JP3721352B2 - Internal power control device for hybrid motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal power control device of a complex type prime mover for controlling the internal power so as to satisfy the requested operational state according to the traveling state. <P>SOLUTION: In the internal power control device of the complex prime mover, an engine 1 and a motor 2 are disposed on the front side and the rear side in the driving force transmitting direction, a mechanical transmission 3 for shift change to the neutral position and a plurality of speed-change positions and a one-way clutch 4 to transmit the driving force in the direction from the engine 1 to the motor 2 and uncouple the driving force in the reverse direction are connected to each other in series between the engine 1 and the motor 2, and the engine 1, the motor 2 and the mechanical transmission 3 are controlled according to the requested operational state. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a technique for controlling internal power of a composite prime mover including an electric motor and an internal combustion engine in accordance with a required operation state.
[0002]
[Prior art]
There is a hybrid prime mover in which an electric motor is used as a main prime mover and an internal combustion engine as an auxiliary prime mover, and a transmission is connected between the electric motor and the internal combustion engine (see, for example, Patent Document 1). In this case, the motor is operated independently at the neutral position of the transmission, and when the internal combustion engine is operated in combination, an appropriate shift position can be selected and connected to the motor so that the engine can be operated at a rotational speed with good fuel consumption. it can.
[0003]
In addition, there is a simple type in which a one-way clutch is provided between a main prime mover and an auxiliary prime mover instead of a transmission (see, for example, Patent Document 2). In this case, while the auxiliary prime mover (for example, the internal combustion engine) is stopped and the main prime mover (for example, the electric motor) is running, the rotational power transmission function of the main prime mover and the auxiliary prime mover is interrupted, and the auxiliary prime mover is operated. When the rotational speed of the prime mover is reached, the one-way clutch transmits torque from the auxiliary prime mover to the main prime mover.
[0004]
[Patent Document 1]
JP 11-257472 A [Patent Document 2]
JP-A-8-14278
[Problems to be solved by the invention]
In the former type in which a transmission is provided inside the prime mover and the internal power is controlled, the transmission inside the prime mover is composed of mechanical gears, so it depends somewhat on the type of spur gear or planetary gear. Although the control method is different, in order to perform a smooth speed change, it is required to fasten both when the gear peripheral speeds of the driving side and the driven side coincide.
[0006]
The situation that usually requires the combined operation of the internal combustion engine is that the automobile is running by an electric motor, and the electric motor rotates in synchronization with the wheels (drive wheels), so that the rotation on the electric motor side for the internal transmission shift Changing the speed is not preferable because it changes the vehicle speed and affects the running state. Therefore, the rotation speed of the internal combustion engine is adjusted to synchronize with the rotation speed on the electric motor side, but the rotation speed control of the internal combustion engine is greatly inferior in accuracy compared with the case where the rotation speed control of the electric motor is performed, and smooth shifting is performed. Actually, it was impossible to control.
[0007]
On the other hand, in a simple internal power control system in which a one-way clutch is provided inside the prime mover and the primary prime mover is an electric motor and the auxiliary prime mover is an internal combustion engine, the motor and the drive wheels are not connected during a temporary stop such as a signal. The space is disconnected by a clutch (bidirectional clutch) provided therebetween, and the electric motor is driven by the output of the internal combustion engine to generate electric power, and the storage battery can be charged. The same applies to the prime mover equipped with the internal transmission.
[0008]
However, when starting from the temporary stop state as described above, the motor is temporarily stopped and then the motor is driven after the motor and the driving wheel are connected by the clutch. However, the driving force is transmitted from the internal combustion engine to the motor. In order to stop the electric motor, it is necessary to stop the operation (rotation) of the internal combustion engine. If the motor is connected to the drive wheels without stopping, a sudden starting torque is generated.
[0009]
The present invention has been made paying attention to such a conventional problem, and provides an internal power control device for a composite prime mover in which internal power is controlled so as to satisfy a required operation state corresponding to a traveling situation. The purpose is to do.
[0012]
[Means for Solving the Problems]
Therefore, the present invention includes an internal combustion engine disposed on the front side in the driving force transmission direction and an electric motor disposed on the rear side, and is connected between the internal combustion engine and the motor by centrifugal force at a predetermined rotational speed or higher. A centrifugal clutch that is disconnected at a speed lower than a predetermined rotational speed and a one-way clutch that transmits driving force from the internal combustion engine side to the motor side and blocks transmission of the driving force in the reverse direction are connected in series to achieve the required operating state. The internal combustion engine and the electric motor are controlled accordingly.
[0013]
According to this invention , the one-way clutch can realize the independent operation of the electric motor and the combined operation with the internal combustion engine, and also drives the electric motor that functions as the generator in the internal combustion engine when the vehicle stops. If you want to start only by connecting the drive wheel after stopping only the motor while the internal combustion engine is rotated below the connection speed of the centrifugal clutch and starting only from the motor, etc. The operation can be realized by being disconnected from the internal combustion engine by the one-way clutch.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 shows a reference example .
The composite prime mover in this embodiment includes an engine (internal combustion engine) 1 that functions as an auxiliary prime mover on the front side in the driving force transmission direction, and a motor (electric motor) 2 that functions as a main prime mover on the rear side in the driving force transmission direction. The motor 2 is connected to the drive shaft 12 via the external transmission 11 to drive the drive wheels 13.
[0015]
Between the engine 1 and the motor 2, a mechanical transmission 3 composed of a spur gear, a planetary gear or the like that can be switched between a neutral position and a plurality of shift positions, and a driving force in the direction of the motor 2 from the engine 1 are provided. A one-way clutch 4 that transmits and interrupts transmission of the driving force in the reverse direction is connected in series.
A rotation speed sensor 5 for detecting the rotation speed of the engine 1 is provided, and the rotation speed signal is input to the control computer 6. The control computer 6 controls the driving of the engine 1 and the motor 2 according to the required operation state based on the rotational speed signal, and controls the mechanical transmission 3 via the speed change actuator 7.
[0016]
In other words, the mechanical transmission 3, the one-way clutch 4, the control computer 6, and the rotational speed sensor 5 constitute an internal power control device for the composite prime mover in this embodiment.
Hereinafter, the internal power control for each required operation state of the present embodiment will be described.
When the engine 1 is stopped during normal start and forward running or is operated at no load at a speed lower than the speed at which the engine 1 rotates in synchronization with the motor 2, the operation is performed by separating the rotation of the motor 2 and the engine 1 by the action of the one-way clutch 4. it can. Although it is possible to place the mechanical transmission 3 in the neutral position, it is not necessary.
[0017]
Also, during driving that requires a large output, such as during uphill driving (starting), rapid acceleration, and high-speed driving, the driving force of the engine 1 is superimposed on the driving force of the motor 2 to ensure a large driving force. be able to. During such high output operation, the mechanical transmission 3 is connected to transmit the driving force of the engine 1 to the motor 2 side. Here, the engine 1 and the motor 2 can be shifted and connected at a shift position such as a low speed range or a high speed range of the transmission 4, and the engine 1 can be determined from the speed ratio after the shift with the rotation speed of the motor 2 as a reference. Side synchronous speed is calculated, and the engine 1 is adjusted to a speed lower than the synchronous speed to change the speed.
[0018]
In this way, below the synchronous speed, the driving torque applied to the transmission 3 becomes 0 due to the action of the one-way clutch 4 and becomes the same state as when the clutch is disengaged. It can be carried out. Thus, since the region below the synchronous speed becomes a shiftable region compared to the shift control by the pinpoint control when shifting as a conventional synchronous speed, a very wide shiftable region can be obtained, In addition, the mechanism can be simplified without requiring a special clutch operation.
[0019]
Even if the rotation speed of the motor 2 that is optimal for the running condition is set by a shifting operation of the external transmission 11 or the like, there is no guarantee that the rotation speed is optimal for the engine 1, and the engine 1 and the motor 2 Although it is not functionally sufficient to operate at the same speed during the combined operation, a mechanical transmission 3 is provided between the rotation shafts of the engine 1 and the motor 2 as in this embodiment, and the engine 1 and the motor 2 are connected. At the same time, the functions of the engine 1 and the motor 2 can be maximized by controlling the shift position with a control computer so as to obtain an optimum speed.
[0020]
For example, it is possible to adjust the engine 1 to operate using an effective rotational range for exhaust gas countermeasures, to obtain a driving force necessary for climbing, or to use an operating region that exhibits energy saving capability.
When the external transmission 11 is also provided between the motor 2 and the drive shaft 12 as in this embodiment, the total number of shift stages in the section from the engine 1 to the drive shaft 12 is the same as that of the mechanical transmission 3 and the external transmission. Since this is the product of the number of shift stages of the transmission 11, a multi-stage shift function can be obtained.
[0021]
Further, when the vehicle travels backward, the motor 2 may be reversed by setting the mechanical transmission 3 to the neutral position. The reason why the mechanical transmission 3 needs to be in the neutral position is that the engine is dragged in the reverse rotation direction by the action of the one-way clutch 4 if it is not in the neutral position. If a mechanical transmission 3 having a reverse position is used, the engine 1 is rotated in the forward direction, the mechanical transmission 3 is put in the reverse position, and the motor 2 is rotated in the reverse direction. A powerful backward driving force can be obtained by superimposing the rotational force of 1 and the motor 2.
[0022]
In addition to generating power by causing the motor 2 to function as a generator during deceleration, the motor 2 and the drive shaft 12 are disconnected and the mechanical transmission 3 is connected when the external transmission 11 is in a neutral position, such as when waiting for a signal. In addition, the motor 2 functioning as a generator can be driven by the engine 1 to generate power, and a battery (not shown) can be charged.
[0023]
Next, an embodiment of the present invention will be described.
FIG. 2 shows the overall configuration of the present embodiment . The composite prime mover in the present embodiment also includes an engine (internal combustion engine) 1 that functions as an auxiliary prime mover on the front side in the driving force transmission direction, and a motor (electric motor) 2 that functions as a main prime mover on the rear side in the driving force transmission direction. The motor 2 is connected to the drive shaft 12 via the external transmission 11 to drive the drive wheels 13 as in the reference example .
[0024]
Further, a centrifugal clutch 9 is connected between the engine 1 and the motor 2 via a flywheel 8 connected to the output shaft of the engine 1 by a centrifugal force at a predetermined rotational speed or higher and is cut off at a speed lower than the predetermined rotational speed; A one-way clutch 10 that transmits a driving force in the direction from the first side to the motor 2 side and interrupts a driving force transmission in the opposite direction is connected in series.
[0025]
Further, a rotational speed sensor 5 for detecting the rotational speed of the engine 1 is provided, and the rotational speed signal is input to the control computer 6, and the control computer 6 determines the engine 1 according to the requested operation state based on the rotational speed signal. And the drive of the motor 2 is controlled.
In other words, the centrifugal clutch 9, the one-way clutch 10, the control computer 6 and the rotational speed sensor 5 constitute an internal power control device for the composite prime mover in this embodiment.
[0026]
FIG. 3 shows details of the hardware of the internal power control device. In the internal space of the clutch housing 102 fastened to the front surface of the motor housing 101, the flywheel 8 on the engine 1 side and the rear of the flywheel 8 are shown. Centrifugal clutch 9 and one-way clutch 10 connected to the end face are disposed in the front-rear direction and stored.
When the rotational speed of the engine 1 increases and a centrifugal force of a predetermined level or more acts on the centrifugal clutch 9 that rotates together with the flywheel 8, the centrifugal clutch 9 expands outward and is connected to the one-way clutch 10. And the engine driving force is transmitted to the one-way clutch 10.
[0027]
In the one-way clutch 10, the outer circumferential rotating member 10A and the inner circumferential member 10B are coupled by a ratchet mechanism or the like, and the rotor driving shaft 2A of the motor 2 is coupled to the inner circumferential member 10B. The rotational driving force in the same direction as the engine 1 of the outer peripheral rotating member 10A is transmitted to the inner peripheral member 10B, but rotationally driven in the same direction as the engine rotation of the inner peripheral member 10B that rotates integrally with the motor 12. The force is not transmitted to the outer peripheral rotating member 10A.
[0028]
Hereinafter, the internal power control for each required operation state of the present embodiment will be described.
When starting from the stop state, the motor 2 can be stopped by adjusting the rotational speed of the engine 1 to be less than the connection speed of the centrifugal clutch 9 (including stop), and the external transmission 11 can be stopped in the stop state. It can start by connecting the motor 2 and the drive shaft 2 by connecting to the low speed range and driving the motor 2.
[0029]
When the rotational speed of the motor 2 rises moderately, the output of the engine 1 is increased to follow the speed, and the driving force of the engine 1 is changed to the motor 2 through the connection of the centrifugal clutch 9 and the transmission of the driving force by the one-way clutch 10. Docking operation superimposed on the driving force can be executed. In this way, the docking operation can be realized only by performing simple output control of the engine 1, and no special actuator or the like is required.
[0030]
When switching from the docking operation to the low output mode using only the driving force of the motor 2, if the output of the engine 1 is reduced to a speed equal to or lower than the synchronous speed, the driving force of the motor 2 is transmitted to the engine 1 by the action of the one-way clutch. The centrifugal clutch 9 is also disconnected and the engine 1 can be stopped without any trouble.
Further, since all the kinetic energy of the vehicle body can be absorbed by the motor 2 during deceleration, it can be converted into electric power and stored in a battery or the like to prepare for the next power consumption. In this case, since power transmission can be disconnected from the engine 1, so-called engine braking is not used, so that the power regeneration efficiency can be increased and the energy saving capability is improved.
[0031]
Further, although the centrifugal clutch 9 and the one-way clutch 10 are connected in series, as shown in FIG. 3, the centrifugal clutch has a generally large diameter, while the one-way clutch has a relatively small diameter. Even when combined, the clutch can be set relatively compactly.
[Brief description of the drawings]
FIG. 1 is a diagram showing an overall configuration of a reference example .
FIG. 2 is a diagram showing an overall configuration of an embodiment of the present invention .
FIG. 3 is a cross-sectional view showing details of a main part of the embodiment .
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Motor 3 ... Mechanical transmission 4 ... One-way clutch 5 ... Rotational speed sensor 6 ... Control computer 7 ... Transmission actuator 9 ... Centrifugal clutch 10 ... One-way clutch

Claims (4)

  An internal combustion engine disposed on the front side in the driving force transmission direction and an electric motor disposed on the rear side, and connected between the internal combustion engine and the motor by centrifugal force at a predetermined rotational speed or more and shut off at less than the predetermined rotational speed And the one-way clutch that transmits the driving force from the internal combustion engine side to the electric motor side and blocks the reverse driving force transmission in series, and connects the internal combustion engine and the electric motor according to the required operating state. An internal power control device for a composite prime mover characterized by controlling the motor. 2. The internal power control device for a composite prime mover according to claim 1 , wherein the motor is operated and the internal combustion engine is operated at a predetermined rotational speed or more and connected by the centrifugal clutch, and is operated in combination. 3. The internal power control of a composite prime mover according to claim 1 or 2 , wherein the internal combustion engine is operated at a predetermined rotational speed or more, and the electric motor connected by the centrifugal clutch is driven as a generator to generate electric power. apparatus. The internal power control device for a composite prime mover according to any one of claims 1 to 3 , wherein the operation of the internal combustion engine is stopped and only the electric motor is operated.

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