200922814 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種機車混合動力系統，尤指一種適用 於可提供機車引擎動力與電動機動力之機車混合動力系 統。 【先前技術】200922814 IX. DESCRIPTION OF THE INVENTION: TECHNICAL FIELD The present invention relates to a locomotive hybrid system, and more particularly to a locomotive hybrid system suitable for providing locomotive engine power and electric motor power. [Prior Art]
10 15 近年來，基於世界環保意識的抬頭與能源危機的影 θ世界各先進國豕均投入大筆資金與人力研發低污染、 低油耗、與高效能之車輛。 以目妯新興之電動車輛為例，其係使用電能作為其驅 動禽b源’ &有廢氣的排放與污染，因而被認為是最佳的交 通工具H電動車輛卻有著續航力低、充電不方便、 與成本偏南之缺點。 因此，為解決上述電動車輛之缺點，有人發展出具 二引擎與電能兩種優點之混合動力系統車輛。然而， 與電能混合之車輛，係於引擎與產生電能之馬 =西己置有如離合器之動力接合機構。例如台灣發明專: 第1255242號所揭露之—鞴、，θ入 要說明-媸教“ 機車之架構’其專利 冑車動力 >昆合系統之馬達及引擎如何靠其— 傳動機構來互相傳遞 刀及考疋傳遞動力至驅動輪。 利所揭露之動力傳動機構， 動 力傳遞至-離心離合器’待離心離合器杜人指 方能啟動引擎。因此 益、、口 口4 W擎啟動與否受限於離心離合器 20 200922814 轉速是否到達離心離合器的接合條件。也就是說若馬達的10 15 In recent years, based on the rise of the world's environmental awareness and the impact of the energy crisis, the world's advanced countries have invested large sums of money and manpower to develop vehicles with low pollution, low fuel consumption and high efficiency. Taking the emerging electric vehicle as an example, it uses electric energy as its source of driving poultry b. It is considered to be the best vehicle. The electric vehicle has low endurance and is inconvenient to charge. And the shortcomings of cost south. Therefore, in order to solve the shortcomings of the above electric vehicles, a hybrid vehicle having two advantages of two engines and electric power has been developed. However, a vehicle that is mixed with electric energy is attached to the engine and the electric power generating unit. For example, the Taiwan Invention Special: No. 1254242, which is disclosed in 125, θ, θ 要 媸 媸 媸 媸 媸 “ 架构 架构 机 机 机 机 机 机 机 机 机 其 其 其 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆 昆The knife and the test pass transmit power to the drive wheel. The power transmission mechanism disclosed by Li, the power transmission to the centrifugal clutch 'to be centrifuged, the Du Renjian can start the engine. Therefore, the 4 W engine is limited or not. Whether the speed of the centrifugal clutch 20 200922814 reaches the engagement condition of the centrifugal clutch. That is to say if the motor
轉速未到賴夠使離㈣合轉合的歸，㈣擎並不會 被啟動。 S 這個結果造成，若系統於馬達轉速未達到離心離合器 接合的條件下需啟動引擎時，則 ° ..4〇 . + 則此動力接合機構將無法完 成爾需求。故上述混合動力機車並非十分理相，6有 改善之空間。 丁刀理心、尚有 ^明人緣因於此’本於積極發明之精神，亟思一種可 完成此項嘉惠世人之本發明系統’幾經研究實驗終至 【發明内容】 本發明係有關於一種機車混合動力 械能至一電動機之一入六紅μ 、 系、，先，其係耦合機 15 機車驅動輪 ，並將其旋轉動力傳遞至一 機皁驅動輪。包括有：一引擎、_ 變速機構、—第一電動機、一 構、-驅動輪、-電池、及_控制器動機、一動力輕合機 上述之出力軸係藉由減速齒輪組盥 合，而變速機構則連結於入力袖力^車,誕動輪相互麵 電動機係與機車”擎之曲柄軸相於第 與入力軸相互樞接。動力麵合機 =二電動機則 :極接’動力_籌並可選擇式相二=柄轴相 與曲柄轴。此外，控制器並分別 j未搞合入力轴 第二電動機電性連接，控.㈣能選擇二第電::動： 20 200922814 驅動機車驅動輪旋轉或/及第一電動機驅動曲柄軸旋轉、進 而啟動引擎使其輸出動力驅動機車驅動輪旋轉。 藉此’本發明之第一電動機可由控制器直接控制啟動 之時間’不受習用混合動力系統受限於離心離合器之 轉速需到達離心離合器的接合條件方能啟動引擎。且系統 :視車輛行駛之狀況，以控制器選擇性地控制第二電動 Lt引擎之驅動力直接由傳動系統傳輸動力至機車驅動 二二，1本發明可在不同的行駛情況下，使機車在最 置消耗率的狀態下輸出動能以職機車行走。 卜本發明可更包括—車速感知器，車速感知器並 二:Γ電性連接，控制器可讀取車速感知器之訊號以獲 :二日：速’用以自動控制電池提供電力給第二電動機、 ^及第1動機驅動機車之曲柄轴旋轉，並將驅動力直接 由傳動系統傳輸動力至機車驅動輪。 15 另外’本發明可更包括一引擎轉速感知器 =與:空制器電性連接，控制器可讀取引擎轉速二 =以獲得當時機車之引擎轉速’用以自動控制下述至少 機車引擎之曲柄轴旋轉驅動第一電動機發電、並將 發電=電池儲存，機車之入力軸旋轉驅動第二電動機 ^棘驢叙電力傳达至電池儲存’以及機車引擎之曲柄軸 =括動第-電動機發電、並將電力傳送至第二電動機， 藉以提咼動力傳送至機車驅動輪。 许片Γ者’本發明也可更包括—油門開度感知11，油門開 度感知器並與控制器電性連接，控制器可讀取油門開度感 20 200922814 知器之訊號以獲得機車之油門開度變化，用以自動控制機 車之入力軸旋轉驅動第二電動機發電，並將電力傳送至電 池。 :=、，本發明也可更包括一剎車開關感知器，剎車開關 f器並。控制器電性連接，控制器可讀取刹車開關感知 益之Λ號以獲得當時機車之刹車是否啟動，用以自動控制 機車之入力純轉驅動第二電動機發電，並將電力 電池。 ^外’上述之第_電動機及第二電動機除具有驅動機 •之力此外，也具有發電機發電功能，且第二電動機 之功率比第一電動機大。 电㈣ 另外，上述機車之出力軸與機車驅動輪之間可更组設 有一減速絲組，俾可提高扭力驅誠車驅動輪。 15 〇 他等ΐ:搞動力：合機構可為-離心離合器、或其 $ ° 。且變速機構也可為一無段變速機構、 或其他#效之機構。 【實施方式】 本發明1 = 本發明—較佳實施例之剖視圖、及圖2係 Ϊ且Λ'統架構圖。其中顯示有-機車引 li人動^車引擎1包括有1柄軸11，而本實施例之機 糸統仙合至前述機車引擎 】 將其紅轉動力傳遞至一機車 面 工 例包括有：―入力軸Π、-出如圖所示，本實施 出力軸18、一變速機構、一第 20 200922814 一電動機2、一第二電動機3、一動力耦合機構15、一減速 齒輪、’且16、-電池4、—車速感知器61、—引擎轉速感知器 62、一油門開度感知器63、一刹車開關感知器64、以及一 控制器5。 如圖1所示，第一電動機2係與機車引擎丨之曲柄軸^柩 接而第一電動機3則與入力軸丨7柩接，變遠機構係連結於 入力軸17與出力軸18之間。至於動力耗合機構⑸系與入力 軸17及曲柄軸11枢接，動力耦合機構15可選擇式耦合、或 未搞合入力軸17與曲柄仙。且出力軸18與機車驅動輪Μ 之間組設有—減速齒輪組16，亦即出力軸Μ係經由減速齒 輪組16軸合至機相動輪21，俾可提高扭力驅動機車驅 動輪21。在本實施例巾，機車驅動輪_為—機車後輪， 且動力耦合機構15係為一離心離合器。 " 15The speed does not depend on the return of the (four) turn, (4) the engine will not be activated. This result is that if the system needs to start the engine if the motor speed does not reach the centrifugal clutch engagement, then ..4〇. + This power joint mechanism will not be able to fulfill the demand. Therefore, the above hybrid locomotive is not very reasonable, and there is room for improvement. Dingdao Lixin, there is still a clear human reason for this 'in the spirit of active invention, a kind of system of the invention that can complete this Jiahui world's several experiments] [invention content] The present invention is related to A locomotive hybrid power can be fed into a six red μ, system, and first, a coupling motor 15 locomotive driving wheel, and transmits its rotational power to a soap driving wheel. The utility model comprises: an engine, a shifting mechanism, a first electric motor, a structure, a driving wheel, a battery, a controller, a power steering machine, and the output shaft shaft is coupled by a reduction gear set, and The shifting mechanism is connected to the force sleeve, the motor and the locomotive. The crankshaft phase of the engine is pivoted to the first and the input shaft. The power surface machine = two motors: the pole is connected to the power Optional phase two = shank phase and crankshaft. In addition, the controller and j are not engaged in the second motor of the force axis, the control. (4) can choose the second electric:: move: 20 200922814 drive locomotive drive wheel Rotating or/and the first motor drives the crankshaft to rotate, thereby starting the engine to output the power to drive the locomotive drive wheel to rotate. Thereby the 'first motor of the invention can be directly controlled by the controller to start the time' is not subject to the conventional hybrid system It is limited to the speed of the centrifugal clutch to reach the engagement condition of the centrifugal clutch to start the engine. And the system: selectively controls the driving force of the second electric Lt engine by the controller depending on the driving condition of the vehicle Directly transmitted from the transmission system to the locomotive drive 22, 1 the invention can make the locomotive output kinetic energy to the locomotive in the state of the most consumption rate under different driving conditions. The invention can further include the vehicle speed sensor The vehicle speed sensor is two: the electric connection, the controller can read the signal of the speed sensor to obtain: two days: speed 'to automatically control the battery to provide power to the second motor, ^ and the first motive to drive the locomotive The crankshaft rotates and transmits the driving force directly to the locomotive drive wheel by the transmission system. 15 In addition, the invention may further include an engine speed sensor=electrical connection with the air conditioner, and the controller can read the engine speed two = to obtain the engine speed of the locomotive at the time to automatically control the following crankshaft of the locomotive engine to drive the first motor to generate electricity, and to generate electricity = battery storage, the locomotive's input shaft rotates to drive the second motor. Reaching the battery storage 'and the crankshaft of the locomotive engine = including the first motor to generate electricity and transmitting the power to the second electric motor, so as to transfer power to the machine The driving wheel. The invention may also include a throttle opening sensing 11, a throttle opening sensor and electrically connected to the controller, and the controller can read the throttle opening feeling 20 200922814 Obtaining the throttle opening change of the locomotive for automatically controlling the input shaft of the locomotive to rotationally drive the second motor to generate electricity and transmitting the power to the battery. :=,, the invention may further comprise a brake switch sensor, the brake switch And the controller is electrically connected, the controller can read the brake switch to sense the nickname to obtain whether the brake of the locomotive is activated at the time, to automatically control the locomotive's input to purely drive the second motor to generate electricity, and to power the battery. In addition to the force of the driver, the first motor and the second motor have a generator power generation function, and the power of the second motor is larger than that of the first motor. Electric (4) In addition, a speed reduction wire group can be further arranged between the output shaft of the locomotive and the driving wheel of the locomotive, and the torque driving drive wheel can be improved. 15 〇 He is equal: power: the mechanism can be - centrifugal clutch, or its $ °. And the shifting mechanism can also be a stepless shifting mechanism, or other mechanism. [Embodiment] The present invention 1 = a cross-sectional view of the present invention - a preferred embodiment, and FIG. 2 is a schematic diagram of the architecture. It is shown that the locomotive engine 1 includes a handle shaft 11 and the machine of the present embodiment is coupled to the locomotive engine. The transmission of the red rotational force to a locomotive surface includes: ―Input shaft Π, - as shown in the figure, the present embodiment produces a force shaft 18, a shifting mechanism, a 20th 200922814, a motor 2, a second motor 3, a power coupling mechanism 15, a reduction gear, and a battery 4, a vehicle speed sensor 61, an engine speed sensor 62, an accelerator opening sensor 63, a brake switch sensor 64, and a controller 5. As shown in FIG. 1 , the first motor 2 is coupled to the crankshaft of the locomotive engine cymbal and the first motor 3 is coupled to the input shaft 7 , and the remote mechanism is coupled between the input shaft 17 and the output shaft 18 . . The power absorbing mechanism (5) is pivotally connected to the input shaft 17 and the crank shaft 11, and the power coupling mechanism 15 is selectively coupled or not engaged with the input shaft 17 and the crank. A reduction gear set 16 is disposed between the output shaft 18 and the locomotive driving rim, that is, the output shaft yoke is coupled to the machine phase moving wheel 21 via the reduction gear set 16, and the torque driving locomotive driving wheel 21 can be improved. In the embodiment of the invention, the locomotive driving wheel _ is the locomotive rear wheel, and the power coupling mechanism 15 is a centrifugal clutch. " 15
此外’如圖1所示，變速機構於本實施例中係指一益段 變速機構，包括有-驅動盤121、一滑動驅動盤⑵、一滚 :!23、一傳動盤142、一滑動傳動盤i4i、以及一傳動盤彈' 頁143。其中’驅動盤121及滑動驅動盤122均軸向組設於入 力輔17上’ 人力軸17之旋轉促使滾珠123以其離心力而推 頂滑動驅動盤122沿入力軸17作軸向移動。同樣的，傳動盤 142及滑動傳動盤141均軸向組設於出力軸18上， ^⑷係以其彈力而推頂滑動傳動盤⑷沿出力軸18 向移動。 isg 厶，/| 丨/丁、刀α丹电见4、第—電動機2 第二電動機3、車速感知器6卜引擎轉速感知器62、油門 20 200922814 - 度感知器63、及剎車開關感知器64電性連接。且控制器5係 能選擇式控制下述至少其一：第二電動機3驅動機車驅動輪 21旋轉、第一電動機2驅動曲柄軸11旋轉、進而驅動機車驅 動輪21旋轉、第一電動機2切換成發電機產生電力給電池4 5充電儲存、第一電動機2切換成發電機產生電力直接供應第 一電動機3電力、及第二電動機3切換成發電機產生電力給 電池4充電儲存。在本實施例中，第二電動機3之功率比第 一電動機2大。 此外，在本實施例中，當引擎丨啟動後第一電動機2可 1〇切換成發電機產生電力給電池4充電，或者直接供應第二電 動機3電力以驅動機車驅動輪21行走。而第二電動機^不僅 可驅動機車驅動輪21行走，也可切換成發電機發電產生電 力給電池4充電儲存。另外，第二電動機3的驅動力係直接 經由入力軸17傳輸動力至機車驅動輪21，但是引擎〗之動力 15必須要動力耦合機構15接合後才能傳輸動力至機車驅動輪 21 ° 請參閱圖3係本發明一較佳實施例於低速行駛時之示 意圖，並請一併參閱圖丨。此時驅動車輛行駛之動力僅需第 二電動機3供應就足夠，因此，當控制器5讀取車速感知器 20 61之訊號，獲得當時車輛係於低速行駛時，控制器5可控制 電池4提供電力給第二電動機3,直接以第二電動機3驅動入 力軸17、進而帶動出力軸職轉’再傳輸動力至機車驅動 輪21。在此低速行駛時，動力耦合機構15係在未耦合之狀 態，亦即入力軸17與引擎丨之曲柄軸丨丨並未耦合。 200922814 請參閱圖4係本發明一較佳實施例於低速至中速行駛 時之不意圖，並請一併參閱圖卜此時驅動車輛行駛之動力 需要由輸出動力較大之引擎〗供應，因此’當控制器5讀取 車速感知器61之訊號，獲得當時車輛係於低速朝向中速行 駛時，控制器5除了可控制電池4提供電力給第二電動機3， 直接以第二電動機3驅動入力軸17、進而帶動出力轴職 轉再傳輸動力至機車驅動輪21外。且控制器5會控制電、、也 4提供電力給第一電動機2、進而啟動引擎卜惟此時引擎i 之轉速尚屬低轉速，動力搞合機構15仍在未麵合之狀能， 亦即入力軸17與引擎1之曲柄軸11尚未搞合。 。 凊參閱圖5係本發明—較佳實施例於巾、高速行敬時之 :意請—併參閱圖1。由於車輛於中、高速行駛時， 第-電動機3之動力輸出性能已不足供應給車祕中、 15 =駛之需求。因此’車輛於中、高速行驶時係由輸出動力In addition, as shown in FIG. 1 , the shifting mechanism refers to a beneficial section shifting mechanism in this embodiment, including a drive disc 121 , a slide drive disc ( 2 ), a roll: ! 23 , a drive disc 142 , and a sliding transmission Disk i4i, and a drive disk bomb 'page 143. Wherein the 'drive disc 121 and the slide drive disc 122 are axially disposed on the load assist 17', the rotation of the human shaft 17 causes the ball 123 to push the slide drive disc 122 axially along the input force shaft 17 by its centrifugal force. Similarly, the drive plate 142 and the slide drive plate 141 are axially assembled on the output shaft 18, and ^(4) is moved by the elastic force to push the slide drive plate (4) along the output shaft 18. Isg 厶, /| 丨 / D, knife α Dan see 4, the first motor 2 second motor 3, vehicle speed sensor 6 engine speed sensor 62, throttle 20 200922814 - degree sensor 63, and brake switch sensor 64 electrical connection. And the controller 5 can selectively control at least one of the following: the second motor 3 drives the locomotive driving wheel 21 to rotate, the first motor 2 drives the crankshaft 11 to rotate, and further drives the locomotive driving wheel 21 to rotate, and the first motor 2 is switched to The generator generates electric power to charge the battery 45, the first electric motor 2 switches to generate electric power to directly supply the electric power of the first electric motor 3, and the second electric motor 3 switches to generate electric power for the electric power to charge the battery 4. In the present embodiment, the power of the second motor 3 is larger than that of the first motor 2. Further, in the present embodiment, the first electric motor 2 can be switched to generate electric power to charge the battery 4 when the engine is started, or directly supply the electric power of the second electric motor 3 to drive the locomotive driving wheel 21 to travel. The second motor ^ can not only drive the locomotive driving wheel 21 to travel, but also switch to generator power generation to generate electricity to charge and store the battery 4. In addition, the driving force of the second electric motor 3 directly transmits power to the locomotive driving wheel 21 via the input shaft 17, but the power 15 of the engine must be coupled by the power coupling mechanism 15 to transmit power to the locomotive driving wheel 21 °. A schematic diagram of a preferred embodiment of the present invention at low speeds, and please refer to FIG. At this time, the power for driving the vehicle is only required to supply the second motor 3. Therefore, when the controller 5 reads the signal of the vehicle speed sensor 20 61 and obtains that the vehicle is traveling at a low speed, the controller 5 can control the battery 4 to provide The electric power is supplied to the second electric motor 3, and the second electric motor 3 is directly driven into the force shaft 17, and then the output shaft is rotated to re-transmit the power to the locomotive driving wheel 21. At this low speed, the power coupling mechanism 15 is in an uncoupled state, i.e., the input shaft 17 is not coupled to the crankshaft of the engine 。. 200922814 Please refer to FIG. 4 for the intention of driving at a low speed to a medium speed according to a preferred embodiment of the present invention, and please refer to the drawing. The power of driving the vehicle at this time needs to be supplied by the engine with larger output power. 'When the controller 5 reads the signal of the vehicle speed sensor 61 and obtains that the vehicle is traveling at a low speed toward the medium speed, the controller 5 can control the battery 4 to supply power to the second motor 3, and directly drive the second motor 3 into the force. The shaft 17, and in turn, drives the output shaft to re-transmit the power to the outside of the locomotive drive wheel 21. And the controller 5 controls the electric power, and also supplies power to the first electric motor 2, and then starts the engine. However, the rotational speed of the engine i is still at a low rotational speed, and the power engagement mechanism 15 is still in a state of non-combination. That is, the input shaft 17 and the crank shaft 11 of the engine 1 have not yet been engaged. . 5 图 凊 凊 5 — — — — — — — — — — — — — — — — — — — — 较佳 较佳 较佳 较佳Since the vehicle is driving at medium and high speeds, the power output performance of the first motor 3 is insufficient to supply the demand for the car. Therefore, the vehicle is powered by the output at medium and high speeds.
Si::擎=應’故在此狀態下，動力耦合機構15係絲 :狀心’亦即^力軸17與引擎1之曲柄軸11已輕合。且引 圍：,：二制駛時，係為引擎1的最佳運轉效率範 ^故田控制裔5讀取引擎轉速感知器62之訊號 :引擎1在此範圍内運轉時，控制器5可控制利用引擎％; 力動第—電動機2、及第二電動機二^ ::送至她也4儲存。換言之，當車輛於中、高速行駛:電 ，速=、及第—電動機2、與第 電量 大，則引擎1之負荷就愈大。 發電量愈 20 200922814 言月繼、'力參閱圖6係本發明—較佳實施例於高負—一 時之示意圖，並請-併參„卜#車輛所f之動力 擎！的最佳運轉效率範圍時所能提供之動力，或者於I 速狀態需要較大的加速扭力時，則車輛所需之動力除由： 擎1供應外，第二電動機3也會提供動力與引擎！一同輸 力驅動車輛。故在此狀態下，動力耦合機㈣係在耦人之 狀態’亦即人力軸17與引擎丨之曲柄仙⑽合。 ，取引擎轉速感知器62、及油門開度感知器63之：；： 付當時引擎！在最佳運轉效率範圍内絲*足車㈣需之 動力時’㈣H5可控制之曲柄如驅動第—電 =將電力傳送至第二電動機3、同時電池4之電力也傳 ^ 電動機3、且第二電動機3及引擎1之曲柄軸11之動 L傳輸動力至機車驅動輪21，俾能提高動力輸出來驅動 機車驅動輪21。 15立°月再參閱圖7係本發明一較佳實施例於滑行駛時之示 〜圖並^ —併參閱圖1。當車輛係於滑行或煞車申，此時 停止運轉，且動力耦合機構15係在未耦合之狀態， 二#力轴17與引擎1之曲柄軸11並未耦合，因此，當控制 ^ ^ ^由門開度感知器63、或剎車開關感知器64之訊號， 二于:夺車輛係於滑行或煞車時，控制器5可控制入力軸17 存動電動機3發電、並將電力傳送至該電池4充電儲 ^内亦即將滑行時車輛之慣性減喊換成電能儲存於電 12 200922814 藉此’本發明之第一電動機2可由控制器5直接控制啟 動引擎1之時間，不受習用混合動力系統受限於離心離合器 之轉速需到達離心離合器的接合條件方能啟動引擎。且控 制器5可視行駛之狀況，控制第二電動機3、及引擎丨之驅動 5力直接由傳動系統傳輸動力至機車驅動輪21之時機，故本 發明可在不同的行駛情況下，使機車在最佳能量消耗率的 狀態下輸出動能以驅動機車行走。 上述實施例僅係為了方便說明而舉例而已，本發明所 主張之權利範圍自應以申請專利範圍所述為準，而非 10 於上述實施例。 又 【圖式簡單說明】 圖1係本發明一較佳實施例之剖視圖。 圖2係本發明一較佳實施例之系統架構圖。 15In this state, the power coupling mechanism 15 is a wire: the center of the heart, that is, the force shaft 17 is lightly coupled to the crank shaft 11 of the engine 1. And the encirclement::: The second operating mode is the best operating efficiency of the engine 1. The signal of the engine control unit 5 reads the engine speed sensor 62: when the engine 1 is operating in this range, the controller 5 can The control utilizes the engine %; the force-motor 2, and the second motor 2:: is sent to her and is also stored. In other words, when the vehicle is traveling at medium and high speeds: electric speed, speed =, and first motor 2, and the first electric quantity is large, the load of the engine 1 is increased. More than 20 generations of power generation 200922814 言月继, '力 Refer to Figure 6 is the present invention - a preferred embodiment of the high-negative - one-time diagram, and please - and participate in the vehicle's power engine's best operating efficiency The power that can be provided in the range, or when the I-speed state requires a large acceleration torque, the power required by the vehicle is divided by: The supply of the engine 1 will also provide power and the engine! In this state, the power coupling (4) is in the coupled state, that is, the manual shaft 17 is combined with the crankshaft (10) of the engine. The engine speed sensor 62 and the throttle opening sensor 63 are taken: ;: Pay the engine at the time! In the range of the best operating efficiency, the wire *foot vehicle (four) required power '(4) H5 controllable crank, such as drive - electricity = power is transmitted to the second motor 3, while the power of the battery 4 is also transmitted ^ The electric motor 3, and the second motor 3 and the crankshaft 11 of the engine 1 transmit power to the locomotive drive wheel 21, and the power output can be increased to drive the locomotive drive wheel 21. The present invention is further described with reference to FIG. A preferred embodiment is shown when driving Figure 2 - and refer to Figure 1. When the vehicle is in taxiing or braking, the operation is stopped at this time, and the power coupling mechanism 15 is in an uncoupled state, and the two #-force shaft 17 is not coupled with the crank shaft 11 of the engine 1. Therefore, when the control signal is controlled by the door opening sensor 63 or the brake switch sensor 64, the controller 5 can control the input shaft 17 to store the motor 3 to generate electricity. And transmitting power to the battery 4, and when the vehicle is about to slide, the inertia of the vehicle is replaced by electric energy and stored in the electric power 12 200922814. Thus, the first motor 2 of the present invention can be directly controlled by the controller 5 to start the engine 1 Time, not subject to the conventional hybrid system is limited by the speed of the centrifugal clutch to reach the engagement condition of the centrifugal clutch to start the engine. And the controller 5 can control the driving force of the second motor 3 and the engine 可视 directly according to the driving condition. When the transmission system transmits power to the timing of the locomotive driving wheel 21, the present invention can output kinetic energy to drive the locomotive to run under the optimal energy consumption rate under different driving conditions. The embodiments are merely examples for convenience of description, and the scope of the claims should be based on the scope of the patent application, instead of the above embodiments. FIG. 1 is a schematic view of the present invention. 1 is a cross-sectional view of a preferred embodiment. Figure 2 is a system architecture diagram of a preferred embodiment of the present invention.
20 圖3係本發明一較佳實施例於低速行駛 土 圖4係本發明一較佳實施例於低速至中思圖 圖5係本發明-較佳實施例於中、行^時之示意圖 圖6係本發明—較佳實施例於高負荷行：：：之示意圖。 圖7係本發明—較佳實施例於滑行時之示意圖。 第—電動機 電池 曲柄車由 【主要元件符號說明】 機車引擎 第一電動機 控制器 13 200922814 13 皮帶 15 動力耦合機構 16 減速齒輪組 17 入力軸 18 出力軸 21 機車驅動輪 61 車速感知器 62 引擎轉速感知器 63 油門開度感知器 64 剎車開關感知器 121 驅動盤 122 滑動驅動盤 123 滾珠 141 滑動傳動盤 142 傳動盤 143 傳動盤彈簧 1420 is a schematic diagram of a preferred embodiment of the present invention for driving at a low speed. FIG. 4 is a schematic diagram of a preferred embodiment of the present invention in a low speed to middle view. FIG. 5 is a schematic view of the present invention in a preferred embodiment. 6 is a schematic diagram of the present invention - a preferred embodiment of the high load line:::. Figure 7 is a schematic illustration of the preferred embodiment of the invention as it slides. The first motor battery crank is given by [main component symbol] locomotive engine first motor controller 13 200922814 13 belt 15 power coupling mechanism 16 reduction gear set 17 input shaft 18 output shaft 21 locomotive drive wheel 61 speed sensor 62 engine speed perception 63 throttle opening sensor 64 brake switch sensor 121 drive plate 122 sliding drive plate 123 ball 141 sliding drive plate 142 drive plate 143 drive disk spring 14