JPH0767208A - Drive mechanism for hybrid vehicle - Google Patents

Abstract

PURPOSE:To provide a drive mechanism for hybrid vehicle, equipped with in electric motor and an engine, in which the vehicle mounting performance is improved by minimizing the mounting space, especially, in the axial direction. CONSTITUTION:A generator 2 is disposed coaxially with the output shaft of a combustion engine 1 whereas an electric motor 3 and various transmissions 4, 5, 6 are disposed on another shaft. These two rotary shafts are coupled through a rotation transmitting means 8, e.g. a sprocket/chain unit or a gear, and a clutch 9 for connecting/disconnecting the rotation is provided for any one rotary shaft. The clutch 9 is normally disconnected and a wheel 7 is driven with the power from the motor 3 coupled with the generator 2 being operated through the engine 1. Upon failure of motor or upon demand of high output (e.g. high speed running), the clutch 9 is connected and power from the engine 1 is transmitted to the wheel 7 in place of the motor power or in addition thereto.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a novel drive mechanism used in a hybrid vehicle equipped with an electric motor and an engine.

[0002]

2. Description of the Related Art Various hybrid vehicles have been developed in which a fuel engine such as a gasoline engine, a diesel engine or a gas turbine engine is used in combination with an electric motor such as a battery for generating electric energy as a power source.

[0003] A hybrid vehicle avoids the problems of noise and air pollution by using an electric motor as a power source during normal driving, and on the other hand, the drawbacks of an electric vehicle, in particular, the charging range of one battery is insufficient. In addition, the disadvantage that it is difficult to start suddenly, run under high load, run at high speed, etc. due to the small generated torque can be solved by using a fuel engine together, and therefore, it has attracted great attention in recent years.

A hybrid vehicle is of a so-called series type in which an engine is rotated in a constant state to drive a generator, an electric energy generated by the generator is used to rotate a motor, and the rotation is transmitted to drive wheels for traveling. , There are so-called parallel type in which the output of the engine and the motor are respectively connected to driving wheels, and either or both of them are selectively used for traveling, and so-called series / parallel type in which these series type and parallel type are combined. (Actual Kaihei 2-7702
Issue).

Generally, a series type hybrid vehicle tends to have a lower driving efficiency at high speeds, and a parallel type hybrid vehicle tends to have a lower driving efficiency at a lower speeds. The parallel type hybrid vehicle has the characteristic that excellent driving efficiency can be obtained under all driving conditions from low speed running to high speed running.

Further, when applied to a passenger car, it is preferable that the engine, which is a heating element (and the generator integrated with the heating element), be arranged in front of the vehicle where ram wind can be utilized.
In addition, since a large battery is used in order to increase the travel distance per charge, the battery is generally mounted on the rear part of the vehicle in order to secure passenger space. Therefore, it is preferable that the motor and the transmission are arranged in front of the vehicle in terms of the weight distribution of the vehicle and the mounting space. That is, the engine, the generator, the motor, and the transmission are mounted in front of the vehicle.

[0007]

By the way, the engine and the generator, and the motor and the transmission, which constitute separate drive systems and exciter systems, respectively, must be mounted separately and have different behaviors. Therefore, it is necessary to place an appropriate clearance between them for mounting. Because of this, the engine,
A large space is required to mount the generator, the motor and the transmission, and it is practically difficult to mount them in a so-called engine room in front of the vehicle.

In particular, disposing all of them coaxially requires a large dimension in the axial direction. For this reason, if there is only a limited space in the axial direction, for example, in the case of a FF (front engine / front drive) type vehicle, it is extremely difficult to fit within the width of the engine room. Further, even if the vehicle can be mounted in the engine room by the coaxial arrangement, the steering angle of the front wheels cannot be sufficiently secured, and the turning radius of the vehicle becomes large.

Further, separate cases are required for the engine and the generator, and the motor and the transmission, which causes an increase in the number of parts and an increase in weight and cost.

Further, it is difficult to dispose the motor and the transmission in the central portion of the vehicle because it is necessary to provide an appropriate clearance between the motor and the transmission. Therefore, a differential device for transmitting the rotation from the motor is required. Since it is arranged at a position deviated from the center of the vehicle, the left and right drive axles become unequal in length, which causes torque steering.

Therefore, the present invention solves the above-mentioned disadvantages of the prior art, minimizes the axial mounting size of the drive mechanism in a hybrid vehicle equipped with an electric motor and an engine, and is suitable for use in FF type vehicles. The purpose is to enable.

Another object of the present invention is to provide a compact and highly mountable drive mechanism which can be used as it is in a transmission case provided in a conventional vehicle driven by a combustion engine and can be housed in the case. To do.

[0013]

SUMMARY OF THE INVENTION The present invention devised to achieve the above object includes a combustion engine, an electric motor, a generator for generating power by rotation of the combustion engine, and an output by rotation of the electric motor. In a hybrid vehicle having an output gear, the generator is arranged on a first shaft coaxial with the output shaft of the combustion engine, and the electric motor and the output gear are arranged on a second shaft parallel to the first shaft. A hybrid vehicle, further comprising: connecting means for connecting between the first shaft and the second shaft; and clutch means for connecting and disconnecting transmission of engine output torque on the first shaft or the second shaft. Is a drive mechanism in.

The connecting means can be constructed as a chain device having first and second sprockets provided on the first shaft and the second shaft, respectively, and a chain connecting the sprockets.

The coupling means can also be configured as a gear device. In particular, the first and second gears respectively provided on the first shaft and the second shaft and the first and second gears provided on the intermediate shaft arranged between the first shaft and the second shaft. Can be configured as a gear device having an intermediate gear that meshes with the gear.

[0016]

As schematically shown in FIG. 1, the drive mechanism in the hybrid vehicle of the present invention is a combustion engine (E / E).
G) A generator 2 integrally formed with the engine is arranged on the first shaft X1 which is coaxial with the output shaft of the engine 1. The electric energy obtained by the power generation of the generator 2 based on the rotation of the engine is stored in a battery (not shown).

On the other hand, a second axis X provided parallel to the first axis
An electric motor 3 driven by the electric energy stored in the battery or by directly supplying the electric energy generated by the generator 2 without passing through the battery is disposed at 2. To be done. Further, a transmission 4, a final reduction gear 5, and a differential device 6 are arranged on the second shaft, and are configured so that the rotational force of the electric motor 3 is transmitted to the drive wheels 7 to run.

The rotational force of the first shaft X1 due to the output of the engine 1 is transmitted to the rotation transmission means 8 such as a gear or a chain and to either the first shaft X1 or the second shaft X2.
It can be selectively transmitted to the second shaft X2 via the clutch means 9 which is placed in front of or behind.

The clutch means 9 is normally in the released state,
That is, it operates as a series type hybrid vehicle that travels only by the power from the electric motor 3.

When the electric motor 3 is out of order, or when a high output is required during high-speed running or acceleration, the clutch means 9 is brought into a locked state, and instead of the power of the electric motor 3 or in combination therewith. Power from the engine 1 is used. That is, it operates as a parallel type hybrid vehicle.

Since the engine 1 and the electric motor 3 which require a large mounting space in the hybrid vehicle are provided on the first shaft X1 and the second shaft X2, respectively, the axial mounting size of the entire drive mechanism can be small. Therefore, it is particularly suitably applied to an FF vehicle that has a large restriction in the axial dimension.

[0022]

FIG. 2 is a schematic diagram showing the structure of a drive mechanism in a hybrid vehicle according to an embodiment of the present invention, which is connected to a combustion engine 10 which is laterally installed in the front portion (so-called engine room) of the hybrid vehicle. The hybrid unit 11 according to the present invention is installed in a portion corresponding to the conventional automatic transmission.

In this hybrid unit 11, a generator 13, a clutch 14 and a first sprocket 15 are arranged on a first shaft 12 which is coaxial with an engine output shaft 10a, and further ahead of the first shaft 12 in the vehicle. The second sprocket 1 connected to the first sprocket 15 and the chain 17 on the second shaft 16 provided in parallel.
8, an electric motor 19, a transmission 20, a final reduction gear 21, and a differential device 22 are arranged. Hybrid unit 1 composed of these members
1 is housed and supported in an integral case 23 fixed to the side of the engine 10.

The generator 13 is disposed in the torque converter portion of the conventional automatic transmission, that is, adjacent to the engine 10, and has a stator coil 13a fixed to the inner wall of the integrated case 23 and a damper 13b on the engine output shaft 10a. And a rotor 13c connected to each other.

The clutch 14 is shown as a hydraulic wet multi-plate clutch in this example, and its input side is connected to the engine output shaft 10a and its output side is connected to the rotating shaft 15a of the sprocket 15.

The sprocket 15 is rotationally driven together with the rotation of the engine 10 when the clutch 14 is in the locked state, and transmits the rotation to the second sprocket 18 via the chain 17. The sprocket 15, 18 and the chain 17 constitute a rotation transmission means 24.

A rotating shaft 18a of the sprocket 18 has a sleeve shape, and an electric motor 19 is connected to the sleeve-shaped rotating shaft 18a. The electric motor 19 includes a brushless DC motor, an induction motor, a DC shunt winding motor, and the like. As is known, the electric motor 19 includes an integral case 2
It has a stator 19a fixed to the inner wall of 3 and having a coil 19b wound around it, and a rotor 19c connected to the rotating shaft 18a of the sprocket 18.

The transmission 20 is configured as an underdrive mechanism (U / D) or an overdrive mechanism (O / D) depending on the performance required of the vehicle.
Since the hybrid vehicle according to the present invention normally travels only by the power of the electric motor 19, the transmission 20 is not always necessary, and the transmission 2 is required for weight reduction and energy loss reduction.
It is also possible to omit 0.

A final reduction gear 21 is connected to the output side of the transmission 20, and the rotation reduced by the final reduction gear 21 is transmitted to the differential device 22. The final reducer 21 can also be omitted in some cases. Left and right drive axles 25a, 25b extend from the differential device 22 to drive left and right drive wheels 26a, 2b.
It is connected to 6b.

The operation of the drive mechanism constructed as described above will be explained. In normal use, the clutch 14 is held in the open or disengaged state. Therefore, the engine output on the first shaft 12 is kept. The shaft 10a and the rotating shaft 15a of the sprocket 15 are in a disconnected state. In this state, the engine 10 is rotated by the key operation by the operator, but is constantly rotated while the vehicle is traveling and the vehicle is stopped regardless of the traveling speed, in a state where the efficiency is high and the exhaust gas is minimal (rotation speed and torque). There is. The rotation of the engine 10 is transmitted to the rotor 13c of the generator 13 via the damper 13b, and the stator coil 1
A predetermined current is generated at 3a. The alternating-current power generated by the generator 13 is converted into direct current by a converter (not shown) and then guided to a battery (not shown) to charge the battery.

On the other hand, in response to a traveling signal output by an operator's depression of the accelerator pedal or the like, the current from the battery and / or the current from the converter is converted into a predetermined current by an inverter (not shown). Is supplied to the electric motor 19, and the rotor 19c of the electric motor 19 rotates at a rotation speed and torque corresponding to the request. The rotation of the rotor 19c is transmitted to the left and right drive axles 25a and 25b via the transmission 20, the final reduction gear 21, and the differential device 22, and drives the left and right drive wheels 26a and 26b to travel. When the rotor 19c rotates, the second sprocket 18 rotates, and the first sprocket 15 rotates via the chain 17, but the clutch 14 is in the disengaged state, so that the rotation of the engine output shaft 10a may be interfered with. There is no.

When the electric motor 19 fails, or when a high output is required during high speed running or acceleration, the clutch 14 is engaged by an operator's operation or automatically to operate as a parallel type hybrid vehicle. To be done. In this case, the rotation of the engine output shaft 10a is transmitted to the generator 13 and used for power generation in the same manner as described above, and at the same time, the rotation shaft 15a of the first sprocket 15 is rotated through the clutch 14 in the connected state to cause the chain 17 to rotate. The rotating shaft 18a of the second sprocket 18 is rotated via the. This allows the electric motor 19
In the event of a failure, the rotation of the engine 10 is transmitted to the transmission 20 in place of the electric motor, or when a high output is required, the rotational force of the engine 10 is increased so as to assist the electric motor 19 to increase the rotational force.
0 to the wheels 26a and 26b.

During vehicle braking, the drive wheels 25a,
The rotational force of 25b is transmitted to the electric motor 19 via the differential device 22, the final reduction gear 21, and the transmission 20, and the rotor 19c rotates to generate a current in the stator coil 19b. That is, the electric motor 19 functions as a generator, and the power generation can be used to charge the battery. During this so-called regenerative braking, the clutch 14 is held in the disengaged state.

FIG. 3 is a schematic diagram showing the structure of a drive mechanism according to another embodiment of the present invention. This embodiment differs from the embodiment shown in FIG. 2 described above in that the first and second sprockets 15 and 18 and a chain 17 connecting them are replaced by a rotation transmission means 24 instead of the first transmission means. A rotation transmission means 31 is provided which includes a gear 27 provided on the shaft 12, a gear 29 provided on an intermediate shaft 28 meshing with the gear 12, and a gear 30 on the second shaft 16 meshing with the gear 29. There is something. If the rotation transmitting means is configured as a gear device, the gears meshing with each other rotate in opposite directions, so that the first shaft 12 that is coaxial with the engine output shaft 10a.
And the second shaft 16 coaxial with the motor output shaft, an intermediate shaft 28 is disposed, and a gear 29 on the intermediate shaft 28 is used as both the gear 27 on the first shaft and the gear 30 on the second shaft. And the rotation directions of the first shaft and the second shaft are the same. When the intermediate shaft 28 is omitted, it is necessary to rotate the engine 10 in the reverse direction.

In the embodiment described above, the clutch 1
Although all 4 are arranged on the first shaft 12, they may be arranged in front of the electric motor 19 on the second shaft 16.

[0036]

According to the drive mechanism of the present invention, the generator is arranged coaxially with the engine output shaft, and the electric motor and the transmission are arranged on different shafts, that is, the electric motor and the transmission. A member required for a drive mechanism of a hybrid vehicle including an engine is divided into two shafts, and the rotation of each shaft can be selectively transmitted through a clutch and a rotation transmission means. Can be small. Therefore, it can be suitably mounted especially in an FF vehicle.

Further, since the drive mechanism can be accommodated and supported in the integrated case and can be installed in place of the conventional automatic transmission, the production mechanism of the automatic transmission can be used. It is possible, and it can be put to practical use by utilizing the existing equipment.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing a configuration of a drive mechanism of the present invention.

FIG. 2 is a schematic configuration diagram showing a drive mechanism according to an embodiment of the present invention.

FIG. 3 is a schematic configuration diagram showing a drive mechanism according to another embodiment of the present invention.

[Explanation of symbols]

 1 Combustion Engine 2 Generator 3 Electric Motor 8 Rotation Transmission Means 9 Clutch Means 10 Combustion Engine 12 First Shaft 13 Generator 14 Clutch 16 Second Shaft 19 Electric Motor 20 Transmission 21 Final Reducer 22 Differential Device 23 Integrated Case 24 Rotation Transmission Means 31 Rotation transmission means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display area B60L 15/20 K 9380-5H

Claims (4)

[Claims] 1. A hybrid vehicle having a combustion engine, an electric motor, a generator for generating electric power by rotation of the combustion engine, and an output gear for transmitting output by rotation of the electric motor, wherein an output shaft of the combustion engine is provided. A generator is arranged on a first shaft coaxial with the electric motor, an electric motor and an output gear are arranged on a second shaft parallel to the first shaft, and the first shaft and the second shaft are connected to each other. And a clutch means for connecting and disconnecting transmission of output torque of the engine on the first shaft or the second shaft. 2. The connecting means is configured as a chain device having first and second sprockets provided on the first shaft and the second shaft, respectively, and a chain connecting the sprockets. The drive mechanism according to claim 1, which is characterized in that. 3. The connecting means is configured as a gear device including a plurality of gears including first and second gears provided on the first shaft and the second shaft, respectively. The drive mechanism according to claim 1. 4. The connecting means comprises first and second gears respectively provided on the first shaft and the second shaft, and an intermediate shaft arranged between the first shaft and the second shaft. 4. The drive mechanism according to claim 3, wherein the drive mechanism is provided as a gear device having an intermediate gear that is provided on the intermediate gear and meshes with the first and second gears.