WO2013002009A1 - Véhicule hybride - Google Patents

Véhicule hybride Download PDF

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Publication number
WO2013002009A1
WO2013002009A1 PCT/JP2012/064743 JP2012064743W WO2013002009A1 WO 2013002009 A1 WO2013002009 A1 WO 2013002009A1 JP 2012064743 W JP2012064743 W JP 2012064743W WO 2013002009 A1 WO2013002009 A1 WO 2013002009A1
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WO
WIPO (PCT)
Prior art keywords
engine
clutch
transmission
electric motor
hybrid vehicle
Prior art date
Application number
PCT/JP2012/064743
Other languages
English (en)
Japanese (ja)
Inventor
岩男　信幸
Original Assignee
いすゞ自動車株式会社
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Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2013002009A1 publication Critical patent/WO2013002009A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/12—Trucks; Load vehicles
    • B60W2300/123—Light trucks
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a hybrid vehicle in which the engine can be stopped when traveling without using the engine drive.
  • a parallel hybrid vehicle (HEV) equipped with an engine and an electric motor is known, and is applied to, for example, a small truck equipped with a diesel engine.
  • the driving system is switched to run by driving the engine (engine running) when the engine efficiency is good, such as acceleration or cruise, and to run by electric motor driving (electric running) when the engine efficiency is not good.
  • the transmission 4 is connected to the engine 2 via the main clutch 3, and the electric motor 5 is configured to drive the transmission 4.
  • HEV can also travel (regenerative travel) by driving the electric motor 5 regeneratively in a state where there is surplus energy such as deceleration.
  • the engine 2 and the transmission 4 are disconnected by disconnection of the main clutch 3, and the electric motor 5 is rotated by the force (inertia) from the vehicle load via the transmission 4.
  • the engine 2 is controlled not to stop but to idling. This is because when the engine 2 stops, the engine accessory 10 that is directly connected to the engine 2 and driven by the engine 2 stops.
  • a generator (alternator) 10a for supplying electric power to an electrical component
  • a water pump 10b for circulating engine cooling water
  • a cooling fan 10c for cooling a radiator
  • hydraulic power steering Hydraulic pumps for air conditioning
  • compressors for air conditioning refrigerant compression, etc.
  • the engine 2 is controlled not to stop but to idling even during electric travel where the engine 2 and the transmission 4 are disconnected by disconnection of the main clutch 3.
  • an object of the present invention is to provide a hybrid vehicle that solves the above-described problems and can stop the engine when traveling without being driven by the engine.
  • a hybrid vehicle of the present invention includes an engine, a transmission connected to the engine via a main clutch, an electric motor connected to the transmission, and the main clutch.
  • the hybrid vehicle comprising: an engine traveling control unit that performs engine traveling by driving the engine; and an electric traveling control unit that disengages the main clutch and performs electric traveling by driving the electric motor.
  • an engine accessory connected to the transmission via a transmission-side accessory clutch, and the electric motor is regeneratively driven with the main clutch disconnected.
  • a regenerative travel control unit that performs regenerative travel, and during regenerative travel, the engine is stopped, the engine side auxiliary clutch is disengaged, and the front In which the vehicle load by the transmission-side auxiliary clutch contact and a said regenerative-travel accessory drive control unit for driving the engine accessories.
  • a machine drive control unit may be provided.
  • a plurality of engine accessories and a common accessory drive shaft to which each engine accessory is connected the accessory drive shaft being connected to the engine via the engine side accessory clutch, and
  • the transmission may be connected to the transmission via the transmission side auxiliary clutch.
  • the plurality of engine accessories may include at least an alternator, a water pump, a cooling fan, or a hydraulic pump.
  • the electric motor is connected to the counter shaft of the transmission via a first external drive mechanism, and the transmission side auxiliary clutch is connected to the output shaft of the transmission via a second external drive mechanism. May be.
  • the present invention exhibits the following excellent effects.
  • the engine can be stopped when traveling without being driven by the engine.
  • 1 is a drive system configuration diagram of a hybrid vehicle showing an embodiment of the present invention. It is a block diagram of the transmission in the hybrid vehicle of this invention. It is sectional drawing in a surface perpendicular
  • a hybrid vehicle 1 As shown in FIG. 1, a hybrid vehicle 1 according to the present invention includes an engine 2, a transmission 4 connected to the engine 2 via a main clutch 3, and an electric motor 5 connected to the transmission 4. And an engine traveling control unit 6 that performs engine traveling by driving the engine 2 with the main clutch 3 in contact, and an electric traveling control unit 7 that performs electric traveling by driving the electric motor 5 with the main clutch 3 disconnected. .
  • the hybrid vehicle 1 is connected to the engine 2 via the engine side auxiliary clutch 8 and connected to the transmission 4 via the transmission side auxiliary clutch 9,
  • the regenerative travel control unit 11 that performs regenerative travel in which the electric motor 5 is regeneratively driven with the clutch 3 disengaged, the engine 2 is stopped during the regenerative travel, the engine side auxiliary clutch 8 is disconnected, and the transmission side auxiliary
  • a regenerative travel auxiliary machine drive control unit 12 that drives the engine auxiliary machine 10 by a vehicle load by connecting the machine clutch 9 is provided.
  • the hybrid vehicle 1 drives the engine auxiliary machine 10 by the electric motor 5 by stopping the engine 2, disconnecting the engine side auxiliary clutch 8, and engaging the transmission side auxiliary machine clutch 9 during electric driving.
  • An auxiliary driving control unit 13 for electric travel is provided.
  • the hybrid vehicle 1 drives the engine accessory 10 by the engine 2 by driving the engine accessory 10 by disengaging the engine side accessory clutch 8 and disengaging the transmission side accessory clutch 9 when the engine is running.
  • a control unit 14 is provided.
  • the engine auxiliary machine 10 is not limited to one, and includes, for example, a generator (alternator) similar to a standard vehicle, a water pump, a cooling fan, and a hydraulic pump.
  • FIG. 1 shows an engine accessory 10a (generator), an engine accessory 10b (water pump), and an engine accessory 10c (cooling fan) as the engine accessory 10.
  • the plurality of engine auxiliary machines 10a, 10b, and 10c are unitized as an integrated auxiliary machine unit.
  • the hybrid vehicle 1 of the present invention includes a plurality of engine auxiliary machines 10a, 10b, 10c and a common auxiliary machine drive shaft 15 to which the engine auxiliary machines 10a, 10b, 10c are connected.
  • the drive shaft 15 is connected to the engine 2 via the engine side auxiliary clutch 8 and is connected to the transmission 4 via the transmission side auxiliary clutch 9.
  • the engine-side auxiliary clutch 8 and the transmission-side auxiliary clutch 9 do not have a large driving force required for the engine auxiliary machine 10, electromagnetic clutches conventionally used in compressors for air-conditioner refrigerant compression can be used.
  • the engine-side auxiliary clutch 8 and the transmission-side auxiliary clutch 9 may be electromagnetic clutches that are in contact when energized and disconnected when not energized, and electromagnetic clutches that are disconnected when energized and in contact when deenergized.
  • a clutch may be used.
  • the engine 2, the main clutch 3, the transmission 4, and the electric motor 5 are the same as those in the prior art, but in this embodiment, an external drive mechanism (PTO) is attached to the transmission 4 to connect the engine auxiliary machine 10.
  • PTO external drive mechanism
  • the main clutch 3 includes a fluid coupling (fluid coupling) 201 and a wet multi-plate clutch (transmission clutch) 202.
  • the fluid coupling 201 performs connection / disconnection of the pump 203 connected to the engine output shaft (crankshaft), the turbine 204 facing the pump and connected to the input side of the wet multi-plate clutch 202, and the pump 203 and the turbine 204. And a lock-up clutch 205.
  • the fluid coupling 201 can transmit power by creep of the built-in fluid when the lock-up clutch 205 is disengaged, and is suitable for a half-clutch operation at the time of starting. When the lock-up clutch 205 is in contact, the engine 2 and the wet multi-plate clutch 202 are directly connected, so that transmission efficiency after starting can be increased.
  • the wet multi-plate clutch 202 has an input side rotating part 206 connected to the turbine 204 and an output side rotating part 207 connected to the input shaft of the transmission 4, and the casing is filled with fluid in the input side.
  • a plurality of clutch plates alternately arranged by the rotating unit 206 and the output-side rotating unit 207 are moved by the clutch piston to be disconnected and connected.
  • the wet multi-plate clutch 202 is controlled by an electronic control unit (ECU) and is disconnected when the shift lever operation is started, and is brought into contact when the shift lever operation is completed.
  • ECU electronice control unit
  • the transmission 4 includes an input shaft 208 connected to the wet multi-plate clutch 202, an output shaft 209 disposed on the axial extension of the input shaft 208 and connected to a vehicle load (not shown), and the input shaft 208 and the output shaft 209. Counter shafts 210 arranged in parallel with each other.
  • the first input shaft gear 211 and the second input shaft gear 212 are fixedly attached to the input shaft 208.
  • a first output shaft gear 213, a second output shaft gear 214, a third output shaft gear 215, and a fourth output shaft gear 216 are fixedly attached to the output shaft 209.
  • a first dog gear 217, a second dog gear 218, a third dog gear 219, a fourth dog gear 220, and a fifth dog gear 221 are rotatably supported on the output shaft 209.
  • the counter shaft 210 includes a first counter gear 222 that meshes with the first input shaft gear 211, a second counter gear 223 that meshes with the first dog gear 217, and a third counter gear 224 that meshes with the second dog gear 218, A fourth counter gear 225 that meshes with the third dog gear 219, a fifth counter gear 226 that meshes with the fourth dog gear 220, a sixth counter gear 227 that meshes with the fifth dog gear 221 via a reverse gear, and a seventh counter A gear 228 is fixedly attached, and a sixth dog gear 229 that meshes with the fourth output shaft gear 216 is rotatably supported.
  • the first output shaft gear 213, the second output shaft gear 214, the third output shaft gear 215, and the seventh counter gear 228 are provided with sleeve gears that can move in the axial direction and engage with the dog gear in a spline manner.
  • Each sleeve gear is configured such that any one of the sleeve gears is moved by spline meshing with the dog gear by a gear stage switching actuator (not shown).
  • the first counter gear 222 meshes with the first input shaft gear 211, and the first dog gear 217 to the fifth dog gear 221 mesh with the second counter gear 223 to the sixth counter gear 227, respectively.
  • these meshing gears and dog gears always rotate.
  • rotation is transmitted to the output shaft 209 at a corresponding gear ratio.
  • the sleeve gear meshes with the second input shaft gear 212 in the fifth speed fourth speed stage 5th-4th
  • the fifth gear is engaged.
  • the sleeve gear is spline-engaged with the second dog gear 217, it is geared to the fourth speed.
  • an external drive mechanism is attached to the transmission 4, and the electric motor 5 and the engine accessory 10 are connected to the transmission 4 via the PTO.
  • the PTO is preferably connected via a gear to which the rotation of the input shaft 208 is always transmitted.
  • a first PTO 16 for the electric motor 5 and a second PTO 17 for the engine accessory 10 are added.
  • the first PTO 16 includes a first PTO input gear 230 that meshes with the third counter gear 224 via a reverse gear, an electric motor clutch 231 provided on the rotation shaft of the first PTO input gear 230, and an electric motor clutch 231.
  • a first PTO output gear 232 is attached to the output shaft.
  • the first PTO output gear 232 is meshed with a gear attached to the rotating shaft of the electric motor 5. In a state where the electric motor clutch 231 is disconnected, the electric motor 5 is not connected to any of the second PTO 17, the engine 2, and the vehicle load.
  • the electric motor 5 In the state in which the electric motor clutch 231 is engaged, the electric motor 5 is connected to the counter shaft 210 of the transmission 4 via the first PTO 16, so the electric motor 5 is connected to the second PTO 17 and the main clutch 3 is connected. If this is the case, the electric motor 5 is connected to the engine 2 (during travel charging), and if the transmission 4 is in any gear, the electric motor 5 is connected to the vehicle load.
  • the second PTO 17 has a second PTO input gear 233 that meshes with the third counter gear 224 via a reverse gear.
  • the second PTO input gear 233 is drawn so as to mesh with the second dog gear 218 via a reverse gear for convenience of illustration.
  • a transmission side accessory clutch 9 is provided on the rotation shaft of the second PTO input gear 233.
  • the output shaft of the transmission-side accessory clutch 9 is the accessory drive shaft 15 described with reference to FIG.
  • the electric system of the electric motor 5 includes an electric motor battery 234 having a higher voltage and capacity than the rated voltage for electric components equivalent to that of a standard vehicle, and an inverter 235 that performs voltage conversion during electric travel and regenerative travel. .
  • the first PTO 16 and the second PTO 17 are attached to the transmission 4.
  • the first PTO 16 and the second PTO 17 are installed on the right and left sides such that the first PTO 16 is on the right side of the counter shaft 210 and the second PTO 17 is on the left side of the counter shaft 210, the left and right weights are balanced.
  • This arrangement is preferable.
  • the first PTO 16 and the second PTO 17 are arranged at the same left and right angles of the counter shaft 210 with respect to the vertical, the rotation balance is improved.
  • the first PTO input gear 230 of the first PTO 16 and the second PTO input gear 233 of the second PTO 17 are installed outside the housing 236 of the transmission 4, the design of the conventional transmission 4 is greatly changed.
  • the present invention can be realized.
  • the hybrid vehicle 1 determines which of the engine traveling, the electric traveling, and the regenerative traveling is executed in the ECU based on a plurality of engine parameters. In accordance with this determination, the following control is executed.
  • the first PTO 16 and the electric motor 5 are connected if the electric motor clutch 231 is in contact, and are disconnected if the electric motor clutch 231 is disconnected.
  • the first PTO 16 and the electric motor 5 may be connected, and the driving force of the engine 2 may be transmitted as indicated by the broken line arrow C for running charging.
  • the electric travel control unit 7 disconnects the main clutch 3 and performs the electric travel by driving the electric motor 5.
  • the driving force of the electric motor 5 is transmitted to the output shaft of the transmission 4 as indicated by an arrow D.
  • the electric travel time auxiliary machine drive control unit 13 stops the engine 2, disconnects the engine side auxiliary machine clutch 8, and connects the transmission side auxiliary machine clutch 9.
  • the driving force of the electric motor 5 is transmitted to the engine auxiliary machine 10 as indicated by an arrow E, so that the engine auxiliary machine 10 is driven by the electric motor 5. Since the engine 2 is stopped from fuel injection, fuel consumption is eliminated.
  • Regenerative travel As shown in FIG. 6, during regenerative travel, the regenerative travel control unit 11 performs regenerative travel in which the main clutch 3 is disconnected and the electric motor 5 is regeneratively driven. The force from the vehicle load is transmitted to the electric motor 5 as indicated by the arrow F. At this time, the regenerative travel auxiliary machine drive control unit 12 stops the engine 2, disconnects the engine side auxiliary machine clutch 8, and connects the transmission side auxiliary machine clutch 9. As a result, the force from the vehicle load is transmitted to the engine accessory 10 as indicated by the arrow G, and the engine accessory 10 is driven by the vehicle load. Since the engine 2 is stopped from fuel injection, fuel consumption is eliminated.
  • the engine accessory 10 is driven by the vehicle load during the regenerative travel, so that the regenerative travel with the engine 2 stopped can be performed and the fuel consumption can be reduced.
  • the effect of suppressing is great.
  • the engine accessory 10 since the engine accessory 10 is driven by the electric motor 5 during the electric running, the electric running with the engine 2 stopped can be performed, and the effect of suppressing fuel consumption is great.
  • the first PTO 16 for the electric motor 5 and the second PTO 17 for the engine auxiliary machine 10 are added to the transmission 4, but the added PTO is one unit, and the electric motor 5 and the engine auxiliary machine are added.
  • the machine 10 may also be used.
  • the first PTO 16 and the second PTO 17 are configured to mesh with the third counter gear 224 via a reverse gear.
  • the first counter gear 222 and the second counter gear 224 are not limited to the third counter gear 224.
  • the gear 223, the fourth counter gear 225, the fifth counter gear 226, the sixth counter gear 227, and the first input shaft gear 211 may be used.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention se rapporte à un véhicule hybride pouvant arrêter un moteur pendant un temps de déplacement sans entraînement moteur. Le véhicule hybride comprend : une machine auxiliaire de moteur (10) reliée par le biais d'un embrayage (8) de machine auxiliaire côté moteur à un moteur (2) et reliée par le biais d'un embrayage (9) de machine auxiliaire côté transmission à une transmission (4) ; une unité de commande de déplacement régénérateur (11) effectuant un déplacement régénérateur durant lequel un embrayage principal (3) est désolidarisé afin d'entraîner de façon régénérative un moteur électrique (5) ; et une unité de commande (12) d'entraînement de machine auxiliaire en période de déplacement régénérateur entraînant la machine auxiliaire de moteur (10) à l'aide d'une charge de véhicule d'une manière telle que, au cours de la période de déplacement régénérateur, le moteur (2) s'arrête, l'embrayage (8) de machine auxiliaire côté moteur est désolidarisé et l'embrayage (9) de machine auxiliaire côté transmission est mis en prise.
PCT/JP2012/064743 2011-06-30 2012-06-08 Véhicule hybride WO2013002009A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011145861A JP5915008B2 (ja) 2011-06-30 2011-06-30 ハイブリッド車両
JP2011-145861 2011-06-30

Publications (1)

Publication Number Publication Date
WO2013002009A1 true WO2013002009A1 (fr) 2013-01-03

Family

ID=47423909

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2012/064743 WO2013002009A1 (fr) 2011-06-30 2012-06-08 Véhicule hybride

Country Status (2)

Country Link
JP (1) JP5915008B2 (fr)
WO (1) WO2013002009A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013010474A (ja) * 2011-06-30 2013-01-17 Isuzu Motors Ltd ハイブリッド車両
EP3696002A1 (fr) * 2019-02-13 2020-08-19 CLAAS Tractor S.A.S. Machine de travail agricole pourvue de groupe de radiateur et procédé de contrôle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8892290B2 (en) * 2012-05-04 2014-11-18 Ford Global Technologies, Llc Methods and systems for providing uniform driveline braking
JP2015113057A (ja) * 2013-12-13 2015-06-22 いすゞ自動車株式会社 ハイブリッド車両及びその後進走行方法
JP6909694B2 (ja) * 2017-09-29 2021-07-28 日立建機株式会社 作業車両の電力回生システム
JP7235489B2 (ja) * 2018-12-04 2023-03-08 カワサキモータース株式会社 パラレルハイブリッド車両

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JP2002174305A (ja) * 2000-12-08 2002-06-21 Denso Corp 補機駆動装置
JP2011126457A (ja) * 2009-12-18 2011-06-30 Ud Trucks Corp ハイブリッド車の補機駆動機構

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DE1197761C2 (de) * 1960-10-28 1966-03-31 Borg Warner Regelbarer Antrieb fuer Hilfsgeraete auf einem von einer Brennkraftmaschine angetriebenem Fahrzeug, insbesondere Kraftfahrzeug
JP3454121B2 (ja) * 1997-11-01 2003-10-06 いすゞ自動車株式会社 Ｐｔｏ付きハイブリッド電気自動車
JP5353512B2 (ja) * 2009-07-15 2013-11-27 いすゞ自動車株式会社 ハイブリッド自動車
JP5915008B2 (ja) * 2011-06-30 2016-05-11 いすゞ自動車株式会社 ハイブリッド車両

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
JP2002174305A (ja) * 2000-12-08 2002-06-21 Denso Corp 補機駆動装置
JP2011126457A (ja) * 2009-12-18 2011-06-30 Ud Trucks Corp ハイブリッド車の補機駆動機構

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013010474A (ja) * 2011-06-30 2013-01-17 Isuzu Motors Ltd ハイブリッド車両
EP3696002A1 (fr) * 2019-02-13 2020-08-19 CLAAS Tractor S.A.S. Machine de travail agricole pourvue de groupe de radiateur et procédé de contrôle

Also Published As

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JP5915008B2 (ja) 2016-05-11

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