M428087 五、新型說明： 【新型所屬之技術領域】 本創作係關於一種車輛之複合動力裝置，尤指一種適 用於結合引擎與馬達的複合動力裝置。 【先前技術】 隨著節能減碳的全球性議題，車輛藉由在怠速時自動 熄火，並於起步時點火啟動引擎，可以降低車輛排放的污 染與排碳量，而此種怠速熄火與起步時點火的功能已逐漸 地被應用在各種車輛上，尤其是結合引擎與馬達的複合式 動力車輛最為廣泛。 基本上’若使用無刷直流式之電動機，除了需要安裝 可以產生引擎點火正時訊號的脈衝感測器之外，還要安裝 馬達驅動相位正時訊號的角度感測器，而這兩種訊號皆可 由感測器中的霍爾元件與磁性元件相互感應來產生。 請參考圖1係表示習知車輛之複合動力裝置構造示意 圖，其複合動力裝置係將電動機93與引擎9〇之曲軸91 同軸連結，而用於啟動、發電及辅助動力的電動機93大多 屬外轉式結構，其係將電動機93之定子931固接於引擎 90之外般内部並供曲轴91貫穿，且定子931係設於曲轴 91之-轴端9U處’而電動機93之轉子932則對應環繞 於定子931之外圍。基本上，此無刷直流式之電動機^ 除了可當作提供電力的發電機，還可兼作帶動引擎9 達。 巧 3 M428087 如圖所示’其感測器99係保持固定不動，而磁性元 件98則呈現圓盤狀或圓環狀並間接地安裝在曲轴9丨上與 曲轴91同軸且同步旋轉，而感測器99與磁性元件98係相 向裝配，藉此相互感應產生訊號。 由於引擎90在燃燒爆炸產生動力時會給曲軸91帶來 相當大的衝擊力以及振動’導致與曲軸91同軸安裝的磁性 元件98也會受到很大的振動，因而衍生出許多由振動所帶 來的問題，如磁性元件98壽命減短，並非十分理想，尚有 改善之空間。 創作人原因於此’本於積極發明創作之精神，亟思一 種可以解決上述問題之「車輛之複合動力裝置」，幾經研 究實驗終至完成本創作。 【新型内容】 本創作之主要目的係在提供一種複合動力車輛之裝 置，俾可避免磁性元件受到來自曲軸的過大振動，導致磁 性元件使用壽命減短》 為達成上述目的，本創作之車輛之複合動力裝置係組 設於具有—曲轴之—引擎中，包括有電動機、一凸輪 軸、一正時傳動單元、一磁性元件及一感測器❶其申電 動機包括有一定子及一轉子，定子穿設於曲轴之一轴端， 而轉子則鎖固於轴端並對應環繞於定子；正時傳動單元係 用以傳遞曲軸之動力至凸輪軸；磁性元件同軸固設於凸輪 軸上並隨之同步旋轉；感測器則固設於一物件上，用以感 M428087 置。另’二感測器19皆為霍爾元件，感測器19係與磁性元 件18係轴向對應設置。 藉此，本實施例將磁性元件18與凸輪軸15同轴裝設且 同步旋轉，因為磁性元件18不再安裝在與曲轴η同轴的位 置，如此便可大大降低來自曲轴11的振動，進而增加磁性 元件18之使用壽命。且因為凸輪轴15與曲轴11的轉速比固 定為1:2 ’所以可以很容易地將感測器19的感應訊號由凸輪 轴15之角度轉換成曲轴11之角度，以提供電動機13的相位 ® JL時以及點火正時訊號。 請參閱圖3係本創作第二較佳實施例之構造示意圖， 本實施例之之複合動力裝置係為四行程泛用引擎之複合動 力裝置’該裝置包括有一曲轴21、一電動機23、一凸輪轴 261、一正時傳動單元27、二磁性元件28、二感測器29。其 中，曲軸21安裝於曲轴箱210内，曲轴21之一軸端211並穿 出曲軸箱210外；電動機23包括有一定子231及一轉子232， 定子231穿設於曲軸21之軸端211並鎖固於曲軸箱蓋212外 ® 側’轉子232鎖固於曲軸21之軸端211上並對應環繞於定子 23 1外圍》在本實施例中，電動機23也如同第一實施例一 樣，可當作馬達產生動力以驅動引擎2〇之曲轴21使車輛運 轉，也可當作發電機將曲軸21輸出的動力轉換為電能。 如圖3所示’凸輪軸261設置於凸輪室26内且穿設於軸 心25上，藉此旋轉帶動搖臂251並控制進排氣揚程。正時傳 動單元27包括有一驅動輪271與一被驅動輪272,驅動輪 固《χ於曲轴21並隨之同步旋轉，被驅動輪272固 設於凸輪 7 M428087 261並同步旋轉，驅動輪271與被驅動輪272相互偶合傳遞動 力0 在本實施例中’驅動輪271與被驅動輪272皆為齒輪， 且驅動輪271與被驅動輪272的齒數比為1:2，因此凸輪轴 261之轉速為曲軸21轉速的一半。 如圖3所示，二磁性元件28同軸地固設於凸輪軸261 上，與凸輪轴261同步旋轉；而二感測器29則固設於凸輪室 側蓋221且面對磁性元件28之一側，藉以感應磁性元件28 之磁場，並提供電動機23之相位正時與引擎20點火正時之 感應訊號。在本實施例中’二磁性元件28分別為一相位感 應磁環及一點火正時感應磁環，其係以内、外環方式緊鄰 設置。另，二感測器29皆為霍爾元件，感測器29係與磁性 元件28係軸向對應設置。 同樣地，本實施例因為磁性元件28與凸輪軸261同軸 裝設且同步旋轉’並非安裝.在與曲轴21同轴的位置，因此 可降低來自曲軸21振動所帶來的影響，進而增加磁性元件 28之使用壽命。且因為凸輪軸261與曲軸21的轉速比固定為 1:2 ’所以可以很容易地將感測器29的感應訊號由凸輪軸 261之角度轉換成曲軸21之角度，以提供電動機23的相位正 時以及點火正時訊號。 上述實施例僅係為了方便說明而舉例而已，本創作所 主張之權利範圍自應以申請專利範圍所述為準，而非僅限 於上述實施例。 M42 哪 7 【圖式簡單說明】 =系習知車輛之複合動力裝置構造 圖係本創作第__較㈣㈣ 圖3係本創作第二較佳實施例之構造S'圖圖 【主要 10 元件符號說明】 弓丨擎 110 112 々先 两稍箱 曲軸箱篕 121 汽缸頭側蓋 131 定子 15 凸輪轴 16 鍊輪室 17 正時傳動單元 172 被驅動輪 18 磁性元件 20 引擎 210 曲軸箱 212 曲軸箱蓋 23 電動機 232 轉子 251 搖臂 261 凸輪細 271 驅動輪 11 曲轴 111 軏端 12 汽頭 13 電動機 132 轉子 151 間動凸輪 161 ’由氡分離盤 171 驅動輪 173 鏈條 19 感測器 21 曲轴 211 軸端 221 凸輪室側蓋 231 定子 25 轴心 26 凸輪室 27 正時傳動單元 272 被驅動輪 9 M428087 28 磁性元件 29 感測Is 90 引擎 91 曲轴 911 軸端 93 電動機 931 定子 932 轉子 98 磁性元件 99 感測器 10M428087 V. New description: [New technical field] This creation is about a composite power unit for vehicles, especially a composite power unit suitable for combining engines and motors. [Prior Art] With the global issue of energy saving and carbon reduction, the vehicle can reduce the pollution and carbon discharge of the vehicle by automatically extinguishing the engine during idling and starting the engine at the start, and the idling is extinguished and started. The function of ignition has been gradually applied to various vehicles, especially the combination of engine and motor. Basically, if a brushless DC motor is used, in addition to the need to install a pulse sensor that generates an engine ignition timing signal, an angle sensor with a motor-driven phase timing signal is also installed, and these two signals Both can be generated by sensing the Hall element and the magnetic element in the sensor. 1 is a schematic structural view showing a composite power unit of a conventional vehicle. The composite power unit coaxially connects the motor 93 and the crankshaft 91 of the engine 9 , and the motor 93 for starting, generating, and assisting power is mostly externally rotated. The structure is such that the stator 931 of the motor 93 is fixed inside the engine 90 and the crankshaft 91 is penetrated, and the stator 931 is disposed at the shaft end 9U of the crankshaft 91 and the rotor 932 of the motor 93 is correspondingly surrounded. On the periphery of the stator 931. Basically, this brushless DC motor ^ can be used as a generator to provide power, and can also double as a drive engine.巧3 M428087 As shown in the figure, 'the sensor 99 is kept stationary, and the magnetic element 98 is disc-shaped or annular and is indirectly mounted on the crankshaft 9丨 coaxially and synchronously with the crankshaft 91. The detector 99 is mounted opposite the magnetic element 98, thereby inducing a signal to each other. Since the engine 90 generates a considerable impact force and vibration to the crankshaft 91 when the combustion explosion generates power, the magnetic member 98 which is mounted coaxially with the crankshaft 91 is also subjected to a large vibration, thereby deriving a lot of vibrations. The problem, such as the short life of the magnetic component 98, is not very satisfactory, there is still room for improvement. The creator's reason is that in the spirit of actively inventing and creating, he thought of a "composite power plant for vehicles" that can solve the above problems, and finally completed the creation of the experiment. [New content] The main purpose of this creation is to provide a hybrid vehicle device that avoids excessive vibration of the magnetic component from the crankshaft, resulting in a shortened service life of the magnetic component. To achieve the above objectives, the composite of the present vehicle The power unit is assembled in an engine having a crankshaft, and includes an electric motor, a camshaft, a timing transmission unit, a magnetic component and a sensor. The motor comprises a stator and a rotor, and the stator is worn. It is disposed at one of the shaft ends of the crankshaft, and the rotor is locked at the shaft end and correspondingly surrounds the stator; the timing transmission unit is used to transmit the power of the crankshaft to the camshaft; the magnetic component is coaxially fixed on the camshaft and is synchronized Rotate; the sensor is fixed on an object to sense M428087. The other two sensors 19 are Hall elements, and the sensor 19 is axially disposed corresponding to the magnetic element 18. Thereby, the present embodiment mounts the magnetic element 18 coaxially with the cam shaft 15 and rotates synchronously, because the magnetic element 18 is no longer mounted at a position coaxial with the crankshaft n, so that the vibration from the crankshaft 11 can be greatly reduced, thereby further Increase the useful life of the magnetic element 18. And because the rotational speed ratio of the camshaft 15 to the crankshaft 11 is fixed at 1:2', the sensing signal of the sensor 19 can be easily converted from the angle of the camshaft 15 to the angle of the crankshaft 11 to provide the phase of the motor 13 JL time and ignition timing signal. 3 is a schematic structural view of a second preferred embodiment of the present invention. The composite power unit of the present embodiment is a composite power unit of a four-stroke universal engine. The device includes a crankshaft 21, a motor 23, and a cam. The shaft 261, a timing transmission unit 27, two magnetic elements 28, and two sensors 29 are provided. The crankshaft 21 is mounted in the crankcase 210. One of the shaft ends 211 of the crankshaft 21 passes outside the crankcase 210. The motor 23 includes a stator 231 and a rotor 232. The stator 231 is inserted through the shaft end 211 of the crankshaft 21 and locked. Fastened to the outer side of the crankcase cover 212, the side of the rotor 232 is locked to the shaft end 211 of the crankshaft 21 and correspondingly surrounds the periphery of the stator 23 1 . In the present embodiment, the motor 23 is also treated as in the first embodiment. The motor generates power to drive the crankshaft 21 of the engine 2 to operate the vehicle, and can also be used as a generator to convert the power output from the crankshaft 21 into electric energy. As shown in Fig. 3, the cam shaft 261 is disposed in the cam chamber 26 and is disposed on the shaft 25, whereby the rocker arm 251 is rotated to control the intake and exhaust head. The timing transmission unit 27 includes a driving wheel 271 and a driven wheel 272. The driving wheel is fixed to the crankshaft 21 and rotates synchronously. The driven wheel 272 is fixed to the cam 7 M428087 261 and synchronously rotated, and the driving wheel 271 is driven. The driven wheels 272 are coupled to each other to transmit power. In the present embodiment, the driving wheels 271 and the driven wheels 272 are both gears, and the gear ratio of the driving wheels 271 to the driven wheels 272 is 1:2, so the rotational speed of the cam shaft 261. It is half the speed of the crankshaft 21. As shown in FIG. 3, the two magnetic elements 28 are coaxially fixed on the cam shaft 261 to rotate synchronously with the cam shaft 261, and the second sensor 29 is fixed to the cam chamber side cover 221 and facing one of the magnetic members 28. On the side, the magnetic field of the magnetic element 28 is sensed, and an induction signal of the phase timing of the motor 23 and the ignition timing of the engine 20 is provided. In the present embodiment, the 'two magnetic elements 28' are respectively a phase inductive magnetic ring and an ignition timing induction magnetic ring, which are disposed in close proximity to the inner and outer rings. Further, the two sensors 29 are all Hall elements, and the sensor 29 is disposed axially corresponding to the magnetic element 28. Similarly, in this embodiment, since the magnetic member 28 is coaxially mounted with the cam shaft 261 and synchronously rotated 'is not mounted. It is coaxial with the crankshaft 21, so that the influence from the vibration of the crankshaft 21 can be reduced, thereby increasing the magnetic component. 28 lifespan. And because the rotational speed ratio of the camshaft 261 to the crankshaft 21 is fixed at 1:2', the sensing signal of the sensor 29 can be easily converted from the angle of the camshaft 261 to the angle of the crankshaft 21 to provide the phase of the motor 23. Time and ignition timing signal. The above-described embodiments are merely examples for convenience of description, and the scope of the claims is intended to be based on the scope of the patent application, and is not limited to the above embodiments. M42 Which 7 [Simple description of the diagram] = The structural diagram of the composite power unit of the conventional vehicle is the first __ (4) (4) Figure 3 is the structure of the second preferred embodiment of the creation S' diagram [main 10 component symbols Description] 丨 丨 engine 110 112 々 first two slightly crankcase 篕 121 cylinder head side cover 131 stator 15 camshaft 16 sprocket room 17 timing drive unit 172 driven wheel 18 magnetic element 20 engine 210 crankcase 212 crankcase cover 23 Motor 232 Rotor 251 Rocker arm 261 Cam thin 271 Drive wheel 11 Crankshaft 111 軏 End 12 Steam head 13 Motor 132 Rotor 151 Inter-moving cam 161 'With 氡 separating disc 171 Driving wheel 173 Chain 19 Sensor 21 Crankshaft 211 Shaft end 221 Cam chamber side cover 231 stator 25 shaft 26 cam chamber 27 timing drive unit 272 driven wheel 9 M428087 28 magnetic element 29 sensing Is 90 engine 91 crankshaft 911 shaft end 93 motor 931 stator 932 rotor 98 magnetic element 99 sensor 10