JPH11105560A - Hybrid electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To charge a driving battery in time of optionality by installing a generator which is rotated by an engine via a transmission, and producing electric power with a voltage suited for charging this driving battery. SOLUTION: In use of a manual transmission with a reverse idle shaft 42, a motor input gear 46 is engaged with its reverse idle gear RR 44, and in this case, rotation of a motor set up at the outside is made so as to be always transmitted to a main shaft 27 owing to these gears combined. On the other hand, a generator gear 48 is engaged with a reverse idle gear FF 43, and thereby a generator 18 is made so as to produce electric power by the engine.

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 a motor, and a hybrid electric vehicle including a motor and an engine. However, there is a parallel-type hybrid electric vehicle that can be operated. The present invention relates to a parallel hybrid electric vehicle.

FIG. 6 is a diagram showing an example of a conventional parallel 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, 9 is Controller, 10 is an inverter, 11 is a starter switch, 12 is an accelerator sensor,
13 is a regenerative power consumption resistor, 14 is a driving battery,
Reference numeral 15 denotes a DCDC converter, and reference numeral 16 denotes an electric load.

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
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. 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.

FIG. 4 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.
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,
8 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, 32 is a gear for a vehicle speed sensor, 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 ,
44 is a reverse idle gear R _R. 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.

[0008] The drive shaft 20 is connected to the clutch 2 (therefore, 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 the gears can be shifted in first speed, second speed, and the like. 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 a rotational force as follows. Counter reverse gear 38 → reverse idle gear F _T
43 → reverse idle shaft 42 → reverse idle gear _RR 44 → reverse gear 28 → main shaft 2
In FIG. 4, the reverse idle gear R _R 44 and the reverse gear 28 are separated from each other, but are spatially engaged 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. Hei 8-251712. As shown in FIG. 1, the motor is directly assembled via a gear to a "first shaft" which forms the center of the transmission.

[0013]

[Problems to be solved by the invention]

(Problems) 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 are difficult. The second problem is that it is necessary to take measures against heat damage to the motor. A third problem is that drive control is complicated. A fourth problem is that there is no means for charging the driving battery. A fifth problem is that there is no power supply for electrical devices that operate on a high voltage power supply. Also, Japanese Patent Application Laid-Open No. 8-2517
In the maintenance and inspection of the motor, the hybrid electric vehicle disclosed in Japanese Patent Publication No. 12 needs to separate the transmission from the engine or disassemble a part of the transmission in some cases, which is troublesome.

(Explanation of Problems) First, the first problem will be described. 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. Therefore, maintenance inspection is very difficult. The same applies to the technique disclosed in Japanese Patent Application Laid-Open No. 8-251712, since the technique 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 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. 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, for example, when the engine is 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.

The fourth problem will be described. When driving by motor, the driving battery is consumed, but there is no appropriate means to charge the battery during driving. Although a method of charging with a normal vehicle-mounted generator is conceivable, the voltage generated by the normal vehicle-mounted generator is low (eg, 12 V), whereas the voltage of the driving battery is a high voltage of about 300 V. Therefore, a booster is required, and complicated control is also required. Therefore, it was not suitable as a charging means. The fifth problem will be described. When a vehicle arrives at a work site or the like and performs work, the work may be performed using an electric device that operates at a voltage higher than the voltage of a normal vehicle-mounted battery. Conventionally, in such a case, the engine generator was carried along with it and used to generate electricity. Therefore, there was a lot of luggage to carry. SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems by slightly modifying an existing transmission and connecting the transmission to an externally installed motor and generator.

[0016]

In order to solve the above problems SUMMARY OF THE INVENTION The hybrid in the present invention, which as a transmission, with a manual transmission having a reverse idle shaft reverse idle gear F _T and the reverse idle gear R _R is fixed in an electric vehicle, connected to the reverse idle gear F _T and meshed generator drive shaft generator gear and that it was fixed was constructed in the transmission, generator installed the generator drive shaft to the outside of the transmission And
A driving battery for supplying power to the motor for driving the vehicle is connected to be charged with the output of the generator.

Further, in a similar hybrid electric vehicle, the reverse idle gear disconnects the R _R to the reverse idle shaft by the synchromesh mechanism, is attached so that it can contact, the reverse gear of the reverse idle gear R _R meshing main secured to the shaft, the reverse idle gear and F _T and meshed generator drive shaft generator gear and it was fixed was the reverse idle gear R _R and meshed motor input gear and motor input which is fixed to it were A shaft in a 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 to the outside via the output terminal portion.

(Summary of operation to be solved) In addition to a normal on-vehicle generator, a second generator which is rotated by an engine via a transmission is provided, and a driving battery for supplying power to a motor for driving the vehicle is charged. Therefore, the driving battery can be charged at any time. In addition to the generator, when a vehicle driving motor is also mounted from outside the transmission,
The motor can be installed at a position distant from the engine. In addition, when an output terminal portion capable of taking out 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. There is no need to carry an engine generator.

Since the motor and the generator can be installed outside the engine and the transmission, maintenance and inspection can be performed without removing and attaching the engine and the transmission, so that it is easier than before. In addition, since it is installed at a distance from the engine, there is no need to take measures against heat damage, and since it is not directly connected to the engine, control becomes easy.

[0020]

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. The reference numerals correspond to those in FIG. 6, where 17 is a motor, 18 is a generator, and 19 is an output terminal. This embodiment is an example in which both a motor 17 and a generator 18 are attached to a transmission 3. The engine 1 may or may not include a flywheel. However, the transmission 3 needs to have a reverse idle shaft.

The first difference from the conventional example shown in FIG. 6 is that the motor 17 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
In that the torque of the motor 17 is transmitted via the transmission 3. A third difference is that a generator 18 is provided as a second generator in addition to a normal vehicle-mounted generator, and the torque of the engine 1 is transmitted to the generator 18 via the transmission 3.

When the generator 18 generates electric power, it is necessary to supply an exciting current. The controller 9 controls whether the exciting current is supplied or not (that is, whether the electric power is generated). The output of the generator 18 is connected to the driving battery 14 and charges the driving battery 14.
In addition, the output of the generator 18 is also connected to the output terminal section 19, and is provided for convenience in taking out power to an electric device used for 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
An example is a stepped transmission. The reference numerals correspond to those in 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 Bearings. The motor input shaft 45 is connected to the rotation shaft of the motor 17 using a joint such as a universal joint or a propeller shaft as appropriate. The generator drive shaft 47 is similarly connected to the rotating shaft of the generator 18.

A first different from the transmission of FIG.
Is that a motor input shaft 45 and a 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 a synchromesh mechanism 49 is provided correspondingly. A 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 a needle roller bearing 29). The fourth difference is that a generator drive shaft 47 and a 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. As shown
The motor input gear 46 attached to the motor input shaft 45 is a reverse idle gear R _R 44
And it provided so as to mesh generator gear 48 attached to 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 coupling relationship from the reverse gear 28 to the motor 17,
Reverse gear 28 → reverse idle gear R _R 44 → motor input gear 46 → the motor input shaft 4
They are connected by a route of 5 → motor 17. Therefore, when the motor 17 is not the driving source, the rotation of the main shaft 27 is transmitted to the motor 17. When not used as a drive source, no current flows to the motor 17, so that the motor 17 is simply rotated like a flywheel. When the motor 17 is used as the drive source, the reverse gear 28 is rotated by following the above path in reverse (therefore, the main shaft 27 is rotated).

On the other hand, regarding the generator 18, the engine 1
The rotational force is transmitted in the following 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, the generator 18 generates power if an exciting current is applied according to a command from the controller 9. The rating of the generator 18 is such that the generated voltage is
4 is set to a value suitable for charging (about 300 V).

With the above-described configuration, the motor 17 and the generator 18 are installed outside the engine 1 and the transmission, so that there is no need to detach and attach the engine 1 and the transmission 3 during maintenance and inspection. Work can be performed very easily. In addition, since these are installed at a place away from the engine 1,
It is not necessary to take measures against heat damage from the engine 1. Further, since the motor 17 is not directly connected to the engine 1,
Control of the motor 17 becomes easy. The generator 1 generates a voltage of a value suitable for charging the driving battery 14.
Since the battery 8 is provided, when the charge amount of the driving battery 14 decreases during traveling, the generator 18 can generate power and charge the battery. Furthermore, since it becomes possible to take out the power supply for the electric device operating 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 is the driving source will be described. (A) When the Engine is the Drive Source (A-1) Forward The rotational force is transmitted from the drive shaft 20 because the engine is the drive source. Synchromesh mechanism 22
Taking the case where the vehicle is moving forward coupled with 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 → To drive wheel

[0030] When (A-2) to reverse the reverse is synchromesh mechanism 49 is coupled 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 _FT 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 driving source When the motor 17 is the driving source, all synchromesh mechanisms are not connected to the corresponding gear. (B-1) Forward Power is supplied to the motor 17 to start rotation, and the rotational force is transmitted through the following path. Motor 17 → motor input shaft 45 → motor input gear 46 → reverse idle gear R _R 44 → reverse gear 28 → main shaft 27 →
To drive wheels. (B-2) Reverse When rotating backward, the rotation direction of the motor 17 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.

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 by 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 power.

The case where the power is generated by the generator 18 as the second generator is as follows. When the driving battery 14 is charged: after the running with only the motor 17 is completed (after finishing and stopping, or after switching to the engine running), the charge amount of the driving battery 14 falls below the allowable level. To do. In the case of floating charging while running with the motor 17 ... Motor 1
7 when the generator 18 is generated by the engine while the vehicle is running at 7, and the driving battery 14 is to be charged. (If the power is generated by the generator 18, the output may be smaller and the engine sound may be lower than when the drive output is generated by the engine. Therefore, when the charge amount of the drive battery 14 is small, the noise may be reduced. Driving in this manner in a residential area, etc., where noise is generated, makes it possible to travel for a long time with low noise.) When supplying power to electrical equipment for work: It operates at a higher voltage than a normal on-board generator This is done when you want to use electrical equipment.

(Second Embodiment) In the first embodiment,
Motor 17 and generator 18 for transmission 3
However, in the second embodiment, only the generator 18 is mounted on the transmission 3. Therefore, it is assumed that the motor for driving the vehicle is mounted somewhere else. Since there is a motor for running the vehicle, the driving battery 14 is naturally also present.

If the configuration of the second embodiment is described with reference to FIG. 1, it can be considered that the motor 17 connected to the transmission 3 is removed and the motor 17 is replaced with 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 to an external electric device from the output terminal 19.

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 used only by taking it out of the output terminal 19.

[0037]

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

(Effects of the Invention of Claim 2) In addition to the effects of the invention of claim 1, the following effects are obtained. 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, which makes it very easy. Since the motor is located far 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.

(Effects of the Invention of Claim 3) In addition to the effects of the invention of claim 1 or 2, the following effects are obtained. Since the output of the second generator is a high voltage, it is possible to operate an electric device of a high voltage specification, and it is not necessary to bring an engine generator for the device.

[Brief description of the drawings]

FIG. 1 shows 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 illustrating an example of a shaft positional relationship of a conventional transmission.

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

[Explanation of symbols]

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
... 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
... Gear for vehicle speed sensor, 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 _RR , 45
... Motor input shaft, 46 ... Motor input gear, 47 ... Generator drive shaft, 48 ... Generator gear, 49 ... Synchromesh mechanism, 50 ... Needle roller bearing

Claims (3)

[Claims] As claimed in claim 1] transmission was in a hybrid electric vehicle using a manual transmission having a reverse idle shaft reverse idle gear F _T and the reverse idle gear R _R is fixed, then the reverse idle gear F _T mesh generator A machine gear and a generator drive shaft to which the gear is fixed are configured in the transmission, and the generator drive shaft is connected to a generator installed outside the transmission;
A hybrid electric vehicle, wherein a driving battery for supplying power to a vehicle driving motor is connected to be charged by an output of the generator. As 2. A transmission, in the hybrid electric vehicle using a manual transmission having a reverse idle shaft reverse idle gear F _T and the reverse idle gear R _R is secured, by synchromesh mechanism the reverse idle gear R _R the cross on the reverse idle shaft, is attached so that it can contact the fixed reverse gear on the main shaft for the reverse idle gear R _R mesh, the reverse idle gear F _T and meshed generator gear and anchoring it was a generator drive shaft, and the a reverse idle gear R _R and motor input gear and motor input shaft which is fixed to it was engaged configured in transmission, transformer the generator drive shaft mission The motor input shaft is connected to a generator installed outside the transmission, and the motor input shaft is connected to a motor for driving the vehicle installed outside the transmission, and a driving battery for supplying power to the motor is connected to an output of the generator. A hybrid electric vehicle, which is connected to be charged by a hybrid electric vehicle. 3. The hybrid electric vehicle according to claim 1, wherein an output of the generator can be taken out through an output terminal portion.