main shaft. Also, a PTO drive gear is provided on the reverse idle shaft, and a PTO driven gear meshing with the PTO drive gear is provided on the PTO shaft so that the torque of the motor can be transmitted to the PTO shaft. In this way, the motor can be installed outside the engine and the transmission, so that maintenance and inspection of the motor can be performed without removing and attaching the engine and the transmission, so that it is easier than before. Also, since the motor can be installed at a distance from the engine, it is not necessary to take measures against heat damage, and control is facilitated because it is not directly connected to the engine. PT
When operating the O working device, it is possible to arbitrarily select whether to use a motor as a drive source or an engine as a drive source, depending on whether or not the working area is an area where noise generation is a concern. Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows P
It is a figure which shows the hybrid electric vehicle with TO. The reference numerals correspond to those in FIG. 7, 19 is a motor, 50 is a motor speed sensor, 51 is a vehicle speed sensor, and 61 is a gear switching control mechanism. The engine 1 may or may not include a flywheel. However, the transmission 3 needs to have a reverse idle shaft and a PTO shaft. The first difference from the conventional example shown in FIG. 7 is that the motor 19 for driving the vehicle is not installed in the engine 1 or the transmission 3 but installed outside. The second difference is that the transmission 3 is modified and the rotational force of the motor 19 is transmitted via the transmission 3 to the main shaft 27 and the PTO.
The point is that a gear switching control mechanism 61 for enabling transmission to the shaft 45 and switching control of gears related to the transmission is provided. In FIG. 7, the signal from the motor speed sensor and the signal from the vehicle speed sensor are included in “other signals” input to the controller 9 and are not individually shown. In FIG. 1, the motor rotation speed sensor 50 and the vehicle speed sensor 51 are individually shown for convenience of explanation. The modification of the transmission 3 and the details of the gear switching control mechanism 61 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
An example is a stepped transmission. The symbol is FIG.
52, a motor driven gear, 53 a motor drive gear, 54 a synchromesh mechanism, 55
Is a reverse idle gear, 56 is a PTO drive gear,
57 is a propeller shaft, 58 is a PTO driven gear,
59 is a synchromesh mechanism, 60 is a PTO driven gear, 61 is a gear switching control mechanism, 62 and 63 are shift actuators, 64 and 65 are link mechanisms, 66 to 69 are supply / discharge switching solenoid valves, 70 to 73 are air pipes, 74 Is an air tank, and 75 is an air compressor. The propeller shaft 57 is used together with a universal joint or the like and connected to the rotation shaft of the motor 19. The difference from the transmission of FIG. 5 is as follows. A point that a motor driven gear 52 is provided on the main shaft 27. A point that a motor drive gear 53 that meshes with the motor driven gear 52 is provided on the reverse idle shaft 42. Motor drive gear 53 and reverse idle gear 55
A synchromesh mechanism 54 is provided between them. A point that a PTO drive gear 56 is provided on the reverse idle shaft 42. The point that the drive motor 19 is connected to the reverse idle shaft 42 via the propeller shaft 57. PTO shaft 45 is provided with a PTO driven gear 60 that meshes with a PTO drive gear 56. A point that a synchromesh mechanism 59 is provided between the PTO driven gear 58 and the PTO driven gear 60 that mesh with the reverse idle gear 55. The point that a gear switching control mechanism 61 for controlling the synchromesh mechanisms 54 and 59 is provided. When the synchromesh mechanism 54 is connected, the motor drive gear 53 or the reverse idle gear 55 rotates integrally with the reverse idle shaft 42 which is the shaft thereof. Further, when the synchromesh mechanism 59 is coupled, the PTO driven gear 58 or the PTO driven gear 60 rotates integrally with the PTO shaft 45 which is their shaft. The gear switching control mechanism 61 uses the air generated by the air compressor 75 and stored in the air tank 74 as a drive source, and controls the supply / discharge switching solenoid valves 66 to 69 in accordance with a control signal from the controller 9 (FIG. 1). By doing
The operation of the synchromesh mechanisms 54 and 59 is controlled. For example, the piston of the shift actuator 62 is pushed rightward when the supply / discharge switching electromagnetic valve 66 is turned on (air flow), and pushed leftward when the supply / discharge switching electromagnetic valve 67 is turned on. This movement of the piston is transmitted to the synchromesh mechanism 54 via the link mechanism 64, and connects the synchromesh mechanism 54 to the motor drive gear 53 side or to the reverse idle gear 55 side. The shift actuator 63 and the synchromesh mechanism 59 are similarly operated. FIG. 4 is a diagram showing an example of the positional relationship between the shafts of the transmission according to the present invention. The reference numerals correspond to those in FIGS. 6, the PTO driven gear 60 is provided to mesh with the reverse idle gear 55, and the motor drive gear 53 meshes with the motor driven gear 52, as shown. It is provided as follows. With the above configuration, as will be described in detail in the following description of the operation, the PTO working device 17
The engine can be used as a drive source or a motor can be used as a drive source to operate the. Further, since the motor is installed outside the engine and the transmission, there is no need to detach and attach the engine and the transmission during maintenance and inspection, and the work can be performed extremely easily. Further, since the motor is installed at a position away from the engine, it is not necessary to take measures against heat damage from the engine. Further, since the motor is not directly connected to the engine, control of the motor is facilitated. Next, the operation of the transmission 3 thus modified, that is, the transmission path of the rotational force when the engine or the motor is the driving 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. Synchromesh mechanism 22
Taking the case where the vehicle is moving forward connected to the gear 23 as an example,
It is transmitted by the following route. Drive shaft 20 →
Drive gear 21 → gear 34 → counter shaft 33 →
Gear 35 → Gear 23 → Main Shaft 27 → Drive Wheels (A-2) When moving backwards and backwards, the synchromesh mechanism 30 is connected to the reverse gear 28, and torque is transmitted through the following path. . Drive shaft 20 → drive gear 21 → gear 34 → counter shaft 33 → counter reverse gear 38 → reverse idle gear 55 → reverse gear 28
(Reverse rotation from the forward direction) → Main shaft 27 → Drive wheel (A-3) When the PTO working device 17 is operated At this time, the synchromesh mechanism 59 is connected to the PTO driven gear 58 and the electromagnetic clutch 18 is connected (ON)
The rotational force is transmitted through the following route. Drive shaft 20 → drive gear 21 → gear 34 → counter shaft 33 → counter reverse gear 38 → reverse idle gear 55 → PTO driven gear 58 → PTO shaft 45 → electromagnetic clutch 18 → PTO working device 17 (B) Motor In the case where 19 is the drive source (B-1), the power is supplied to the forward motor 19 to start rotation, the synchromesh mechanism 54 is coupled to the motor drive gear 53, and the rotational force is transmitted through the following path. Motor 19 → reverse idle shaft 42 → motor drive gear 53 → motor driven gear 52 → main shaft 27 → drive wheels.
The rotation speed of the main shaft 27 (that is, the vehicle speed) can be changed by changing the rotation speed of the motor 19. (B-2) Reverse When reverse, the rotation direction of the motor 19 is reversed.
Switching of the rotation direction of the motor can be easily performed by switching a switch, as is well known. The transmission path of the rotational force is the same as in the case of forward movement. (B-3) At the time of operation of the PTO working device 17 At this time, the synchromesh mechanism 59 is connected to the PTO driven gear 60, and the electromagnetic clutch 18 is connected (ON).
The rotational force is transmitted through the following route. Motor 1
9 → Reverse idle shaft 42 → PTO drive gear 56 → PTO driven gear 60 → PTO shaft 45
→ Electromagnetic clutch 18 → PTO working device 17 When the PTO working device 17 is operated with the motor 19 as a drive source, it is not directly connected to the engine, so it operates with the same simple control as simply controlling the rotation of the motor. Can be done. Therefore, when operating the PTO working device 17 in a residential area or the like where noise generation is a concern, the motor 19 can be used as a drive source by simple control. On the other hand, when the PTO working device 17 is operated in an area where the generation of noise is not so significant, the engine is used as a drive source. In this way, it can be used arbitrarily depending on the location. FIG. 3 is a diagram showing the control in the case where the motor assists the torque when the torque of the engine seems to be insufficient in the present invention. This control is performed mainly by the controller 9, and the point is that the rotational speed of the motor is made equal to the rotational speed of the main shaft 27 before transmitting the rotational force. Step 1... From the hybrid control command device 6 in FIG.
A command is issued to perform torque assist by the motor. Step 2: The number of revolutions (N _S ) of the main shaft 27 is detected. This is detected by the vehicle speed sensor 51 (see FIG. 1) including the vehicle speed sensor gear 32 of FIG. Step 3: The number of rotations of the motor 19 (N _M )
Is detected. This is detected by the motor speed sensor 50 (see FIG. 1). Step 4: It is determined whether or not the two detected rotation speeds are equal. If they are equal, go to step 8. Rotational speed N _S of Step 5 ... main shaft 27, determines large or not than the rotational speed N _M of the motor 19. Towards the rotational speed N _S of steps 6 ... main shaft 27 in the case of large, in order to increase the rotational speed of the motor 19, increasing the power supplied to the motor 19. Towards the rotational speed N _S of the step 7 ... main shaft 27 in the case of small, in order reduce the rotational speed of the motor 19, it reduces the power supplied to the motor 19. Step 8: When both rotation speeds become equal, the synchromesh mechanism 54 is connected to the motor drive gear 53. As a result, the torque of the motor 19 is transmitted to the main shaft 27, and torque assist can be performed. As described above, the hybrid electric vehicle with PTO of the present invention has the following effects. When operating the PTO working device, it is possible to arbitrarily select whether to use the motor as the drive source or the engine as the drive source, depending on whether the working area is an area where noise generation is a concern. Since the motor is installed outside the engine and the transmission, there is no need to attach and detach the engine and the transmission during maintenance and inspection, which makes it very easy. Since the motor is installed far away from the engine,
There is no need to take measures against heat damage from the engine. Since the motor is not directly connected to the engine, control when the motor is used as a drive source becomes easy.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view showing a hybrid electric vehicle with a PTO according to the present invention; FIG. 2 is a view showing details of a periphery of a transmission in the present invention; FIG. FIG. 4 is a diagram showing an example of a shaft position relationship of a transmission according to the present invention. FIG. 5 is a diagram showing an example of a gear configuration of a conventional transmission. FIG. 6 is a shaft position relationship of a conventional transmission. FIG. 7 shows an example of a conventional parallel-type hybrid electric vehicle with a PTO. [Description of References] 1. Engine, 1A ... Flywheel, 2. Clutch,
3 ... transmission, 4 ... propeller shaft, 5 ...
Drive wheels, 6: hybrid control command device, 7: fuel injection pump, 8: motor, 9: controller, 10: inverter, 11: starter switch, 12: accelerator sensor, 13: resistor for regenerative power consumption, 14: drive Battery, 15 DC / DC converter, 16 electric load, 17
... PTO working device, 18 ... electromagnetic clutch, 19 ... motor, 20 ... drive shaft, 21 ... drive gear, 2
2 ... 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, 41 ... Gear, 42 ... Reverse idle shaft 4
3 ... reverse idle gear F _T, 44 ... reverse idle gear _R R, 45 ... PTO shaft, 46 ... PTO driven gear, 50 ... motor speed sensor, 51 ... vehicle speed sensor, 52 ... motor driven gear, 53 ... Motor drive gear , 54: Synchromesh mechanism, 55: Reverse idle gear, 56: PTO drive gear, 57: Propeller shaft, 58: PTO driven gear, 59: Synchromesh mechanism, 60: PTO driven gear, 61: Gear switching control mechanism, 62 , 63 ... shift actuator,
64, 65: link mechanism, 66-69: supply / discharge switching solenoid valve, 70-73: air pipe, 74: air tank, 75
… Air compressor

──────────────────────────────────────────────────の Continued on the 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 (58) Fields surveyed (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 (1)

(57) [Claim 1] In a hybrid electric vehicle with a PTO using a manual transmission having a reverse idle shaft and a PTO shaft in the transmission, the hybrid electric vehicle is connected to the reverse idle shaft and external to the transmission. , A motor driven gear fixed to the main shaft, and a motor drive gear meshed with the motor driven gear and attached to the reverse idle shaft by a first synchromesh mechanism so as to be able to be disconnected and connected to the reverse idle shaft. A PTO drive gear fixed to the reverse idle shaft;
The first synchromesh meshes with a drive gear, a PTO driven gear attached to the PTO shaft by a second synchromesh mechanism so as to be able to cut and contact with the PTO shaft, and a counter reverse gear fixed to a counter shaft. A reverse idle gear attached to the reverse idle shaft by a mechanism so as to be able to cut and contact the reverse idle shaft, and meshing with the reverse idle gear;
A PTO driven gear attached so that it can
A hybrid electric vehicle with a PTO, comprising: a gear switching control mechanism for controlling the first and second synchromesh mechanisms.