JPH11150804A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle which enables efficient generation of electric power by installing another generator for auxiliary devices, in addition to a dynamotor and to ensure a compact structure even with the additional generator. SOLUTION: A hybrid vehicle is provided with an internal combustion engine 1, which works as a drive source of the vehicle, and a dynamotor 2, which when connected to the output shaft of the internal combustion engine 1 via a transmitting means 6, supplements the output of the internal combustion engine 1 or regenerates power. Another generator 3, whose output is smaller than that of the dynamotor 2 is an auxiliary drive generator and is provided on the power transmitting shaft from the transmitting means 6 of the dynamotor 2 for generating electric power for driving auxiliary devices.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a hybrid vehicle, and more particularly, to a so-called parallel type hybrid vehicle.

[0002]

2. Description of the Related Art A parallel-type hybrid vehicle has an internal combustion engine as a basic traveling drive source of the vehicle, like a general automobile, but requires an auxiliary output to assist the output of the internal combustion engine. A motor (specifically, a generator motor that can also operate as a generator) generated in accordance with the load is mounted on a vehicle, and outputs (mechanical power) of the internal combustion engine and the generator motor are transmitted to drive wheels via a transmission. It is generally known that the vehicle travels.

In this type of hybrid vehicle,
For example, by causing the generator motor to generate the auxiliary output when the vehicle is accelerating and transmitting it to the drive wheels together with the output of the internal combustion engine, the output of the internal combustion engine is suppressed while ensuring the required acceleration performance of the vehicle, As a result, the fuel consumption and the amount of exhaust gas of the internal combustion engine are reduced.

[0004] For example, when the internal combustion engine is not running and the engine is idling, or when it is not necessary to assist the output of the internal combustion engine even while the vehicle is running, all or part of the output of the internal combustion engine ( The regenerative power generation of the generator motor is performed by the surplus of the internal combustion engine output, and the regenerative power output is collected in an electric energy storage device such as a power supply battery of the generator motor.

In this type of hybrid vehicle, operating power is supplied to accessories such as an ignition device for an internal combustion engine, an air conditioner, an audio system, and a controller for controlling the generator motor, which are mounted on the vehicle. Is required. The voltage for operating the accessories is lower than the operating voltage of the generator motor. Therefore, it is necessary to reduce the regenerative power output of the generator motor and the voltage (100 to 180 V) of the electric energy storage device to about 12 V by a DC-DC converter and supply them to accessories and store them in a battery for accessories. Power can be supplied to auxiliary equipment according to the conditions.

However, by providing the DC-DC converter, a 12 V
The power generation efficiency is reduced to 40% to 60%. Therefore,
By providing another 12 V generator for supplying power to the auxiliary equipment and storing the battery in the battery for the auxiliary equipment, the voltage of the generator motor is prevented from being reduced to 12 V.
It is conceivable to improve V power generation efficiency. However, in this case, by providing another generator separately from the generator motor, means for transmitting kinetic energy of the internal combustion engine, the generator motor, the drive wheels, and the like to the other generator (for example, a pulley and a belt, or (A transmission mechanism such as a gear) is required, which may complicate the device configuration or increase the size of the device.

[0007]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides another generator for auxiliary equipment in addition to a generator motor, thereby enabling efficient power generation. It is an object of the present invention to provide a hybrid vehicle that can be compactly constructed even when a vehicle is provided.

[0008]

In order to achieve the above object, the present invention provides an internal combustion engine as a drive source of a vehicle and a transmission means for transmitting the rotation of the internal combustion engine to an output shaft of the internal combustion engine. And a generator motor connected to the generator motor, the generator motor assisting the output of the internal combustion engine or regenerating the regenerative power to store the regenerative power output in an electric energy storage device. Another generator having a smaller output than the generator motor is provided on the shaft.

Further, the other generator is an auxiliary equipment driving generator for generating electric power for driving the auxiliary equipment.

By providing another generator having a smaller output than the generator motor, for example, an ignition device for an internal combustion engine,
Electric energy to be supplied to auxiliary equipment such as a controller for controlling the generator motor and a battery for the auxiliary equipment can be generated by another generator.
-It is possible to improve the power generation efficiency as compared with the case where electric energy is supplied to the accessories and the batteries for the accessories via the DC converter.

Further, by connecting another generator on the power transmission shaft from the transmission means of the generator motor, kinetic energy at the time of power generation is directly transmitted to the other generator via the generator motor. A transmission mechanism such as a pulley, a belt, a gear, or the like dedicated to another generator is not required, and a compact configuration can be achieved.

Further, in the present invention, the generator motor is a magnet type generator motor, and the generator motor is provided with clutch means capable of interrupting power transmission from the internal combustion engine.

Examples of this type of generator motor include a field current generator motor and a magnet generator motor. The field current generator motor needs to flow a current through an electromagnetic coil to generate a magnetic force even during power generation, so that it is relatively large in structure for supplying power to a coil of a rotor via a contact. Further, while a power generation efficiency of usually 70 to 80% can be obtained, a copper loss or an iron loss occurs due to the influence of heat generated by itself or external heat, and the power generation efficiency becomes 50%.
To 60%. On the other hand, the magnet-type generator motor does not need to supply current at the time of power generation because it has a permanent magnet, generates less heat than the field current-type generator motor, has a higher power generation efficiency, and further has a rotor. When a permanent magnet is provided, a structure for supplying power to the coil of the rotor via the contact is not required, and it is possible to reduce the size. For this reason, in the present invention, a magnet-type generator motor is employed as the generator motor to improve the power generation efficiency and to reduce the size of the generator motor.

However, in the case of the magnet type generator motor, even when regenerative power generation or output assistance is unnecessary, the rotor is always given resistance by the influence of the magnetic force of the permanent magnet. For this reason, the output of the internal combustion engine may be lost due to the resistance due to the influence of the magnetic force generated in the rotor of the magnet type generator motor, and the fuel consumption of the internal combustion engine may be deteriorated.

Therefore, in the present invention, power transmission from the internal combustion engine can be cut off by the clutch means. Thus, when the power generation by the generator motor is unnecessary, the clutch unit is disengaged to prevent the rotational resistance of the generator from being transmitted to the internal combustion engine, thereby preventing unnecessary fuel consumption of the internal combustion engine. can do.

Further, the other generator according to the present invention includes:
A magnet-type generator, wherein the other generator is provided with clutch means for interrupting / connecting power transmission from the internal combustion engine.

According to the present invention, when the power generation by the other generator is unnecessary, that is, when the regenerative power generation by the power transmitted from the internal combustion engine is not performed, the connection with the internal combustion engine is cut off by the clutch means. be able to. Since the other generator is a magnet generator, the rotor always has a rotation resistance due to the magnetic force of the permanent magnet, as in the above-described magnet generator motor, but the clutch means Since the connection with the output shaft of the internal combustion engine is cut off, the rotational resistance of the other generator is not transmitted to the output shaft of the internal combustion engine, and wasteful fuel consumption of the internal combustion engine can be prevented.

[0018]

An embodiment of the present invention will be described with reference to the drawings. 1 is a system configuration diagram of a main part of the hybrid vehicle of the present embodiment, FIG. 2 is an explanatory diagram showing a schematic configuration of a generator motor and a generator, FIG. 3 is a diagram showing operating characteristics of the generator motor as a generator, FIG. 4 is a diagram showing operating characteristics of the generator motor as a motor, and FIG. 5 is an explanatory diagram showing another configuration of the generator motor and the generator.

Referring to FIG. 1, 1 is an internal combustion engine, 2 is a generator motor, 3 is a generator, and 4 is a transmission. Internal combustion engine 1
Is connected to the input side of the transmission 4 via a first clutch mechanism 5, and a drive shaft 4a on the output side of the transmission 4 is connected to a differential gear (not shown). It is connected to the drive wheels of the vehicle via a mechanism or the like. In addition, the generator motor 2 and the generator 3 are connected to the input side of the transmission 4 via the transmission means 6. The transmission means 6 transmits the rotation speed of the output shaft of the internal combustion engine 1 to the generator motor 2 and the generator 3 at about three times the speed. Furthermore, the generator motor 2 and the generator 3 are mounted compactly in an empty space above the housing of the transmission 4.

As shown in FIG. 2, the rotating shaft 2a of the generator motor 2 is provided with a second clutch mechanism 7 which is connected to a transmission shaft 6a extended from the transmission means 6 so as to be freely connected and disconnected. Further, a rotating shaft 3 a of the generator 3 is connected to a transmitting shaft 6 a extending from the transmitting means 6 via a third clutch mechanism 8 so as to be freely connected and disconnected. Since the generator motor 2 and the generator 3 are concentrically connected via the transmission shaft 6a of the transmission means 6, a transmission mechanism such as a pulley, a belt, or a gear is provided between the generator motor 2 and the generator 3. Is unnecessary, and it is compactly configured. The generator motor 2 is a magnet-type generator motor having a permanent magnet, and is capable of obtaining a generated voltage of 100 to 180 V. Further, the generator 3 is a magnet type generator having a permanent magnet and capable of obtaining a generated voltage of 14 to 15V. These magnet-type generators are formed relatively small because the rotors are provided with permanent magnets and no contacts are required.

Further, as shown in FIG.
Is connected to the generator motor 2, and the generator 3 is connected to the subsequent stage. The transmission shaft 6a of the transmission means 6 penetrates the rotating shaft 2a of the generator motor 2, and subsequently penetrates the rotating shaft 3a of the generator 3. In the present embodiment, the transmission shaft 6a of the transmission means 6 is formed so as to extend integrally up to the generator 3, but the generator 3 is disposed downstream of the generator motor 2 when viewed from the transmission means 6. Therefore, for example, a portion of the transmission shaft 6a of the transmission means 6 extending beyond the rear end of the generator motor 2 may have enough strength to transmit rotation to the rotation shaft 3a of the generator 3, The shaft strength of the transmission shaft 6a from the transmission means 6 to the generator motor 2 can be made smaller and less expensive.

With the above configuration, as shown in FIGS. 1 and 2, the output of the internal combustion engine 1 is transmitted to the generator motor 2 via the transmission means 6 when the first clutch mechanism 5 and the second clutch mechanism 7 are connected. Rotating shaft 2a and rotating shaft 3 of the generator 3
a to the driving wheels via the transmission 4 so that the vehicle travels. Further, when the generator motor 2 is operated as a motor during traveling of the vehicle, and the generator motor 2 generates an auxiliary output that assists the output of the internal combustion engine 1, the auxiliary output is:
The power is transmitted to the input side of the transmission 4 via the transmission means 6 and transmitted to the drive wheels via the transmission 4 together with the output of the internal combustion engine 1.

The speed change operation of the transmission 4 is performed by a speed change drive device 9 using a hydraulic pump or a hydraulic circuit (not shown). Similarly, the first clutch mechanism 5 is configured to be connected and disconnected by a first hydraulic clutch driving device 10. Also,
The second clutch mechanism 7 included in the generator motor 2 and the third clutch mechanism 8 included in the generator 3 both employ electromagnetic clutches that can be electrically controlled. Accordingly, as will be described later in detail, the connecting / disconnecting operation of the second clutch mechanism 7 is performed by the second clutch drive circuit 11, and the connecting / disconnecting operation of the third clutch mechanism 8 is performed by the third clutch drive circuit 12. Will be

That is, the first clutch mechanism 5 cuts off and connects the power transmission between the internal combustion engine 1 and the transmission 4. The second clutch mechanism 7 cuts off and connects power transmission to the generator motor 2, and the clutch means of the present invention is provided by the second clutch mechanism 7 and the second clutch drive circuit 11. Description). The third clutch mechanism 8 cuts off and connects the power transmission to the generator 3, and the third clutch mechanism 8 and the third clutch drive circuit 12 provide the clutch means of the present invention. Description).

The hybrid vehicle of this embodiment has the following electrical configuration in addition to the above-described mechanical configuration. That is, the hybrid vehicle according to the present embodiment exchanges power between the high-voltage battery 13 (electric energy storage device), which is a power source when the generator motor 2 operates as a motor, and the high-voltage battery 13 and the generator motor 2. A regulator / inverter circuit 14 and a controller 15 constituted by a microcomputer or the like are provided. Further, a 12V battery 16 for storing electric energy generated by the power generation of the generator 3 and a regulator circuit 17 for adjusting the amount of power generated by the generator 3 are provided. The 12V battery 16 is used as a power source for an air conditioner, an audio system, etc. (not shown) provided in the hybrid vehicle, and for auxiliary equipments 18 such as an ignition device of the internal combustion engine 1, and also supplies operating power to the controller 15. .

The controller 15 is supplied with various data such as the vehicle speed, the number of revolutions of the internal combustion engine 1, the state of charge (remaining capacity) of the high-voltage battery 13 and the 12V battery 16 from appropriate sensors and the like (not shown). It has become.

The controller 15 has, as a functional configuration, a generator motor control means 1 for controlling the operation of the generator motor 2 via the regulator / inverter circuit 14.
9, a generator control means 20 for controlling the power generation amount of the generator 2 via the regulator 17, and a shift control means 21 for controlling the shift operation of the transmission 3 via the shift drive device 9. I have. In addition, the controller 15
Clutch control means 22 for controlling the connection and disconnection of the clutch mechanism 5 through the first clutch driving device 10
A second clutch control means 23 for controlling the connection / disconnection operation of the second clutch mechanism 7 via the second clutch drive circuit 11; and a connection / disconnection operation of the third clutch mechanism 8 to the third clutch mechanism 8. And third clutch control means 24 for controlling the clutch drive circuit 12 via the clutch drive circuit 12. Further, the second clutch control means 23 monitors the rotation speed of the generator motor 2 by a rotation speed sensor (not shown) provided in the generator motor 2 and detecting the rotation speed of the generator motor 2, and causes the generator motor 2 to over-rotate. Occurs, the second clutch drive circuit 11
Is operated to cut off the second clutch mechanism 7.

Although not shown, the generator 3 is also provided with a rotation speed sensor. The rotation speed of the generator 3 is monitored by the third clutch control means 24. The third clutch mechanism 8 is disconnected.

The generator motor control means 19 basically includes
During acceleration of the vehicle, the generator / motor 2 is operated as a motor, and the regulator / inverter circuit 14 is controlled so that the high-voltage battery 13 supplies power to the generator 2. When the vehicle is decelerating, the generator / motor 2 is operated as a generator to perform regenerative power generation, and the regulator / inverter circuit 14 is configured to recover the regenerative power output to the high-voltage battery 13 (charge the high-voltage battery 13). Control. Further, when the internal combustion engine 1 is idling (when the vehicle is parked), according to the torque fluctuation of the internal combustion engine 1,
The regulator / inverter circuit 14 is controlled such that the generator motor 2 is operated as a generator and the motor is operated at a predetermined timing, and so-called vibration suppression control is performed.

The speed change control means 21 controls the speed change drive device 6 so that the speed change operation of the speed change device 4 is performed, for example, at a speed ratio set according to the situation.

The first clutch control means 22 controls the first clutch driving device 10 so as to bring the first clutch mechanism 5 into a disengaged state, for example, when the vehicle decelerates. That is, if the first clutch mechanism 5 is kept connected at the time of deceleration of the vehicle, a part of the kinetic energy of the vehicle is:
Although it is consumed by the internal combustion engine brake of the internal combustion engine 1, the first clutch mechanism 5 is set to the disconnected state (at this time, the second clutch mechanism 7 and the third clutch mechanism 8 are connected). The ratio of the kinetic energy of the vehicle transmitted from the wheels and the transmission 4 to the generator motor 2 and the generator 3 via the transmission means 6 to increase the kinetic energy of the vehicle when the vehicle decelerates. , The conversion efficiency into electric energy (regenerative power generation output) can be increased.

Further, the second clutch control means 23, for example, at the time of cruising (at the time of constant speed running), operates the second clutch mechanism 7
The second clutch drive circuit 11 is controlled so that the second clutch drive circuit 11 is in the disconnected state. That is, as will be described in detail later,
When neither regenerative power generation by the generator motor 2 nor assistance to the output of the internal combustion engine is necessary, such as during cruise, the second clutch mechanism 7
Is turned off (at this time, the first clutch mechanism 5 is in the connected state), so that a part of the output of the internal combustion engine 1 causes the rotational resistance of the generator motor 2 (due to the magnetic force of the permanent magnet). To prevent wasting. At this time, if the third clutch mechanism 8 is set in the connected state, the power generation by the generator 3 is performed.

The third clutch control means 24 controls the third clutch drive circuit 12 so as to bring the third clutch mechanism 8 into a disconnected state. That is, for example, when regenerative power generation is performed by the generator motor 2, the generator 3
If the power generation by the generator 3 is unnecessary, the third clutch mechanism 8 is disengaged, and the electric energy at the time of the regenerative power generation by the generator motor 2 causes the rotational resistance (the magnetic force of the permanent magnet Impacts). Similarly, at the time of generating the auxiliary output of the internal combustion engine 1 by the generator motor 2, if the power generation by the generator 3 is not necessary, the third clutch mechanism 8 is disengaged, and the auxiliary output by the generator motor 2 generates the auxiliary output. Is prevented from being consumed by the rotational resistance of the generator 3 in a state where the operation is not performed.

In this embodiment, the case where the power generation by the generator 3 is unnecessary is a case where the storage state (remaining capacity) of the 12V battery 16 is sufficient and the load on the auxiliary equipment is extremely small. . The controller 15 is 12V
The load is determined from the state of charge (remaining capacity) of the battery 16,
The power generation amount of the 12V battery 16 is determined according to the load. Then, based on the power generation amount, the generator control means 2
0 controls the generator 3 via the regulator 17,
When the amount of power generation is extremely small, the third clutch control means 24 controls the third clutch drive circuit 12 so as to bring the third clutch mechanism 8 into the disconnected state.

The second clutch mechanism 7 and the third
When the clutch mechanism 8 is in the connected state, the transmission means 6 is connected to the generator motor 2 and the generator 3, and the generator motor 2
, Or a state in which auxiliary power is transmitted to the output shaft of the internal combustion engine 1. Then, at this time, the generator motor 2
The generator 3 is rotated by the transmission means 6 at a rotation speed three times the rotation speed of the internal combustion engine 1.

In this state, when the generator motor 2 performs regenerative power generation, for example, when the rotation speed of the output shaft of the internal combustion engine 1 is 800 rpm, the rotation shaft of the generator motor 2
Rotate at 0 rpm. Referring to FIG. 3, the number of revolutions at which regenerative power generation is most efficiently performed in the generator motor 2 will be described. Curves a1 and a2 in FIG. A curve indicating the relationship between the rotation speed (rotation speed) of the generator motor 2 and the rotation torque when the power is 5 kW (constant), and a plurality of contour-shaped curves b are equal efficiency curves of the generator motor 2 (energy of the generator motor 2). As shown in FIG. 3, when the generator motor 2 generates, for example, a 10 kW regenerative power generation amount, the energy efficiency of the generator motor 2 becomes 2000 to 2000 as shown in FIG. It reaches a maximum (about 93%) at a rotation speed of about 3000 rpm. Therefore, even if the rotation speed of the output shaft of the internal combustion engine 1 is relatively low, the transmission means 6
As a result, a large regenerative power output can be obtained from the generator motor 2 and the generator 3.

Further, the generator motor 2 is operated as a motor, but when the second clutch mechanism 7 is in the connected state, the torque of the rotating shaft 2a of the generator motor 2 is amplified by the transmission means 6 and the transmission 4 Is transmitted to the input side. As a result, the auxiliary output can be efficiently provided to the internal combustion engine 1, and the fuel consumption of the internal combustion engine 1 can be reduced. In addition, as shown in FIG. 4, which is expressed in the same manner as FIG. 3, the energy efficiency of the generator motor 2 as a motor is good at about 2000 rpm, so that when the generator motor 2 generates an auxiliary output, Means that the rotation speed of the internal combustion engine 1 is, for example, 600 to 700 rp.
Even when the rotation speed is relatively low such as m, the rotation speed of the generator motor 2 can be approached to 1800 to 2100 rpm, which is a rotation speed with high energy efficiency.

In this embodiment, the transmission means 5 has an example in which the speed increase ratio from the output shaft side of the internal combustion engine 1 to the rotating shaft side of the generator motor 2 and the generator 3 is about three times. However, the frequently used rotation speed of the internal combustion engine 1 is 600 to 18
00 rpm, the maximum limit rotation speed of the generator motor 2 and the generator 3 is about 20,000 rpm, and when the auxiliary output generated by the generator motor 2 is applied to the output shaft of the internal combustion engine 1, Considering all that the higher the speed increase ratio, the better, the preferable range of the speed increase ratio of the transmission means 6 is 2 to 4 times.

Further, in this embodiment, as shown in FIG. 2, a transmission shaft 6a extending in a straight line of the transmission means 6 is penetrated by the rotation shaft 2a of the generator motor 2 and the rotation shaft 3a of the generator 3, Although an example is shown in which the generator motor 2 and the generator 3 are connected on the same axis, although not shown, the transmission shaft 6a is made to pass through the rotating shaft 3a of the generator 3, and the transmission shaft 6
a, the rotating shaft 2 a of the generator motor 2 may be penetrated, and the generator motor 2 may be disposed downstream of the generator 3.

Another example of the generator 3 is as follows.
As shown in FIG. 5 (a), it is also possible that the rotary shaft 3a of the generator 3 and the transmission shaft 6a of the transmission means 6 are integrated, and the third clutch mechanism 8 is not provided.

According to this, since the rotating shaft 3a of the generator 3 is always connected to the transmitting shaft 6a of the transmitting means 6, it is not possible to avoid the rotational resistance due to the influence of the magnet of the generator 3. However, since the third clutch mechanism 8 is not provided, the third clutch driving circuit 12 and the controller 15
Internally, the third clutch control means 24 becomes unnecessary, so that the configuration can be simplified and the cost can be reduced.

In this case, as shown in FIG. 5 (b), the generator motor 2 is disposed downstream of the generator 3, and the transmission means 6 is formed integrally with the rotating shaft 3a of the generator 3. The rear end of the transmission shaft 6a may be configured to penetrate the rotating shaft 2a of the generator motor 2.

In the present embodiment, the internal combustion engine 1
The transmission means 6 is provided between the first clutch mechanism 5 on the side and the transmission 4 and the generator motor 2 is connected to the transmission means 6 via the second clutch mechanism 7.
Although not shown, the generator motor 2 and the generator 3 coaxially connected may be provided between the first clutch mechanism 5 on the internal combustion engine 1 side and the transmission 4 without providing the transmission means 6. it can. That is, the generator motor 2 is connected to an output shaft extending from the crankshaft 1a, which is the output shaft of the internal combustion engine 1, toward the transmission 4 via the first clutch mechanism 5.
Is provided via the second clutch mechanism 7, and the rotating shaft 3 a of the generator 3 is provided via the third clutch mechanism 8. In this case, when it is not necessary to generate the regenerative power or the auxiliary output by the generator motor 2,
The power transmission between the output shaft of the internal combustion engine 1 and the generator motor 2 can be cut off by the second clutch mechanism 7, and the rotational resistance of the generator motor 2 can be cut off. When power generation by the generator 3 is unnecessary, the third clutch mechanism 8
Thus, power transmission with the output shaft of the internal combustion engine 1 can be cut off, and the rotational resistance of the generator 3 can be cut off.

[0044]

As is apparent from the above, according to the present invention, by providing another generator having a smaller output than the generator motor, for example, an ignition device of an internal combustion engine or a generator motor is controlled. The electric energy to be supplied to the auxiliary equipment such as the controller and the battery for the auxiliary equipment and the like can be generated by another generator.
The power generation efficiency can be improved as compared with the case where electric energy is supplied to the accessories and the battery for the accessories via the DC converter.

Further, by connecting another generator on the power transmission shaft from the transmission means of the generator motor, the kinetic energy during power generation is transmitted directly to the other generator via the generator motor. A transmission mechanism such as a pulley, a belt, a gear, or the like dedicated to another generator is not required, and a compact configuration can be achieved.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a main part of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory view showing a schematic configuration of a generator motor and a generator.

FIG. 3 is a diagram showing operating characteristics of a generator motor as a generator.

FIG. 4 is a diagram showing operating characteristics of the generator motor as a motor.

FIG. 5 is an explanatory diagram showing another configuration of the generator motor and the generator.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Generator motor, 3 ... Generator (other generator), 6 ... Transmission means, 8 ... Third clutch mechanism (clutch mechanism).

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/06 H02P 9/04 L B60K 9/00 Z // H02P 9/04 (72) Inventor Hideyuki Takahashi Central in Wako City, Saitama Prefecture 1-4-1 in Honda R & D Co., Ltd. (72) Inventor Kazuto Sawamura 1-4-1 Chuo in Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72) Teruo Wakagi Wako in Saitama 1-4-1, Ichichuo, Honda R & D Co., Ltd.

Claims (4)

[Claims] An internal combustion engine as a drive source of a vehicle, and a generator motor connected to an output shaft of the internal combustion engine via transmission means for transmitting rotation of the internal combustion engine, wherein the generator motor is In a hybrid vehicle in which the regenerative power output is stored in an electric energy storage device by engine output assist or regenerative power generation, another generator having a smaller output than the generator motor is provided on a power transmission shaft from the transmission means of the generator motor. A hybrid vehicle, characterized in that: 2. The hybrid vehicle according to claim 1, wherein the other generator is an auxiliary drive generator that generates electric power for driving the auxiliary equipment. 3. The generator motor according to claim 1, wherein said generator motor is provided with clutch means for interrupting power transmission from said internal combustion engine. A hybrid vehicle according to claim 1. 4. The other power generator is a magnet power generator, wherein the other power generator is provided with clutch means capable of interrupting / connecting power transmission from the internal combustion engine. The hybrid vehicle according to claim 1, 2, or 3, wherein