JP2004114771A - Internal power control device of complex type prime mover - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal power control device of a complex type prime mover for controlling the internal power so as to satisfy the requested operational state according to the traveling state. <P>SOLUTION: In the internal power control device of the complex prime mover, an engine 1 and a motor 2 are disposed on the front side and the rear side in the driving force transmitting direction, a mechanical transmission 3 for shift change to the neutral position and a plurality of speed-change positions and a one-way clutch 4 to transmit the driving force in the direction from the engine 1 to the motor 2 and uncouple the driving force in the reverse direction are connected to each other in series between the engine 1 and the motor 2, and the engine 1, the motor 2 and the mechanical transmission 3 are controlled according to the requested operational state. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a technique for controlling the internal power of a composite type prime mover including an electric motor and an internal combustion engine according to a required operating state.
[0002]
[Prior art]
2. Description of the Related Art In a hybrid motor in which an electric motor is used as a main motor and an internal combustion engine is used as an auxiliary motor, there is a hybrid motor in which a transmission is connected between the electric motor and the internal combustion engine (for example, see Patent Document 1). In this system, the electric motor is operated independently at the neutral position of the transmission, and when the internal combustion engine is operated in combination, it is possible to select an appropriate transmission position so as to operate at a rotation speed with good fuel efficiency and connect the electric motor to the electric motor. it can.
[0003]
There is also a simple type in which a one-way clutch is provided between a main prime mover and an auxiliary prime mover instead of a transmission (for example, see Patent Document 2). In this vehicle, while an auxiliary prime mover (for example, an internal combustion engine) is stopped and running by a main prime mover (for example, an electric motor), the rotational power transmission function of the main prime mover and the auxiliary prime mover is cut off, and the auxiliary prime mover is operated. When the rotation speed of the prime mover is reached, the one-way clutch transmits torque from the auxiliary prime mover to the main prime mover.
[0004]
[Patent Document 1]
JP-A-11-257472 [Patent Document 2]
JP-A-8-14278 [0005]
[Problems to be solved by the invention]
In the former type in which a transmission is provided inside the prime mover to control the internal power, since the transmission inside the prime mover is constituted by mechanical gears, it is somewhat dependent on the type of spur gears and planetary gears. Although the control method is different, in order to perform a smooth shift, it is required that the two gears be engaged when the peripheral speeds of the gears on the driving side and the driven side match.
[0006]
Normally, when the vehicle needs to be operated in combination with the internal combustion engine, the motor is running by the electric motor, and the electric motor rotates in synchronization with the wheels (drive wheels). Changing the speed is not preferable because it changes the vehicle speed and affects the running state. Therefore, the rotation speed of the internal combustion engine is adjusted to be synchronized with the rotation speed of the electric motor. However, the rotation speed control of the internal combustion engine is significantly inferior in accuracy compared to the case of controlling the rotation speed of the electric motor, and a smooth shift is performed. The reality was that control could not be performed.
[0007]
On the other hand, in a simple internal power control system in which a one-way clutch is provided inside the prime mover, the main prime mover is an electric motor and the auxiliary prime mover is an internal combustion engine. The space can be disengaged by a clutch (bidirectional clutch) provided therebetween, the electric motor can be driven by the output of the internal combustion engine to generate power, and the storage battery can be charged. This is the same for a prime mover having an internal transmission.
[0008]
However, when starting from the temporary stop state as described above, the motor is stopped once, and then the motor is driven after the motor and the driving wheels are connected by the clutch. However, the driving force is transmitted from the internal combustion engine to the motor. Therefore, in order to stop the electric motor, it is necessary to stop the operation (rotation) of the internal combustion engine. If the motor is connected to the drive wheels without stopping the motor, a sudden start torque is generated.
[0009]
The present invention has been made in view of such a conventional problem, and provides an internal power control device of a composite type prime mover in which internal power is controlled so as to satisfy a required operation state according to a driving situation. The purpose is to do.
[0010]
[Means for Solving the Problems]
For this reason, the first invention includes an internal combustion engine disposed on the front side in the driving force transmission direction and an electric motor disposed on the rear side, and a neutral position and a plurality of shift positions between the internal combustion engine and the electric motor. And a one-way clutch that transmits a driving force from the internal combustion engine in the direction of the electric motor and blocks transmission of the driving force in the reverse direction, and connects the serially connected mechanical transmission to the internal combustion engine according to the required operating state. , Electric motors and mechanical transmissions are controlled.
[0011]
According to the first aspect, since the internal combustion engine and the electric motor can be connected to each other by changing the speed via the mechanical transmission, each can be operated at an optimum rotation speed. Also, in general, in the case of a mechanical transmission, the shifting operation is troublesome, and it is necessary to operate a clutch via a driver or an actuator, cut off the power transmission, and then switch the engagement of the gears. A special one-way clutch that transmits the driving force to the motor and interrupts the transmission of the driving force in the opposite direction does not require the driver to operate the clutch specially, and implements special clutch control via an actuator. By simply adjusting the engine rotational speed to be lower than the synchronous speed at the time of gear shifting, a wide shiftable area is obtained, and gear shifting operations can be performed using a simple synchronizing mechanism normally provided in the mechanical transmission. I can do it.
[0012]
Further, the second invention includes an internal combustion engine disposed on the front side in the driving force transmission direction and an electric motor disposed on the rear side, and a centrifugal force between the internal combustion engine and the electric motor at a predetermined rotational speed or higher. A required operation in which a centrifugal clutch that is connected and disconnected at a speed lower than a predetermined rotational speed and a one-way clutch that transmits driving force from the internal combustion engine to the electric motor and blocks transmission of driving force in the opposite direction are connected in series, The internal combustion engine and the electric motor are controlled according to the state.
[0013]
According to the second aspect, the one-way clutch can realize the operation of the electric motor alone and the operation of the electric motor in combination with the internal combustion engine, and can generate electric power by driving the electric motor functioning as a generator by the internal combustion engine when the vehicle is stopped. For example, when starting from a state in which the internal combustion engine is running at a speed lower than the connection speed of the centrifugal clutch, only the motor can be stopped and then connected to the drive wheels to start the vehicle. If desired, the operation can be realized by being disconnected from the internal combustion engine by a one-way clutch.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 shows a first embodiment.
The composite type prime mover according to the present embodiment includes an engine (internal combustion engine) 1 functioning as an auxiliary prime mover on the front side in the driving force transmission direction, and a motor (electric motor) 2 functioning as a main prime mover on the rear side in the drive force transmission direction. The motor 2 is connected to a drive shaft 12 via an external transmission 11 to drive a drive wheel 13.
[0015]
Between the engine 1 and the motor 2, a mechanical transmission 3 including a spur gear, a planetary gear, and the like that can be switched to a neutral position and a plurality of shift positions, and a driving force from the engine 1 to the motor 2. A one-way clutch 4 for transmitting and blocking transmission of the driving force in the opposite direction is connected in series.
Further, a rotation speed sensor 5 for detecting the rotation speed of the engine 1 is provided, and its rotation speed signal is input to the control computer 6. The control computer 6 controls the driving of the engine 1 and the motor 2 according to the required operation state based on the rotation speed signal, and controls the mechanical transmission 3 via the speed change actuator 7.
[0016]
That is, the mechanical transmission 3, the one-way clutch 4, the control computer 6, and the rotational speed sensor 5 constitute an internal power control device of the composite type motor in the present embodiment.
Hereinafter, the internal power control for each required operation state according to the present embodiment will be described.
When the engine 1 is stopped or a no-load operation is performed at a speed lower than the speed at which the engine 1 rotates in synchronization with the motor 2 at the time of normal start and forward running, the operation is performed by separating the rotation of the motor 2 and the engine 1 by the action of the one-way clutch 4. it can. It is possible, but not necessary, to place the mechanical transmission 3 in the neutral position.
[0017]
In addition, during driving that requires a large output, such as when traveling uphill (starting), during rapid acceleration, or when traveling at high speed, the driving force of the engine 1 is superimposed on the driving force of the motor 2 to secure a large driving force. be able to. At the time of such a large output operation, the mechanical transmission 3 is connected to transmit the driving force of the engine 1 to the motor 2 side. Here, the engine 1 and the motor 2 can be connected by shifting at a shift position such as a low-speed range or a high-speed range of the transmission 4. The synchronous speed on the side is calculated, and the engine 1 is adjusted to a speed lower than the synchronous speed to perform a shift.
[0018]
In this manner, below the synchronous speed, the driving torque applied to the transmission 3 becomes zero due to the action of the one-way clutch 4 and becomes the same state as when the clutch is disengaged. It can be carried out. As described above, since the area lower than the synchronous speed is a shiftable area as compared with the conventional shift control based on pinpoint control when shifting as the synchronous speed, it is possible to obtain a very wide shiftable area, Further, the mechanism can be simplified without requiring a special clutch operation.
[0019]
Even if the rotational speed of the motor 2 is set to an optimum value for the traveling conditions by a shift operation of the external transmission 11, there is no guarantee that the rotational speed is the optimum rotational speed for the engine 1; Although it is not functionally sufficient to operate at the same speed during the combined operation, the mechanical transmission 3 is provided between the rotating shafts of the engine 1 and the motor 2 as in this embodiment, and the engine 1 and the motor 2 are connected. At the same time, by controlling the shift position by the control computer so as to obtain the optimum speed, the functions of the engine 1 and the motor 2 can be maximized.
[0020]
For example, the engine 1 can be operated using an effective rotation range for exhaust gas countermeasures, a necessary driving force can be obtained when climbing a hill, and an adjustment can be made so as to use an operation range that exhibits an energy saving ability.
When the external transmission 11 is also provided between the motor 2 and the drive shaft 12 as in the present embodiment, the total number of gears in the section from the engine 1 to the drive shaft 12 is equal to the mechanical transmission 3 and the external transmission. Since the product is the product of the number of shift stages of the transmission 11, a multi-stage shift function can be obtained.
[0021]
Further, when performing reverse running, the motor 2 may be rotated in the reverse direction with the mechanical transmission 3 in the neutral position. The reason why the mechanical transmission 3 needs to be in the neutral position is that the engine is dragged in the reverse direction by the action of the one-way clutch 4 unless it is in the neutral position. If the mechanical transmission 3 has a reversing position in the shift position, the engine 1 is rotated forward, the mechanical transmission 3 is moved to the retreating position, and if the motor 2 rotates backward and retreats, the engine is rotated. 1 and the rotational force of the motor 2 are superimposed to obtain a strong reverse drive force.
[0022]
In addition, in addition to causing the motor 2 to function as a generator during deceleration to generate electricity, the motor 2 and the drive shaft 12 are disconnected and the mechanical transmission 3 is connected when the external transmission 11 is set to the neutral position when stopping such as when waiting for a signal. Then, the motor 2 functioning as a generator can be driven by the engine 1 to generate electric power and charge a battery (not shown).
[0023]
Next, a second embodiment will be described.
FIG. 2 shows the overall configuration of the second embodiment. The composite type prime mover in the present embodiment also includes an engine (internal combustion engine) 1 functioning as an auxiliary prime mover in the front side in the driving force transmission direction, and a motor (electric motor) 2 functioning as a main prime mover in the rear side in the drive force transmission direction. The motor 2 is connected to the drive shaft 12 via the external transmission 11 to drive the drive wheels 13 as in the first embodiment.
[0024]
A centrifugal clutch 9 connected between the engine 1 and the motor 2 via a flywheel 8 connected to an output shaft of the engine 1 by centrifugal force at a predetermined rotational speed or higher and disconnected at a speed lower than the predetermined rotational speed; A one-way clutch 10 that transmits a driving force from the first side to the motor 2 side and blocks transmission of the driving force in the opposite direction is connected in series.
[0025]
Further, a rotation speed sensor 5 for detecting the rotation speed of the engine 1 is provided, and the rotation speed signal is input to a control computer 6, and the control computer 6 responds to the required operation state based on the rotation speed signal. And the drive of the motor 2 is controlled.
That is, the centrifugal clutch 9, the one-way clutch 10, the control computer 6, and the rotation speed sensor 5 constitute an internal power control device of the hybrid engine according to the present embodiment.
[0026]
FIG. 3 shows the details of the hardware of the internal power control device. In the internal space of the clutch housing 102 fastened to the front of the motor housing 101, the flywheel 8 on the engine 1 side and the rear of the flywheel 8 The centrifugal clutch 9 and the one-way clutch 10 connected to the end face are arranged and stored in the front-rear direction.
When the rotation speed of the engine 1 increases and a centrifugal force exceeding a predetermined level acts on the centrifugal clutch 9 that rotates together with the flywheel 8, the centrifugal clutch 9 expands outward and the dish-shaped member 103 connected to the one-way clutch 10. , And the engine driving force is transmitted to the one-way clutch 10.
[0027]
In the one-way clutch 10, the outer peripheral rotating member 10A and the inner peripheral member 10B are connected by a ratchet mechanism or the like, and a rotor driving shaft 2A of the motor 2 is connected to the inner peripheral member 10B. The rotational driving force of the outer peripheral rotating member 10A in the same direction as the engine 1 is transmitted to the inner peripheral member 10B, but the rotational driving force of the inner peripheral member 10B rotating integrally with the motor 12 is rotated in the same direction as the engine rotation. The force is not transmitted to the outer peripheral rotating member 10A.
[0028]
Hereinafter, the internal power control for each required operation state according to the present embodiment will be described.
When starting from the stop state, the motor 2 can be stopped by adjusting the rotation speed of the engine 1 to be lower than the connection speed of the centrifugal clutch 9 (including stop), and the external transmission 11 can be stopped in the stop state. The motor 2 can be started by driving the motor 2 by connecting the motor 2 and the drive shaft 2 by connecting to the low speed range.
[0029]
When the rotation speed of the motor 2 is moderately increased, the output of the engine 1 is increased to follow the speed, and the driving force of the engine 1 is reduced through the connection of the centrifugal clutch 9 and the transmission of the driving force by the one-way clutch 10. Docking operation superimposed on the driving force of the vehicle. Thus, the docking operation can be realized only by performing the simple output control of the engine 1, and no special actuator or the like is required.
[0030]
When switching from the docking operation to the low output mode using only the driving force of the motor 2, the driving force of the motor 2 is transmitted to the engine 1 by the action of the one-way clutch if the output of the engine 1 is reduced to the synchronous speed or less. The centrifugal clutch 9 is also in a disengaged state, and the engine 1 can be stopped without any trouble.
In addition, since all the kinetic energy of the vehicle body can be absorbed by the motor 2 during deceleration, it can be converted into electric power and stored in a battery or the like to prepare for the next power consumption. In this case, since power transmission can be separated from the engine 1, so-called engine brake is not used, so that the power regeneration efficiency can be increased and the energy saving ability can be improved.
[0031]
Further, although the centrifugal clutch 9 and the one-way clutch 10 are connected in series, as shown in FIG. 3, the centrifugal clutch has a generally large diameter, while the one-way clutch has a relatively small diameter. Can be set relatively compactly.
[Brief description of the drawings]
FIG. 1 is a diagram showing an overall configuration of a first embodiment of the present invention.
FIG. 2 is a diagram showing an overall configuration of a second embodiment of the present invention.
FIG. 3 is a sectional view showing details of a main part of the second embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Motor 3 ... Mechanical transmission 4 ... One-way clutch 5 ... Rotation speed sensor 6 ... Control computer 7 ... Shift actuator 9 ... Centrifugal clutch 10 ... One-way clutch

Claims (8)

A mechanical transmission provided with an internal combustion engine disposed on the front side in the driving force transmission direction and an electric motor disposed on the rear side, and between the internal combustion engine and the electric motor, which can be switched to a neutral position and a plurality of shift positions; , A one-way clutch that transmits the driving force from the internal combustion engine to the electric motor and interrupts the transmission of the driving force in the reverse direction, is connected in series, and controls the internal combustion engine, the electric motor, and the mechanical transmission according to the required operating state An internal power control device for a composite type prime mover. When operating only the internal combustion engine, the transmission is switched to the neutral position, and when operating the internal combustion engine and the electric motor together, the transmission is switched to the selected shift position, and at the time of the shift for switching the shift position, 2. The internal power control apparatus for a hybrid engine according to claim 1, wherein a synchronous speed of the internal combustion engine after the shift is calculated, and after the internal combustion engine is adjusted to the synchronous speed or less, a shift operation is started. The method according to claim 1 or 2, wherein when the operation is performed by reversing the rotation direction of the output shaft of the composite motor, the transmission is switched to a neutral position and then the motor is operated in reverse. An internal power control device for the combined type prime mover according to the above description. When the transmission includes a reverse position as a shift position, and the electric motor and the internal combustion engine are operated in combination to reverse the rotation direction of the output shaft of the composite motor, the transmission is switched to the reverse position. 4. The internal power control device for a hybrid engine according to claim 1, wherein the internal combustion engine is operated in a normal direction and the electric motor is operated in a reverse direction. An internal combustion engine disposed on the front side and a motor disposed on the rear side in the driving force transmission direction. Centrifugal clutch, and a one-way clutch that transmits a driving force from the internal combustion engine to the electric motor and blocks transmission of the driving force in the opposite direction, are connected in series, and the internal combustion engine and the electric motor are connected according to the required operating state. An internal power control device for a compound type motor, wherein 6. The internal power control system for a hybrid engine according to claim 5, wherein the motor is operated, the internal combustion engine is operated at a predetermined rotational speed or higher, the centrifugal clutch is engaged, and the engine is operated in combination. 7. The internal power control of a hybrid engine according to claim 5, wherein the internal combustion engine is operated at a predetermined rotation speed or higher, and the electric motor connected by the centrifugal clutch is driven as a generator to generate electric power. apparatus. The internal power control device for a hybrid type engine according to any one of claims 5 to 7, wherein the operation of the internal combustion engine is stopped and only the electric motor is operated.

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