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JP3490420B2 - Hybrid car - Google Patents

Hybrid car

Info

Publication number
JP3490420B2
JP3490420B2 JP2001350346A JP2001350346A JP3490420B2 JP 3490420 B2 JP3490420 B2 JP 3490420B2 JP 2001350346 A JP2001350346 A JP 2001350346A JP 2001350346 A JP2001350346 A JP 2001350346A JP 3490420 B2 JP3490420 B2 JP 3490420B2
Authority
JP
Japan
Prior art keywords
internal combustion
combustion engine
motor generator
motor
generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2001350346A
Other languages
Japanese (ja)
Other versions
JP2003146095A (en
Inventor
哲夫 小池
邦敏 清水
博孝 植野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hino Motors Ltd
Original Assignee
Hino Motors Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hino Motors Ltd filed Critical Hino Motors Ltd
Priority to JP2001350346A priority Critical patent/JP3490420B2/en
Publication of JP2003146095A publication Critical patent/JP2003146095A/en
Application granted granted Critical
Publication of JP3490420B2 publication Critical patent/JP3490420B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • B60K6/485—Motor-assist 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
    • B60L50/16—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
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric 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
    • 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
    • B60W10/06—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
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/24—Driver interactions by lever actuation
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Electromagnetism (AREA)
  • Physics & Mathematics (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【発明の属する技術分野】本発明は、内燃機関および電
動発電機を併用するハイブリッド自動車に関する。本発
明は、内燃機関を１基および電気回転機を２基搭載して
効率的な運転を行うことができるシリーズパラレル・ハ
イブリッド方式を実現するハイブリッド自動車に関す
る。TECHNICAL FIELD The present invention relates to a hybrid vehicle using an internal combustion engine and a motor generator together. The present invention relates to a hybrid vehicle that realizes a series-parallel hybrid system in which one internal combustion engine and two electric rotating machines are mounted to enable efficient operation.

【０００２】[0002]

【従来の技術】本願出願人は、特願2000-14715（特開20
01-206084号公報、以下「先願」という）に、内燃機関
の出力回転軸に、一方向性の回転伝達手段を介して電動
発電機を設けたハイブリッド自動車を開示した。本発明
は、その一方向性の回転伝達手段により内燃機関と電動
発電機とを連結したハイブリッド自動車の改良に関する
ものである。2. Description of the Related Art The applicant of the present application has filed Japanese Patent Application No. 2000-14715
No. 01-206084, hereinafter referred to as "prior application", discloses a hybrid vehicle in which a motor generator is provided on an output rotary shaft of an internal combustion engine via a unidirectional rotation transmission means. The present invention relates to an improvement of a hybrid vehicle in which an internal combustion engine and a motor generator are connected by the one-way rotation transmission means.

【０００３】はじめに、先願で開示したハイブリッド自
動車について簡単に説明する。図４はそのハイブリッド
自動車の動力系についてのブロック構成図である。内燃
機関１の出力クランク軸には電動発電機２の回転軸が連
結され、この電動発電機２の出力側回転軸にはクラッチ
３を介して変速機４が連結されている。変速機４の出力
軸はプロペラシャフト６を介して、ディファレンシャル
ギア７に連結され、動力はディファレンシャルギア７を
介して駆動車輪９に伝達される。そしてこの装置では、
前記内燃機関１と電動発電機２との間は、回転軸が直接
連結されるのではなく、一方向性の回転伝達手段５を介
して連結されているところに最大の特徴がある。First, the hybrid vehicle disclosed in the prior application will be briefly described. FIG. 4 is a block diagram showing the power system of the hybrid vehicle. A rotary shaft of a motor generator 2 is connected to an output crank shaft of the internal combustion engine 1, and a transmission 4 is connected to an output rotary shaft of the motor generator 2 via a clutch 3. The output shaft of the transmission 4 is connected to the differential gear 7 via the propeller shaft 6, and the power is transmitted to the drive wheels 9 via the differential gear 7. And with this device,
The greatest feature is that the rotation shaft is not directly connected between the internal combustion engine 1 and the motor generator 2, but is connected via a unidirectional rotation transmission means 5.

【０００４】ここで一方向性の回転伝達手段５は、わか
りやすい例をあげると、自転車の後輪に設けられたラチ
ェット機構である。自転車では、ペダルに進行方向の回
転駆動力を与えると、その回転駆動力はチエインおよび
ラチェット機構を介して後輪に伝達されるが、後輪に進
行方向の回転駆動力を与えても、ラチェット機構が空転
してしまいその回転駆動力はペダルに伝達されない。こ
の機構により、自転車が下り坂を走行するとき、あるい
は惰性で走行するときには、足をペダルにのせているだ
けで、足を動かす必要がなく、足の疲労を少なくするこ
とができる。Here, the unidirectional rotation transmitting means 5 is a ratchet mechanism provided on the rear wheel of the bicycle, to give an easy-to-understand example. In a bicycle, when a rotational driving force in the traveling direction is applied to the pedals, the rotational driving force is transmitted to the rear wheels through the chain and ratchet mechanism, but even if the rotational driving force in the traveling direction is applied to the rear wheels, the ratchet The mechanism runs idle and the rotational driving force is not transmitted to the pedal. With this mechanism, when the bicycle travels downhill or coasts, it is not necessary to move the foot just by putting the foot on the pedal, and fatigue of the foot can be reduced.

【０００５】図４に示すように、内燃機関１と電動発電
機２との間に設けた一方向性の回転伝達手段５は、この
自転車のラチェット機構と同様の作用をする機械部品で
あり、さらに詳しい構造については上記先願の公報を参
照されたい。この一方向性の回転伝達手段５を介在させ
ることにより、内燃機関１から電動発電機２を介して駆
動車輪９を駆動することができても、電動発電機２の回
転速度が内燃機関１の回転速度より大きくなると、一方
向性の回転伝達手段５に滑りが発生し、駆動車輪９の回
転を内燃機関１に伝達することはできなくなる。As shown in FIG. 4, the unidirectional rotation transmission means 5 provided between the internal combustion engine 1 and the motor generator 2 is a mechanical component that operates similarly to the ratchet mechanism of this bicycle. For more detailed structure, refer to the above-mentioned prior publication. By interposing this one-way rotation transmission means 5, even if the drive wheels 9 can be driven from the internal combustion engine 1 via the motor generator 2, the rotation speed of the motor generator 2 is that of the internal combustion engine 1. When the rotation speed is higher than the rotation speed, slippage occurs in the unidirectional rotation transmission means 5, and the rotation of the drive wheels 9 cannot be transmitted to the internal combustion engine 1.

【０００６】したがって、走行中の車両の状態がいわゆ
るエンジン・ブレーキの状態になって、駆動車輪９から
の回転駆動力が内燃機関１を回転駆動させる状態になっ
たときには、一方向性の回転伝達手段５がスリップして
駆動車輪９の駆動力は内燃機関１まで達しない。このと
き回転センサ１６および１７の出力情報により、プログ
ラム制御回路１５がこれを検知すると、プログラム制御
回路１５は、電動発電機２を発電機として作用させ、駆
動車輪９から伝達される回転エネルギは、電動発電機２
により電気エネルギに変換されることになる。いわゆる
電気制動あるいは回生制動の状態である。この電気制動
により発生した電気エネルギは、インバータ１３を介し
て蓄電手段１４（たとえば蓄電池）に充電される。一方
向性の回転伝達手段５がスリップしているときは、内燃
機関１はアイドリング速度または回転停止の状態でよ
い。このとき駆動車輪９からプロペラシャフト６に伝達
される回転エネルギは、内燃機関１のフリクションによ
り消耗されることがなくなり、高い効率で電気エネルギ
として変換され蓄電手段１４に充電されることになる。Therefore, when the running vehicle is in the so-called engine braking state and the rotational driving force from the drive wheels 9 drives the internal combustion engine 1 to rotate, the unidirectional rotation transmission is performed. The means 5 slip and the driving force of the drive wheels 9 does not reach the internal combustion engine 1. At this time, when the program control circuit 15 detects this from the output information of the rotation sensors 16 and 17, the program control circuit 15 causes the motor generator 2 to act as a generator, and the rotation energy transmitted from the drive wheels 9 is Motor generator 2
Will be converted into electric energy. This is the so-called electric braking or regenerative braking state. The electric energy generated by this electric braking is charged in the power storage means 14 (for example, a storage battery) via the inverter 13. When the unidirectional rotation transmission means 5 is slipping, the internal combustion engine 1 may be in an idling speed or in a rotation stopped state. At this time, the rotational energy transmitted from the drive wheels 9 to the propeller shaft 6 is not consumed by the friction of the internal combustion engine 1, is converted into electric energy with high efficiency, and is stored in the power storage means 14.

【０００７】[0007]

【発明が解決しようとする課題】本願発明者らは、上記
先願に開示したハイブリッド自動車について各種の試作
および試験を行った。一つの問題点として明らかになっ
たところは、この一方向性の回転伝達手段５がスリップ
状態になったときに、内燃機関は原則としてアイドリン
グ速度で回転することになるが、このとき内燃機関の回
転軸に連結されている各種の装置を回転駆動するための
問題である。車両で利用するヘッドライトその他の照明
用電源、およびその他電気設備の電源となる電池を充電
するためのオルタネータ、パワー・ステアリング用の油
圧源となる油圧ポンプ、ブレーキ用空気圧を蓄積するた
めのコンプレッサ、居室空間の冷房用コンプレッサ、な
どは内燃機関により回転駆動される装置の例である。内
燃機関により駆動されるこれら装置をここでは補機と呼
ぶことにする。The inventors of the present application have made various trials and tests on the hybrid vehicle disclosed in the above-mentioned prior application. One point that became clear is that when the unidirectional rotation transmission means 5 is in a slip state, the internal combustion engine will rotate at an idling speed in principle. This is a problem for rotationally driving various devices connected to the rotary shaft. Headlights and other lighting power supplies used in vehicles, alternators for charging batteries that power other electrical equipment, hydraulic pumps for hydraulic power sources for power steering, compressors for accumulating brake air pressure, A compressor for cooling a living space, etc. is an example of a device that is rotationally driven by an internal combustion engine. These devices driven by the internal combustion engine will be referred to herein as accessories.

【０００８】これら補機は車両の走行中は連続的にある
いは随時制御にしたがって、回転駆動しなければならな
い。したがって、上で説明したような一方向性の回転伝
達手段がスリップ状態に入ったときに、内燃機関の回転
を停止させてしまうことはできないばかりか、内燃機関
にはこれら補機を回転駆動するために必要な燃料を供給
しつづけなければならない。つまり、車両が長い下り坂
を走行中であり、ほんらいならエンジン・ブレーキの状
態にあり、駆動車輪から供給される回転エネルギにより
これら補機を駆動する十分なエネルギが得られる状態で
あっても、一方向性の回転伝達手段を介在させたため
に、内燃機関には補機を駆動するための燃料を供給しつ
づけなければならない。[0008] These auxiliary machines must be rotationally driven continuously or according to control as needed while the vehicle is running. Therefore, when the one-way rotation transmitting means described above enters the slip state, it is not possible to stop the rotation of the internal combustion engine, and the internal combustion engine rotationally drives these accessories. We must continue to supply the fuel we need. In other words, even if the vehicle is traveling on a long downhill and is in the state of engine braking, if it is possible to obtain sufficient energy to drive these accessories with the rotational energy supplied from the drive wheels, Since the unidirectional rotation transmission means is interposed, the internal combustion engine must be continuously supplied with fuel for driving the auxiliary equipment.

【０００９】もうひとつの問題は、内燃機関を始動させ
るための始動電動機を必要とすることである。ハイブリ
ッド自動車に電動発電機を備えていても、内燃機関が回
転を停止している状態では、電動発電機から内燃機関を
駆動させようとしても、一方向性の回転伝達手段がスリ
ップ状態となって駆動できない。したがって従来構造と
同様に、このハイブリッド自動車の内燃機関には始動電
動機を設けておかなければならない。Another problem is the need for a starter motor to start the internal combustion engine. Even if the hybrid vehicle is equipped with a motor generator, when the internal combustion engine is stopped rotating, the one-way rotation transmission means is in a slip state even when the internal combustion engine is driven from the motor generator. I can't drive. Therefore, like the conventional structure, the internal combustion engine of this hybrid vehicle must be provided with a starter motor.

【００１０】ここで、この一方向性の回転伝達手段を装
備したハイブリッド自動車では、いずれにせよ、電気回
転機である始動電動機を装備しなければならないのであ
るから、この始動電動機を第二の電動発電機にしてはど
うだろうか、というところが本発明の着想の発端であ
る。Here, in any case, a hybrid vehicle equipped with this one-way rotation transmission means must be equipped with a starting electric motor which is an electric rotating machine. The idea of the present invention originated from the idea of a generator.

【００１１】なお特開平10-331677号公報（出願人: 日
産自動車）には、内燃機関に電動機を連結し補機を駆動
する旨の記載があるが、この構成は一方向性の回転伝達
手段を利用するものではなく、各動作モードの形態が異
なる別発明であると考えられる。Japanese Patent Laid-Open Publication No. 10-331677 (Applicant: Nissan Motor Co., Ltd.) describes that an electric motor is connected to an internal combustion engine to drive an auxiliary machine, but this configuration has a unidirectional rotation transmission means. It is considered that the invention does not utilize, but is a different invention in which the form of each operation mode is different.

【００１２】本発明はこのような背景に行われたもので
あって、エネルギ利用効率の高いハイブリッド自動車を
提供することを目的とする。本発明は、内燃機関とクラ
ッチとの間に一方向性の回転伝達手段を介在させたハイ
ブリッド自動車について、燃料消費量を経済化すること
ができる装置を提供することを目的とする。本発明は、
一方向性の回転伝達手段を介在させたハイブリッド自動
車において、下り坂走行など走行エネルギからの発電出
力で補機を駆動することができる装置を提供することを
目的とする。本発明は、内燃機関の回転速度に対する出
力トルク特性の最適点で内燃機関を運転することができ
るハイブリッド自動車を提供することを目的とする。The present invention has been made against such a background, and an object thereof is to provide a hybrid vehicle with high energy utilization efficiency. SUMMARY OF THE INVENTION An object of the present invention is to provide an apparatus capable of economically consuming fuel in a hybrid vehicle in which a unidirectional rotation transmission means is interposed between an internal combustion engine and a clutch. The present invention is
It is an object of the present invention to provide a device capable of driving an auxiliary machine in a hybrid vehicle in which a unidirectional rotation transmission means is interposed, by a power generation output from running energy such as traveling downhill. An object of the present invention is to provide a hybrid vehicle capable of operating an internal combustion engine at an optimum point of output torque characteristics with respect to the rotation speed of the internal combustion engine.

【００１３】[0013]

【課題を解決するための手段】本発明は、内燃機関の出
力軸に一方向性の回転伝達手段を介在させて、電動発電
機（これを第一の電動発電機という）を連結したハイブ
リッド自動車において、上記一方向性の回転伝達手段の
内燃機関側で、内燃機関の回転軸に連結する第二の電動
発電機を設けたことを最大の特徴とする。第二の電動発
電機は、従来装置の始動電動機に代わる装置であり、内
燃機関が始動するときには一方向性の回転伝達手段がス
リップ状態になって、第一の電動発電機で内燃機関を駆
動できないときに、始動電動機として作用させることが
できる。このほか車両が下り坂を走行中に、第一の電動
発電機が発電機として作用し電気制動の状態にあるとき
に、その発電エネルギを制御回路（またはインバータ）
を介してこの第二の電動発電機に供給し、この第二の電
動発電機を電動機として作用させる。これにより、一方
向性の回転伝達手段がスリップ状態にあるときに、内燃
機関が補機を駆動するための燃料供給量を小さくして、
経済的な走行を可能にすることができる。また、二つの
電動発電機を組み合わせて利用することにより、各電動
発電機および内燃機関について、その走行中における回
転速度に対するトルク特性の動作点を最もエネルギ効率
のよいところに制御することが可能になる。SUMMARY OF THE INVENTION The present invention is a hybrid vehicle in which a motor generator (this is referred to as a first motor generator) is connected to an output shaft of an internal combustion engine with a unidirectional rotation transmission means interposed. In the above, the greatest feature is that a second motor generator connected to the rotation shaft of the internal combustion engine is provided on the internal combustion engine side of the one-way rotation transmission means. The second motor generator is a device that replaces the starting motor of the conventional device, and when the internal combustion engine is started, the one-way rotation transmission means is in a slip state and the first motor generator drives the internal combustion engine. When not possible, it can act as a starting motor. In addition, while the vehicle is traveling on a downhill, when the first motor-generator acts as a generator and is in the electric braking state, the generated energy is generated by the control circuit (or inverter).
To the second motor / generator, and the second motor / generator is operated as an electric motor. As a result, when the unidirectional rotation transmission means is in the slip state, the fuel supply amount for the internal combustion engine to drive the auxiliary machine is reduced,
It can enable economical traveling. Further, by using the two motor generators in combination, it becomes possible to control the operating point of the torque characteristic with respect to the rotation speed during traveling of each motor generator and the internal combustion engine at the most energy efficient location. Become.

【００１４】すなわち本発明は、内燃機関（１）と、第
一の電動発電機（１１）と、クラッチ（３）と、変速機
（４）とが前記順序に回転駆動力が伝達されるように接
続され、前記内燃機関（１）と前記第一の電動発電機
（１１）との間に、回転駆動力が前記内燃機関（１）か
ら前記第一の電動発電機（１１）に伝達され前記電動発
電機（１１）から前記内燃機関（１）には伝達されない
一方向性の回転伝達手段（５）を設けたハイブリッド自
動車において、前記内燃機関（１）のクランク軸にその
回転軸が連結された第二の電動発電機（１２）を備えた
ことを特徴とする。前記内燃機関（１）のクランク軸と
前記第二の電動発電機（１２）の回転軸との連結は固定
的であり運転操作により切り離すことができない構成と
することが望ましい。That is, according to the present invention, the rotational driving force is transmitted to the internal combustion engine (1), the first motor / generator (11), the clutch (3) and the transmission (4) in the order described above. And a rotational driving force is transmitted from the internal combustion engine (1) to the first motor generator (11) between the internal combustion engine (1) and the first motor generator (11). In a hybrid vehicle provided with a unidirectional rotation transmission means (5) that is not transmitted from the motor generator (11) to the internal combustion engine (1), the rotation shaft is connected to the crankshaft of the internal combustion engine (1). And a second motor generator (12) that has been set. It is desirable that the crankshaft of the internal combustion engine (1) and the rotary shaft of the second motor generator (12) are fixedly connected and cannot be separated by a driving operation.

【００１５】上記括弧内の数字はあとから説明する実施
例装置の図面参照数字である。これは本願発明の構成を
理解しやすいように付すものであって、本願発明を実施
例に限定して理解するためのものではない。以下の説明
においても同様である。The numerals in the above parentheses are the reference numerals in the drawings of the embodiment apparatus which will be described later. This is given to facilitate understanding of the configuration of the present invention, and is not intended to limit the understanding of the present invention to the examples. The same applies to the following description.

【００１６】本発明は、前記二つの電動発電機（１１お
よび１２）についての制御手段（１３、１５）と、この
制御手段を介して前記二つの電動発電機に接続された蓄
電手段（１４）とを備え、前記制御手段（１３、１５）
は、（Ａ）前記内燃機関が停止状態にあるときから、前
記第二の電動発電機を電動機として動作させ前記内燃機
関を始動させる始動モード、（Ｂ）前記内燃機関が前記
変速機を介して車軸を駆動する状態にあるとき、前記第
一の電動発電機および前記第二の電動発電機をともに電
動機として動作させる加速走行モード、（Ｃ）前記第一
の電動発電機が回生制動の状態にあるとき、この第一の
電動発電機の発電エネルギを利用して前記第二の電動発
電機を電動機として動作させ前記一方向性の回転伝達手
段をスリップ状態として前記内燃機関とともにその内燃
機関に連結された補機を駆動させる補機駆動モード、
（Ｄ）前記内燃機関が車両を駆動走行させる状態にある
とき、前記第一の電動発電機および前記第二の電動発電
機をともに発電機として動作させ前記蓄電手段を充電さ
せる走行充電モード、のいずれかを設定する手段を含む
構成とすることができる。According to the present invention, the control means (13, 15) for the two motor generators (11 and 12) and the storage means (14) connected to the two motor generators via the control means. And the control means (13, 15)
(A) a start mode in which the second motor generator is operated as an electric motor to start the internal combustion engine from the time when the internal combustion engine is in a stopped state; and (B) the internal combustion engine is operated via the transmission. An acceleration drive mode in which both the first motor generator and the second motor generator are operated as electric motors when the axle is driven, (C) the first motor generator is in a regenerative braking state At some time, the energy generated by the first motor-generator is used to operate the second motor-generator as an electric motor to connect the one-way rotation transmitting means to the internal combustion engine together with the internal combustion engine in a slip state. Auxiliary machine drive mode for driving the auxiliary machine,
(D) A traveling charging mode in which the first motor generator and the second motor generator are both operated as generators to charge the power storage means when the internal combustion engine is in a state where the vehicle is driven to travel. A configuration including a means for setting either one can be adopted.

【００１７】前記制御手段は、前記（Ｂ）記載の加速走
行モードに設定されている状態で、前記内燃機関がその
回転速度における燃料消費率が最適値に近似するように
前記第一の電動発電機および前記第二の電動発電機がそ
れぞれ負担する出力トルクを制御する手段を含む構成と
することができる。また、前記制御手段は、前記（Ｄ）
記載の走行充電モードに設定されている状態で、前記内
燃機関がその回転速度における燃料消費率が最適値に近
似するように前記第一の電動発電機および前記第二の電
動発電機がそれぞれ必要とするトルクを制御する手段を
含む構成とすることができる。The control means sets the first electric power generation so that the fuel consumption rate at the rotational speed of the internal combustion engine approximates to an optimum value in a state where the acceleration traveling mode described in (B) is set. And a means for controlling the output torque that the second motor generator respectively bears. Further, the control means is (D)
The first motor generator and the second motor generator are required so that the internal combustion engine has a fuel consumption rate close to an optimal value in the rotational speed when the vehicle is set to the traveling charge mode described. It is possible to adopt a configuration including a means for controlling the torque to be set.

【００１８】前記制御手段 （１３，１５）は、さら
に、（Ｅ）前記第一の電動発電機を電動機として動作さ
せ前記一方向性の回転伝達手段をスリップ状態として前
記変速機を介して車軸を駆動する電動走行モード（この
とき内燃機関は第一の電動発電機より低速の回転状態で
あり、第二の電動発電機は、電動機として補機駆動す
る、発電機として蓄電手段を充電する、または空転状態
のいずれかとなる）、（Ｆ）前記二つの電動発電機を空
転させ前記内燃機関により前記変速機を介して車軸を駆
動するエンジン走行モード、（Ｇ）前記内燃機関により
前記二つの電動発電機を駆動してその発生する電気エネ
ルギを前記蓄電手段に充電する停車充電モード、のいず
れかを設定する手段を含む構成とすることができる。The control means (13, 15) further (E) operates the first motor generator as an electric motor to set the unidirectional rotation transmission means in a slip state to move the axle through the transmission. Driven electric drive mode (at this time, the internal combustion engine is in a rotation state at a lower speed than the first motor / generator, the second motor / generator drives the auxiliary machine as a motor, charges the power storage means as a generator, or (F) an engine running mode in which the two motor generators are allowed to idle and the axles are driven by the internal combustion engine via the transmission, and (G) the two electric power generators are driven by the internal combustion engine. It may be configured to include means for driving the machine and setting one of a stop charging mode for charging the electric energy generated by the electric storage means.

【００１９】前記二つの電動発電機はそれぞれ永久磁石
を含む同期回転機であり、前記制御手段は、それぞれ前
記二つの電動発電機に接続されその電動発電機が発生す
る多相交流出力を直流に変換して前記蓄電手段に与える
とともにこの蓄電手段の出力直流をそれぞれ多相交流に
変換して前記同期回転機に与える二つの双方向性のイン
バータを含む構成とすることができる。Each of the two motor generators is a synchronous rotating machine including a permanent magnet, and the control means is connected to the two motor generators, and converts the multi-phase AC output generated by the motor generators into a direct current. It is possible to adopt a configuration including two bidirectional inverters that are converted and supplied to the power storage means, and output DCs of the power storage means are converted into multi-phase alternating currents and supplied to the synchronous rotating machine.

【００２０】本発明の装置は、蓄電手段の残存容量を監
視し、これを前記制御手段に取込み、適正な動作モード
を選択設定する構成とすることができる。蓄電手段が大
容量のキャパシタであるときには、その端子電圧を監視
することにより残存容量を適正に監視することができ
る。蓄電手段が化学電池であるときには、構成が単純に
なることから端子電圧を利用して残存容量を推定するこ
とがよい。電池の種類に応じて、溶液温度や溶液比重な
どを監視することにより、残存容量をさらに詳しく監視
する技術が知られていて、これらを利用することもでき
る。The apparatus of the present invention can be configured so that the remaining capacity of the power storage means is monitored, and this is taken into the control means, and an appropriate operation mode is selected and set. When the power storage means is a large-capacity capacitor, the remaining capacity can be properly monitored by monitoring the terminal voltage. When the electricity storage means is a chemical battery, the remaining capacity is preferably estimated using the terminal voltage because the structure is simple. Techniques for monitoring the remaining capacity in more detail by monitoring the solution temperature, the specific gravity of the solution, etc. according to the type of battery are known, and these can also be used.

【００２１】[0021]

【発明の実施の形態】実施例図面を用いて本発明実施例
を詳しく説明する。図１は本発明実施例の全体構成を説
明するためのブロック構成図である。この装置は、内燃
機関１と、第一の電動発電機１１と、クラッチ３と、変
速機４とがこの順序に回転駆動軸により接続されてい
る。変速機４の出力軸はプロペラシャフト６、ディファ
レンシャルギア７、およびアクスル８を介して駆動車輪
９に連結される。そしてこの装置は、この内燃機関１と
この第一の電動発電機１１との間に、回転駆動力が前記
内燃機関から前記電動発電機には伝達されるが、前記電
動発電機から前記内燃機関には伝達されない一方向性の
回転伝達手段５を設けられている。Embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram for explaining the overall configuration of the embodiment of the present invention. In this device, an internal combustion engine 1, a first motor generator 11, a clutch 3 and a transmission 4 are connected in this order by a rotary drive shaft. The output shaft of the transmission 4 is connected to drive wheels 9 via a propeller shaft 6, a differential gear 7, and an axle 8. In this device, the rotational driving force is transmitted from the internal combustion engine to the motor generator between the internal combustion engine 1 and the first motor generator 11, but from the motor generator to the internal combustion engine. Is provided with a unidirectional rotation transmission means 5 that is not transmitted to the.

【００２２】ここで本発明の構成では、一方向性の回転
伝達手段５について、外部からその結合動作状態につい
ていっさいの制御は行われない。すなわち、内燃機関１
の回転速度が第一の電動発電機１１の回転速度より相対
的に大きいときには、この一方向性の回転伝達手段５は
自動的に結合状態となり、内燃機関１の回転速度が第一
の電動発電機１１の回転速度より相対的に小さくなると
自動的にかい離状態（空転状態またはスリップ状態）と
なる。これは自転車の後輪回転とペダル回転の状態と同
様であり、加速のために足に力を入れてペダルを踏むと
きと、走行中にペダルを停止させたときとを想像すると
感覚的に理解することができる。Here, in the configuration of the present invention, the unidirectional rotation transmission means 5 is not externally controlled for its coupling operation state. That is, the internal combustion engine 1
When the rotation speed of the internal combustion engine 1 is relatively higher than the rotation speed of the first motor generator 11, the unidirectional rotation transmission means 5 is automatically brought into a coupled state, and the rotation speed of the internal combustion engine 1 is changed to the first electric power generation. When the rotation speed of the machine 11 is relatively lower than the rotation speed, the separated state (idling state or slip state) is automatically established. This is similar to the situation of the rear wheel rotation of the bicycle and the pedal rotation, and it is intuitively imaginable when you imagine when you put your foot on the pedal for acceleration and when you stop the pedal while running. can do.

【００２３】内燃機関１には燃料タンク１０から燃料噴
射ポンプ２２を介して液体燃料が供給される。第一の電
動発電機１１はこの例では永久磁石を有する三相の同期
回転機であり、インバータ１３を介して蓄電手段１４と
電気的に連結される。蓄電手段１４は二次電池または大
容量キャパシタである。インバータ１３は蓄電手段１４
の直流電流を三相交流に変換して第一の電動発電機１１
に供給し、また第一の電動発電機１１が発生する三相交
流を直流に変換して蓄電手段１４に供給する双方向性の
エネルギ変換装置である。Liquid fuel is supplied to the internal combustion engine 1 from a fuel tank 10 via a fuel injection pump 22. The first motor generator 11 is a three-phase synchronous rotating machine having a permanent magnet in this example, and is electrically connected to the power storage means 14 via the inverter 13. The power storage means 14 is a secondary battery or a large capacity capacitor. The inverter 13 is a storage means 14
DC current of 3 is converted into three-phase AC and the first motor generator 11
And a three-phase alternating current generated by the first motor generator 11 is converted into a direct current and supplied to the power storage means 14.

【００２４】このインバータ１３はプログラム制御回路
１５により制御される。このプログラム制御回路１５の
入力情報は、第一の電動発電機１１の回転を検出するク
ラッチ回転センサ１６および内燃機関１の回転を検出す
る車速センサ１７の出力情報、蓄電手段１４の残存容量
を示す電圧情報である。これらは入出力回路Ｉ／Ｏを介
して取込まれる。さらに、このプログラム制御回路１５
には運転操作情報が取込まれる。運転操作情報は、アク
セルペダルの踏み込み量を表すアクセル情報Ａ、ブレー
キペダルの踏み込み量を表すブレーキ情報Ｂ、クラッチ
ペダルの踏み込み量を表すクラッチ情報Ｃ、および運転
モードを指示する操作レバー１８の情報である。操作レ
バー１８は操舵輪の下側に、従来装置の排気ブレーキの
操作レバーと同様の形態で取付けられ、運転者により運
転操作される。これらの情報は入出力回路Ｉ／Ｏを介し
てプログラム制御回路１５に取込まれる。The inverter 13 is controlled by the program control circuit 15. The input information of the program control circuit 15 indicates the output information of the clutch rotation sensor 16 that detects the rotation of the first motor generator 11 and the vehicle speed sensor 17 that detects the rotation of the internal combustion engine 1, and the remaining capacity of the power storage means 14. It is voltage information. These are taken in via the input / output circuit I / O. Furthermore, this program control circuit 15
The driving operation information is captured in. The driving operation information is accelerator information A representing the amount of depression of the accelerator pedal, brake information B representing the amount of depression of the brake pedal, clutch information C representing the amount of depression of the clutch pedal, and information of the operating lever 18 that indicates the driving mode. is there. The operation lever 18 is attached to the lower side of the steered wheels in the same manner as the operation lever of the exhaust brake of the conventional device and is operated by the driver. These pieces of information are taken into the program control circuit 15 via the input / output circuit I / O.

【００２５】上記第一の電動発電機１１は上述のように
永久磁石を備える同期回転機であり、インバータ１３か
ら供給される三相交流の位相回転速度が回転体の回転速
度より大きいときに電動機となり、インバータ１３から
電気エネルギを受けて機械的な回転エネルギを発生し、
小さいときに発電機となって電気エネルギを発生し、こ
れをインバータ１３にから蓄電手段１４に供給する。こ
の制御については従来からインバータの双方向制御とし
てよく知られているので、詳しい説明は省略する。The first motor generator 11 is a synchronous rotating machine equipped with permanent magnets as described above, and when the phase rotation speed of the three-phase AC supplied from the inverter 13 is higher than the rotation speed of the rotating body, the motor. And receives electrical energy from the inverter 13 to generate mechanical rotational energy,
When it is small, it becomes a generator to generate electric energy, which is supplied from the inverter 13 to the power storage means 14. This control is conventionally well known as bidirectional control of the inverter, and detailed description thereof will be omitted.

【００２６】ここで本発明の装置はもうひとつ第二の電
動発電機１２を備える。この第二の電動発電機１２は従
来装置の始動電動機に相当する装置であるが、内燃機関
１の回転軸との間にクラッチ手段を設けることなく、こ
の第二の電動発電機１２は、上記一方向性の回転伝達手
段５の内燃機関側に、内燃機関１の回転軸に固定的に連
結される。この第二の電動発電機１２も永久磁石を含む
同期回転機であり、インバータ１３から供給される三相
交流の位相回転と、回転体の回転との相対速度にしたが
って、電動機または発電機として作用する。この装置の
インバータ１３は、プログラム制御回路１５の制御にし
たがって、それぞれ異なる回転位相に制御される二組の
インバータ回路を含む。Here, the device of the present invention further comprises another second motor generator 12. This second motor generator 12 is a device corresponding to the starting motor of the conventional device, but without providing clutch means between the second motor generator 12 and the rotating shaft of the internal combustion engine 1, the second motor generator 12 is The internal combustion engine side of the one-way rotation transmission means 5 is fixedly connected to the rotary shaft of the internal combustion engine 1. This second motor generator 12 is also a synchronous rotating machine including permanent magnets, and acts as an electric motor or a generator according to the relative speed between the phase rotation of the three-phase AC supplied from the inverter 13 and the rotation of the rotating body. To do. The inverter 13 of this device includes two sets of inverter circuits that are controlled to have different rotation phases under the control of the program control circuit 15.

【００２７】内燃機関１の燃料噴射ポンプ２２には燃料
タンク１０から燃料が供給される。この燃料噴射ポンプ
２２は、エンジン制御回路２０により制御される。この
エンジン制御回路２０は、エンジン回転センサ１９の出
力およびアクセル・ペダル２３の出力が入力する。また
このエンジン制御回路２０は、制御バス２１を介してエ
ンジン制御用のプログラム制御回路１５と接続され、そ
の制御情報が相互に交換される。Fuel is supplied to the fuel injection pump 22 of the internal combustion engine 1 from the fuel tank 10. The fuel injection pump 22 is controlled by the engine control circuit 20. The output of the engine rotation sensor 19 and the output of the accelerator pedal 23 are input to the engine control circuit 20. Further, the engine control circuit 20 is connected to a program control circuit 15 for engine control via a control bus 21, and control information thereof is exchanged with each other.

【００２８】プログラム制御回路１５には入出力回路を
介して、クラッチ回転センサ１６の検出出力、車速セン
サ１７の検出出力が入力情報として接続されている。ま
た運転者により操作される操作レバー１８の状態、始動
スイッチ２４の操作状態、アクセル・ペダル２３の踏み
込み量、ブレーキ・ペダルの状態、クラッチ・ペダルの
状態が入力情報として接続されている。またプログラム
制御回路１５には入出力回路を介して、蓄電手段１４に
設けられた充電量センサ２５の出力が入力情報として接
続されている。充電量センサ２５は、蓄電手段１４に所
定値の負荷電流が生じている状態での蓄電手段１４の端
子電圧によりその充電状態を監視するためのセンサであ
る。充電量センサについては、上述のように端子電圧に
よるもののほかさまざまな技術が知られていて、これら
従来技術を利用して構成することができるので、ここで
は詳しい説明を省略する。The detection output of the clutch rotation sensor 16 and the detection output of the vehicle speed sensor 17 are connected to the program control circuit 15 as input information via an input / output circuit. Further, the state of the operating lever 18 operated by the driver, the operating state of the starting switch 24, the depression amount of the accelerator pedal 23, the state of the brake pedal, and the state of the clutch pedal are connected as input information. Further, the output of the charge amount sensor 25 provided in the storage means 14 is connected to the program control circuit 15 as input information via an input / output circuit. The charge amount sensor 25 is a sensor for monitoring the charge state by the terminal voltage of the power storage unit 14 when the load current having a predetermined value is generated in the power storage unit 14. As for the charge amount sensor, various techniques other than the one using the terminal voltage as described above are known, and since they can be configured using these conventional techniques, detailed description thereof will be omitted here.

【００２９】このように構成された装置の動作を説明す
ると、内燃機関１の始動時には、始動スイッチ２４が操
作されることにより、制御回路１５は第二の電動発電機
１２に内燃機関始動回転速度に対応する回転位相の三相
交流電流を供給する。このための電気エネルギは蓄電手
段１４から直流電流として供給される。同時にエンジン
制御回路２０は燃料噴射ポンプ２２の燃料供給量を制御
して、内燃機関１を始動させる。これが（Ａ）前記内燃
機関が停止状態にあるときから、前記第二の電動発電機
を電動機として動作させ前記内燃機関を始動させる始動
モードである。To explain the operation of the apparatus configured as described above, when the internal combustion engine 1 is started, the start switch 24 is operated so that the control circuit 15 causes the second motor generator 12 to start the internal combustion engine rotation speed. Is supplied with a three-phase alternating current having a rotation phase corresponding to. Electric energy for this purpose is supplied from the storage means 14 as a direct current. At the same time, the engine control circuit 20 controls the fuel supply amount of the fuel injection pump 22 to start the internal combustion engine 1. This is (A) a start mode in which the second motor generator is operated as an electric motor to start the internal combustion engine from the time when the internal combustion engine is stopped.

【００３０】ついで運転操作により車両が発進し、加速
状態にあるときには、プログラム制御回路１５は、第一
の電動発電機１１および第二の電動発電機１２がともに
電動機として動作し、内燃機関１による出力分担を軽減
させるように制御する。このときの電気エネルギは蓄電
手段１４から供給される。これが（Ｂ）前記内燃機関が
前記変速機を介して車軸を駆動する状態にあるとき、前
記第一の電動発電機および前記第二の電動発電機をとも
に電動機として動作させる加速走行モードである。Next, when the vehicle is started by the driving operation and is in an acceleration state, the program control circuit 15 causes the internal combustion engine 1 to operate both the first motor generator 11 and the second motor generator 12 as electric motors. Control to reduce the output sharing. The electric energy at this time is supplied from the storage means 14. This is (B) an acceleration traveling mode in which both the first motor generator and the second motor generator operate as electric motors when the internal combustion engine drives the axles via the transmission.

【００３１】さらに車両が走行中に下り坂にかかり、い
わゆるエンジン・ブレーキの状態になると、このときに
は、本発明の装置では変速機４が走行ギヤに設定され、
クラッチ３が接合状態にあっても、一方向性の回転伝達
手段５がスリップ状態となり、プロペラシャフト６の回
転は内燃機関１に伝わらない。この状態ではプログラム
制御回路１５は第一の電動発電機１１が発電機となるよ
うに制御し、第二の電動発電機１２が電動機になるよう
に制御する。すなわち、第一の電動発電機１１の作用に
より車両走行が回生制動になるとともに、その回生制動
により発生した電気エネルギは蓄電手段１４に蓄電され
るとともに、その一部が第二の電動発電機１２に供給さ
れて、内燃機関１の回転を駆動させる。これにより、内
燃機関１のフリクションによる燃料消費を軽減させると
ともに、内燃機関１が補機を駆動するための燃料消費を
軽減させる。この場合には内燃機関１に供給する燃料は
実質的に停止することもできる。これが、上記（Ｃ）前
記第一の電動発電機が回生制動の状態にあるとき、この
第一の電動発電機の発電エネルギを利用して前記第二の
電動発電機を電動機として動作させ前記一方向性の回転
伝達手段をスリップ状態として前記内燃機関とともにそ
の内燃機関に連結された補機を駆動させる補機駆動モー
ドである。「補機」とは上記［発明が解決しようとする
課題］の欄で定義したとおりである。Further, when the vehicle goes downhill while the vehicle is traveling and the so-called engine braking state is set, at this time, in the apparatus of the present invention, the transmission 4 is set to the traveling gear,
Even if the clutch 3 is in the engaged state, the unidirectional rotation transmission means 5 is in a slip state, and the rotation of the propeller shaft 6 is not transmitted to the internal combustion engine 1. In this state, the program control circuit 15 controls the first motor / generator 11 to be a generator and the second motor / generator 12 to be a motor. That is, the vehicle traveling is regeneratively braked by the action of the first motor generator 11, and the electric energy generated by the regenerative braking is stored in the power storage means 14, and a part of the electric energy is generated by the second motor generator 12. Is supplied to drive the rotation of the internal combustion engine 1. This reduces fuel consumption due to friction of the internal combustion engine 1 and reduces fuel consumption for the internal combustion engine 1 to drive the auxiliary equipment. In this case, the fuel supplied to the internal combustion engine 1 can be substantially stopped. This is because (C) when the first motor / generator is in a regenerative braking state, the generated energy of the first motor / generator is used to operate the second motor / generator as an electric motor. It is an accessory drive mode in which the directional rotation transmission means is set in a slip state and the accessory connected to the internal combustion engine is driven together with the internal combustion engine. The "auxiliary equipment" is as defined in the above-mentioned [Problems to be solved by the invention] section.

【００３２】さらに車両が走行中に、蓄電手段１４の充
電量が不足する状態になったときには、第一の電動発電
機１１および第二の電動発電機１２をともに発電機とし
て動作させ、内燃機関１は車両の駆動出力を供給すると
ともに、第一の電動発電機１１および第二の電動発電機
１２をともに駆動して、発電された電気エネルギを蓄電
手段１４に充電する。これが上記（Ｄ）前記内燃機関が
車両を駆動走行させる状態にあるとき、前記第一の電動
発電機および前記第二の電動発電機をともに発電機とし
て動作させ前記蓄電手段を充電させる走行充電モードで
ある。Further, when the charge amount of the power storage means 14 becomes insufficient while the vehicle is running, both the first motor generator 11 and the second motor generator 12 are operated as generators, and the internal combustion engine is operated. 1 supplies the drive output of the vehicle and drives both the first motor generator 11 and the second motor generator 12 to charge the electric storage means 14 with the generated electric energy. This is (D) a traveling charging mode in which the first motor generator and the second motor generator are both operated as generators to charge the storage means when the internal combustion engine is in a state of drivingly driving the vehicle. Is.

【００３３】さらに別の動作モードとして、第一の電動
発電機１１を電動機として動作させて第一の電動発電機
１１の出力のみにより車両を走行させることができる。
このとき、一方向性の回転伝達手段５はスリップ状態と
なり、内燃機関１はアイドリング速度で回転するととも
に、第二の電動発電機１２は、界磁に供給する三相交流
の回転速度をこの第二の電動発電機１２の機械的な回転
速度と一致させて、実効的に空転状態とすることができ
る。あるいは、第二の電動発電機１２を電動機として動
作させて内燃機関１の補機駆動を助けるように利用する
こともできる。これが、上記（Ｅ）前記第一の電動発電
機を電動機として動作させ前記一方向性の回転伝達手段
をスリップ状態として前記変速機を介して車軸を駆動す
る電動走行モードである。As yet another operation mode, the first motor / generator 11 can be operated as an electric motor and the vehicle can be driven only by the output of the first motor / generator 11.
At this time, the unidirectional rotation transmission means 5 enters a slip state, the internal combustion engine 1 rotates at an idling speed, and the second motor generator 12 controls the rotation speed of the three-phase AC supplied to the field. The mechanical rotation speed of the second motor / generator 12 can be made to coincide with each other, so that the second motor / generator 12 can be effectively put into the idling state. Alternatively, the second motor generator 12 may be operated as an electric motor to be used to help drive an auxiliary machine of the internal combustion engine 1. This is (E) the electric running mode in which the first motor generator is operated as an electric motor to drive the axle via the transmission while the unidirectional rotation transmission means is in the slip state.

【００３４】さらに何らかの事情により第一の電動発電
機１１および第二の電動発電機１２をともに利用するこ
とができない状態では、二つの電動発電機を空転状態と
して、内燃機関１のみを利用する通常の自動車として走
行させることができる。これが上記（Ｆ）前記二つの電
動発電機を空転させ前記内燃機関により前記変速機を介
して車軸を駆動するエンジン走行モードである。Further, when the first motor generator 11 and the second motor generator 12 cannot be used together for some reason, the two motor generators are idled and only the internal combustion engine 1 is used. It can be run as a car. This is (F) the engine running mode in which the two motor generators are idled and the axle is driven by the internal combustion engine via the transmission.

【００３５】つぎに本発明の構成により、内燃機関の燃
料消費量を効率化することができることを説明する。先
願で開示したように一つの電動発電機を利用して、これ
を電動機または発電機として動作させる走行状態にくら
べて、本発明の構成のように二つの電動発電機を利用し
て、これらを電動機または発電機として動作させる走行
状態は、内燃機関の動作効率を高くすることができる。
これは上記説明の動作モードのうち、（Ｂ）加速走行モ
ード、および（Ｄ）走行充電モードにおいて有効であ
る。Next, it will be explained that the fuel consumption of the internal combustion engine can be made efficient by the configuration of the present invention. As disclosed in the prior application, one motor / generator is used, and two motor / generators are used by using two motor / generators as in the configuration of the present invention as compared with a traveling state in which the motor / generator is operated as a motor or a generator. The traveling state in which the engine is operated as an electric motor or a generator can increase the operating efficiency of the internal combustion engine.
This is effective in (B) the acceleration traveling mode and (D) the traveling charging mode among the operation modes described above.

【００３６】これを説明すると、内燃機関の回転速度に
対するトルク特性を考えるとき、回転速度は路面状態あ
るいは運転操作により変化するが、その各時点で必要な
トルクを得るために、同時に車両を駆動する電動機のト
ルク分担を制御することができる。このとき、本発明の
構成では２個の電動機がともにトルクの一部を分担する
ことができるから、１個の電動機がトルクの一部を分担
する場合にくらべて変更の自由度が大きくなり、内燃機
関のトルク分担を燃料消費特性がその回転速度において
最良の点に制御することが可能になるからである。To explain this, when considering the torque characteristics with respect to the rotation speed of the internal combustion engine, the rotation speed changes depending on the road surface condition or the driving operation, but the vehicle is simultaneously driven to obtain the required torque at each time point. The torque sharing of the electric motor can be controlled. At this time, in the configuration of the present invention, the two electric motors can both share a part of the torque, so that the degree of freedom of change is greater than when one electric motor shares a part of the torque. This is because it becomes possible to control the torque sharing of the internal combustion engine to the best point in terms of the rotational speed of the fuel consumption characteristic.

【００３７】図２は上で説明した（Ｂ）加速走行モード
における内燃機関の出力トルク特性である。横軸に内燃
機関の回転速度をとり、縦軸に出力トルクをとる。この
回転速度対出力トルク特性マップの中で等燃料消費率に
なる点を曲線で結ぶ。この等燃料消費率の最も良好な点
をたどってゆくと、図２に太い実線で示す高効率ライン
が得られる。FIG. 2 shows the output torque characteristic of the internal combustion engine in the acceleration traveling mode (B) described above. The horizontal axis represents the rotation speed of the internal combustion engine, and the vertical axis represents the output torque. In this rotational speed vs. output torque characteristic map, points at which the fuel consumption rate is equal are connected by a curve. By tracing the best point of this equal fuel consumption rate, the high efficiency line shown by the thick solid line in FIG. 2 is obtained.

【００３８】ここでいま車両の走行状態から内燃機関の
回転速度がＮ1 rpm であるときに着目すると、点Ｐ1は
この内燃機関回転速度で走行するに必要な総合トルクで
ある。かりに上記従来例技術で説明したように、この点
Ｐ1のトルクの一部に相当するトルクＰ1−Ｑ1を一つの
電動機で負担することができるとすると、点Ｑ1のトル
クが内燃機関により負担すべきトルクとなる。これに対
してさらにもう一つの電動機でこのトルクの一部を負担
することができるならば、このもう一つの電動機の負担
すべきトルクを供給する三相交流のすべり量を調節制御
することにより、内燃機関が負担するトルクは点Ｒ1 の
トルクになるように制御することができる。すなわち、
この回転速度Ｎ1における最適の燃料消費率の点で、内
燃機関を動作させるように制御することができる。Focusing now on the running state of the vehicle when the rotation speed of the internal combustion engine is N 1 rpm, the point P 1 is the total torque required to run at this internal combustion engine rotation speed. In addition, as described in the above-mentioned prior art, if the torque P 1 -Q 1 corresponding to a part of the torque at the point P 1 can be borne by one electric motor, the torque at the point Q 1 becomes the internal combustion engine. It becomes the torque that should be borne. On the other hand, if another motor can bear a part of this torque, by adjusting and controlling the slip amount of the three-phase alternating current that supplies the torque that this other motor should bear, The torque that the internal combustion engine bears can be controlled to be the torque at the point R 1 . That is,
The internal combustion engine can be controlled to operate at the optimum fuel consumption rate at this rotation speed N 1 .

【００３９】図２において、内燃機関の回転速度をその
内燃機関が最も高い効率で動作することができる回転速
度Ｎ2 rpm で動作させることを考えると、同様に必要な
総合トルクＰ2 の一部を一つの電動機が負担するなら、
内燃機関が負担すべきトルクは点Ｑ2のトルクとなる。
さらに発電機がもう一つ備えられ、このトルクの一部を
負担するとともにその負担割合を調節することができる
なら、内燃機関は最適の回転速度Ｎ2 で、最も効率の高
い動作点Ｒ2で動作するように制御することができる。In FIG. 2, considering that the rotational speed of the internal combustion engine is operated at the rotational speed N 2 rpm at which the internal combustion engine can operate at the highest efficiency, a part of the total torque P 2 similarly required. If one electric motor bears
The torque that the internal combustion engine should bear is the torque at point Q 2 .
Furthermore, if another generator is provided and can bear a part of this torque and adjust its share of the torque, the internal combustion engine will have an optimum rotational speed N 2 and a most efficient operating point R 2 . It can be controlled to operate.

【００４０】図３は上で説明した（Ｄ）走行充電モード
における内燃機関の出力トルク特性である。回転速度対
出力トルク特性のマップは上で説明した図２と同様であ
る。このモードは電動発電機を発電機として動作させ、
路上を走行しながら蓄電手段に充電を行うモードであ
る。FIG. 3 shows the output torque characteristic of the internal combustion engine in the (D) traveling charge mode described above. The map of the rotation speed-output torque characteristic is the same as that of FIG. 2 described above. In this mode, the motor generator operates as a generator,
In this mode, the electricity storage means is charged while traveling on the road.

【００４１】このときには、内燃機関の回転速度がＮ1
rpmであるとき、走行に必要な内燃機関のトルクは点Ｕ1
であるとする。発電機が１個であるとすると、これに
充電用発電機を動作させるトルクが加わるから、そのと
きの内燃機関が出力する必要なトルクは点Ｖ1 となる。
従来は内燃機関の効率を考慮することなく、一定出力で
蓄電手段を充電するように制御していた。しかしもう一
つの発電機を動作させることができるなら、さらに内燃
機関の出力トルクを点Ｗ1 まで大きくして、内燃機関を
最も効率の高い動作点で動作させるように制御すること
ができる。すなわち動作点Ｗ1 は回転速度Ｎ2 において
内燃機関が最大効率で動作する点であり、発電機を２個
利用することにより、この動作点Ｗ1 で走行充電を行う
ことができる。At this time, the rotation speed of the internal combustion engine is N 1
At rpm, the torque of the internal combustion engine required for running is at point U 1
Suppose Assuming that there is only one generator, the torque for operating the charging generator is added to this, so the required torque output by the internal combustion engine at that time is point V 1 .
Conventionally, the power storage means was controlled to be charged with a constant output without considering the efficiency of the internal combustion engine. However, if another generator can be operated, the output torque of the internal combustion engine can be further increased to the point W 1 and the internal combustion engine can be controlled to operate at the most efficient operating point. That is, the operating point W 1 is the point at which the internal combustion engine operates at maximum efficiency at the rotational speed N 2 , and traveling charging can be performed at this operating point W 1 by using two generators.

【００４２】図３において、内燃機関の回転速度がＮ2
rpmであるなら、そのときの走行に必要なトルクをＵ2
とすると、そして発電機が一つであるとすると、これに
一つの発電機が蓄電手段を充電するに必要なトルクを加
えて、全体で必要なトルクは点Ｖ2 となる。しかし発電
機がもう一つ装備されているなら、この発電機のトルク
分担をこの内燃機関が最も高い効率で動作する点Ｗ2 に
なるようにこの第二の発電機に負荷を与えることによ
り、内燃機関は最高効率の動作点で動作させることがで
きる。In FIG. 3, the rotation speed of the internal combustion engine is N 2
If it is rpm, the torque required for running at that time is U 2
Then, assuming that there is one generator, the torque required for one generator to charge the storage means is added to this, and the total required torque is point V 2 . But if another generator is installed, by loading the second generator so that the torque sharing of this generator is at point W 2 where this internal combustion engine operates at the highest efficiency, Internal combustion engines can be operated at their most efficient operating point.

【００４３】[0043]

【発明の効果】本発明の装置により、エネルギ利用効率
の高いハイブリッド自動車が得られる。本発明の装置
は、一方向性の回転伝達手段を介在させたハイブリッド
自動車において、下り坂走行など走行エネルギからの発
電出力で補機を駆動することができるとともに、内燃機
関の回転速度に対する出力トルク特性の最適点で内燃機
関を運転することができる。With the device of the present invention, a hybrid vehicle with high energy utilization efficiency can be obtained. INDUSTRIAL APPLICABILITY The device of the present invention can drive an auxiliary machine with a power generation output from traveling energy such as traveling downhill in a hybrid vehicle having a unidirectional rotation transmission means, and output torque with respect to the rotation speed of an internal combustion engine. The internal combustion engine can be operated at the optimum point of the characteristics.

【図面の簡単な説明】[Brief description of drawings]

【図１】本発明実施例の全体構成を説明するためのブロ
ック構成図。FIG. 1 is a block configuration diagram for explaining an overall configuration of an embodiment of the present invention.

【図２】加速走行モードにおける出力トルクを説明する
図。FIG. 2 is a diagram illustrating output torque in an acceleration traveling mode.

【図３】走行充電モードにおける出力トルクを説明する
図。FIG. 3 is a diagram illustrating output torque in a traveling charging mode.

【図４】従来例の構成図。FIG. 4 is a configuration diagram of a conventional example.

【符号の説明】 １ 内燃機関 ２ 電動発電機 ３ クラッチ ４ 変速機 ５ 一方向性の回転伝達手段 ６ プロペラシャフト ７ ディファレンシャルギア ８ アクスル ９ 駆動車輪 １０ 燃料タンク １１ 第一の電動発電機 １２ 第二の電動発電機 １３ インバータ １４ 蓄電手段 １５ プログラム制御回路 １６ クラッチ回転センサ １７ 車速センサ １８ 操作レバー １９ エンジン回転センサ ２０ エンジン制御回路 ２１ 制御バス ２２ 燃料噴射ポンプ ２３ アクセル・ペダル ２４ 始動スイッチ ２５ 充電量センサ[Explanation of symbols] 1 Internal combustion engine 2 motor generator 3 clutch 4 transmission 5 Unidirectional rotation transmission means 6 Propeller shaft 7 differential gear 8 axles 9 drive wheels 10 Fuel tank 11 First motor generator 12 Second motor generator 13 Inverter 14 Storage means 15 Program control circuit 16 Clutch rotation sensor 17 vehicle speed sensor 18 Operation lever 19 Engine rotation sensor 20 Engine control circuit 21 control bus 22 Fuel injection pump 23 accelerator pedal 24 Start switch 25 Charge sensor

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｂ６０Ｋ 6/04 ４００ Ｂ６０Ｋ 6/04 ４００ ５５１ ５５１ ７３３ ７３３ 17/04 17/04 Ｇ Ｂ６０Ｌ 7/14 Ｂ６０Ｌ 7/14 Ｆ０２Ｄ 29/02 Ｆ０２Ｄ 29/02 Ｄ (56)参考文献 特開2001−206084（ＪＰ，Ａ) 特開2001−213180（ＪＰ，Ａ) 特開 平10−309003（ＪＰ，Ａ) 特開 平10−331677（ＪＰ，Ａ) 特開 平11−150805（ＪＰ，Ａ) 特開 平６−144020（ＪＰ，Ａ) 特開2001−298805（ＪＰ，Ａ) 特表2002−542752（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60K 6/02 - 6/06 B60K 17/00 - 17/36 B60L 11/02 - 11/16 F02D 29/00 - 29/06 F02N 11/00 - 11/14 ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 7 Identification code FI B60K 6/04 400 B60K 6/04 400 551 551 733 733 17/04 17/04 G B60L 7/14 B60L 7/14 F02D 29 / 02 F02D 29/02 D (56) Reference JP 2001-206084 (JP, A) JP 2001-213180 (JP, A) JP 10-309003 (JP, A) JP 10-331677 (JP , A) JP-A-11-150805 (JP, A) JP-A-6-144020 (JP, A) JP-A-2001-298805 (JP, A) Special Table 2002-542752 (JP, A) (58) Field (Int.Cl. 7 , DB name) B60K 6/02-6/06 B60K 17/00-17/36 B60L 11/02-11/16 F02D 29/00-29/06 F02N 11/00-11 / 14

Claims (4)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】 内燃機関と、第一の電動発電機と、クラ
ッチと、変速機とが前記順序に回転駆動力が伝達される
ように接続され、前記内燃機関と前記第一の電動発電機
との間に、回転駆動力が前記内燃機関から前記第一の電
動発電機に伝達され前記電動発電機から前記内燃機関に
は伝達されない一方向性の回転伝達手段を設けたハイブ
リッド自動車において、 前記内燃機関のクランク軸にその回転軸が連結された第
二の電動発電機を備え、 前記二つの電動発電機についての制御手段と、この制御
手段を介して前記二つの電動発電機に接続された蓄電手
段とを備え、 前記制御手段は、 （Ａ）前記内燃機関が停止状態にあるときから、前記第
二の電動発電機を電動機として動作させ前記内燃機関を
始動させる始動モード、 （Ｂ）前記内燃機関が前記変速機を介して車軸を駆動す
る状態にあるとき、前記第一の電動発電機および前記第
二の電動発電機をともに電動機として動作させる加速走
行モード、 （Ｃ）前記第一の電動発電機が回生制動の状態にあると
き、この第一の電動発電機の発電エネルギを利用して前
記第二の電動発電機を電動機として動作させ前記一方向
性の回転伝達手段をスリップ状態として前記内燃機関と
ともにその内燃機関に連結された補機を駆動させる補機
駆動モード、 （Ｄ）前記内燃機関が車両を駆動走行させる状態にある
とき、前記第一の電動発電機および前記第二の電動発電
機をともに発電機として動作させ前記蓄電手段を充電さ
せる走行充電モード、のいずれかを設定する手段を含む
ことを特徴とするハイブリッド自動車。1. An internal combustion engine, a first motor generator, a clutch, and a transmission are connected so that rotational driving force is transmitted in the order, and the internal combustion engine and the first motor generator. And a unidirectional rotation transmission means in which a rotational driving force is transmitted from the internal combustion engine to the first motor generator and is not transmitted from the motor generator to the internal combustion engine, comprising a second motor generator rotation shaft is connected to a crankshaft of the internal combustion engine, and control means for said two motor generator, the control
Storage device connected to the two motor generators by means of
The control means includes: (A) the
The second internal combustion engine is operated by operating the second motor generator as an electric motor.
A start mode for starting, (B) the internal combustion engine drives an axle via the transmission
The first motor generator and the second motor
Acceleration run with both motor generators operating as electric motors
Row mode, ( C) when the first motor generator is in regenerative braking
Using the energy generated by this first motor generator
The second motor generator is operated as an electric motor, and the unidirectional
The internal combustion engine with the elastic rotation transmission means in a slip state.
Auxiliary machine that drives an auxiliary machine connected to the internal combustion engine
Drive mode, (D) The internal combustion engine is in a state of driving the vehicle
When the first motor generator and the second motor generator
Both of them to operate as a generator to charge the storage means.
A hybrid vehicle including a means for setting one of a running charging mode to be performed. 【請求項２】 前記制御手段は、前記（Ｂ）記載の加速
走行モードに設定されている状態で、前記内燃機関がそ
の回転速度における燃料消費率が最適値に近似するよう
に前記第一の電動発電機および前記第二の電動発電機が
それぞれ負担する出力トルクを制御する手段を含む請求
項１記載のハイブリッド自動車。2. The acceleration according to (B) above,
When the internal combustion engine is in the running mode,
So that the fuel consumption rate at each rotation speed approximates the optimum value
In the first motor generator and the second motor generator
The hybrid vehicle according to claim 1 , further comprising means for controlling the output torque to be borne . 【請求項３】 前記制御手段は、前記（Ｄ）記載の走行
充電モードに設定されている状態で、前記内燃機関がそ
の回転速度における燃料消費率が最適値に近似するよう
に前記第一の電動発電機および前記第二の電動発電機が
それぞれ必要とするトルクを制御する手段を含む請求項
１記載のハイブリッド自動車。3. The traveling means according to (D) above,
When the internal combustion engine is in the charging mode,
So that the fuel consumption rate at each rotation speed approximates the optimum value
In the first motor generator and the second motor generator
The hybrid vehicle according to claim 1 , further comprising means for controlling a required torque . 【請求項４】 前記制御手段は、さらに、 （Ｅ）前記第一の電動発電機を電動機として動作させ前
記一方向性の回転伝達手段をスリップ状態として前記変
速機を介して車軸を駆動する電動走行モード、（Ｆ）前
記二つの電動発電機を空転させ前記内燃機関により前記
変速機を介して車軸を駆動するエンジン走行モード、 （Ｇ）前記内燃機関により前記二つの電動発電機を駆動
してその発生する電気エネルギを前記蓄電手段に充電す
る停車充電モード、のいずれかを設定する手段を含む 請
求項１記載のハイブリッド自動車。4. The control means further comprises: (E) before operating the first motor generator as an electric motor.
The unidirectional rotation transmission means is put in the slip state and
Electric drive mode in which the axle is driven via a speed machine, (F) before
The two motor generators are allowed to idle and the internal combustion engine
An engine drive mode in which an axle is driven via a transmission, (G) the internal combustion engine drives the two motor generators
To charge the storage means with the generated electrical energy
The hybrid vehicle according to claim 1 , comprising means for setting any one of a stop charging mode for stopping .
JP2001350346A 2001-11-15 2001-11-15 Hybrid car Expired - Fee Related JP3490420B2 (en)

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Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2001350346A JP3490420B2 (en) 2001-11-15 2001-11-15 Hybrid car

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Publication Number Publication Date
JP2003146095A JP2003146095A (en) 2003-05-21
JP3490420B2 true JP3490420B2 (en) 2004-01-26

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* Cited by examiner, † Cited by third party
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KR20170000992A (en) * 2015-06-25 2017-01-04 현대자동차주식회사 A driving force control method in case of clutch slipping of tmed hev engine

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