201228858 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種車用的混合動力系統，尤其指的是 一種兼具引擎動力及動力馬達動力驅動車輛之動力系統。 【先前技術】 近幾年來隨著世界環保意識的抬頭及能源危機的影響 ，世界各先進國家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。 以目前新興之電動車輛為例，其係使用電能作為其驅 動能源，沒有廢氣的排放與污染，因而被認為是最佳的交 通工具。然而，電動車輛卻有著續航力低、充電不方便、 與成本偏高之缺點。為了擷取電動車及汽油車之優點，近 年來陸陸續續在市面上即有汽油引擎與電能馬達兩種優點 之油電混合車。 上述油電混合車可參閱台灣公開號第1295642號「油 • . 電混合動力車輛的動力切換裝置」專利案，如圖1所示， 其中揭示了引擎P10及電動馬達P20的混合系統，且其無 段變速器P30之皮帶P31及啟動馬達P40係於引擎P10曲 軸P11之兩側，且該無段變速器P30之可變輪P32係位於 固定輪P33及曲軸P11之間，相對來說會影響其散熱，且 因設置位置易增加維修因難度，此種設置方式應用在現今 全地形四輪越野車（All Terrain Vehicle，ATV)或多功能車 (Utility Vehicle，UV)上，對產製者或消費者而言都非理想iS] 3 201228858 ，故有改良之必要。 【發明内容】 有鑑於上述課題，本發明之目的為提供一種將無段變 速器之帶輪槽寬調整機構、啟動兼發電裝置、動力馬達等 發熱元件設置於易散熱處，且使皮帶位於帶輪槽寬調整機 構與引擎曲轴之間之一動力系統。. 為達上述目的，本發明之其包括有引擎、無段變速器 、啟動兼發電裝置、動力馬達、動力切換控制系統及電池 * 。引擎具有一曲轴，無段變速器具有帶輪槽寬調整機構、 驅動軸、從動轴及連接驅動軸與從動軸的皮帶，帶輪槽寬 調整機構連接驅動轴之可動滑輪以控制皮帶掛繞於驅動軸 的直徑大小，啟動兼發電裝置具有一轉動軸，以輸出供啟 動引擎的機械能或輸入供發電的機械能。動力馬達係提供 第二動力源，並與該無段變速器連接，該動力切換控制系 統與該引擎及該動力馬達電信耦接，以協調第一動力源或 φ 第二動力源之運作時機，該電池耦接於該啟動兼發電裝置 、該帶輪槽寬調整機構、該動力馬達及該動力切換控制系 統，其中，曲轴連接於驅動軸，且啟動兼發電裝置之轉動 軸連接於驅動軸，形成曲軸、驅動軸及轉動軸呈同一軸線 的狀態，且皮帶位於帶輪槽寬調整機構與引擎曲軸之間， 無段變速器的同一側係設有帶輪槽寬調整機構、啟動兼發 電裝置及動力馬達。 依據上述，本發明將動力馬達及啟動兼發電裝置設置 201228858 在靠車體外侧，也就是儘量遠離引擎這個發熱源，因此較 易受到氣體流動而散熱，且如此設置能給予較易維修置換 之好處。另外，由於這樣設計配置的安排，也能減少或甚 至不必使用風扇的配置，節省了風扇配置並可增加額外空 間，即可降低產製成本，加惠產製者及消費者。. 【實施方式】 茲配合圖式將本發明實施例詳細說明如下，其所附圖 式均為簡化之示意圖，僅以示意方式說明本發明之基本方 ® 法或結構。因此在該等圖示中僅標示與本發明有關之元件 或步驟，且所顯示之元件或步驟並非以實施時之數目、形 狀、尺寸比例等加以繪製，其實際實施時之規格尺寸實為 一種選擇性之設計，且其元件佈局形態或步驟次數有可能 更為複雜。 請參閱圖2、圖3及圖4所示，其為本發明油電混合 車之動力系統實施例的平面剖視圖、系統架構圖及配置示 φ 意圖。本實施例之油電混合車之動力系統係可組設於一全 地形四輪越野車（ATV)或一多功能車(UV)等四輪配置之車 輛上（圖中未示），其包含：其包括一引擎10、一無段變 速器20、一啟動兼發電裝置30、一動力馬達40、一動力 切換控制系統70及一電池80。 引擎10提供了第一動力源，其具有一輸出動力的曲軸 11。無段變速器20具有一帶輪槽寬調整機構21、一驅動 軸22、一從動軸23及一皮帶24，驅動軸22與曲軸11相 201228858 連接形成同一轴線，皮帶24連接驅動轴22與從動轴23， 帶輪槽寬調整機構21連接一可動滑輪211，皮帶24係位 於帶輪槽寬調整機構21與引擎10曲軸11之間。帶輪槽寬 調整機構 21 為電子式（Electric Continuous Variable Transmission，ECVT)時，係以一馬達213線性調整可動滑 輪211與固定清輪212之間的開度，以控制該皮帶24掛繞 於該驅動轴22的直徑大小，而具有變速作用。 啟動兼發電裝置30具有一轉動軸31，該轉動軸31並 • 連接於該驅動軸，形成曲軸11、驅動軸22及轉動軸31呈 同一軸線的狀態，啟動兼發電裝置30具有一啟動引擎模式 及一發電回充模式，當處於啟動模式時，其可應用轉動軸 31輸出供啟動引擎10的機械能，當處於發電回充模式時 ，可應用轉動轴31輸入供發電的機械能。進一步言之，啟 動引擎模式係於引擎10在熄火狀態時，以轉動軸31帶動 驅動軸22，經由驅動軸22而帶動引擎10之曲軸11轉動 ，以啟動引擎10運轉，並在引擎10運轉後，以發電回充 I 模式藉由該曲軸之驅動而發電，並回充電力至該電池80。 動力馬達40係提供第二動力源，並與無段變速器20 連接，以輸出動力至無段變速器20。 動力切換控制系統70與引擎10及動力馬達40電信耦 接，以協調引擎（即第一動力源）或動力馬達40 (即第二 動力源）之運作時機，例如，可單獨以第一動力源驅動或 單獨以第二動力源驅動。 電池80耦接啟動兼發電裝置30、帶輪槽寬調整機構μ201228858 VI. Description of the Invention: [Technical Field] The present invention relates to a hybrid system for a vehicle, and more particularly to a power system that combines an engine power and a power motor to drive a vehicle. [Prior Art] In recent years, with the rise of the world's environmental awareness and the impact of the energy crisis, advanced countries in the world 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 driving energy source, and there is no exhaust gas emission and pollution, so it is considered to be the best transportation tool. However, electric vehicles have the disadvantages of low endurance, inconvenient charging, and high cost. In order to capture the advantages of electric vehicles and gasoline vehicles, in recent years, there has been a hybrid electric vehicle with gasoline engine and electric motor in the market. The above-mentioned hybrid electric vehicle can be referred to the patent of Taiwan Electric Publication No. 1 295 564 "Power Switching Device for Electric Hybrid Electric Vehicle", as shown in Fig. 1, in which a hybrid system of an engine P10 and an electric motor P20 is disclosed, and The belt P31 and the starter motor P40 of the stepless transmission P30 are on both sides of the crankshaft P11 of the engine P10, and the variable wheel P32 of the stepless transmission P30 is located between the fixed wheel P33 and the crankshaft P11, which affects the heat dissipation relatively. And because of the difficulty in setting up the position, it is difficult to repair. This type of setting is applied to today's all-terrain All Terrain Vehicle (ATV) or Utility Vehicle (UV), to the producer or consumer. In fact, it is not ideal iS] 3 201228858, so there is a need for improvement. SUMMARY OF THE INVENTION In view of the above problems, an object of the present invention is to provide a heat generating component such as a pulley width adjusting mechanism, a starter and a power generating device, and a power motor of a stepless transmission in an easily dissipated portion, and the belt is placed on a pulley. A power system between the groove width adjustment mechanism and the engine crankshaft. To achieve the above object, the present invention includes an engine, a stepless transmission, a starter and a power generating device, a power motor, a power switching control system, and a battery*. The engine has a crankshaft, and the stepless transmission has a pulley groove width adjusting mechanism, a driving shaft, a driven shaft and a belt connecting the driving shaft and the driven shaft, and a pulley groove width adjusting mechanism is connected to the movable pulley of the driving shaft to control the belt hanging In the diameter of the drive shaft, the start-up and power generating device has a rotating shaft for outputting mechanical energy for starting the engine or inputting mechanical energy for power generation. The power motor provides a second power source and is coupled to the stepless transmission, the power switching control system is telecommunications coupled to the engine and the power motor to coordinate a timing of operation of the first power source or the second power source, The battery is coupled to the starting and power generating device, the pulley groove width adjusting mechanism, the power motor and the power switching control system, wherein the crankshaft is connected to the driving shaft, and the rotating shaft of the starting and power generating device is connected to the driving shaft to form The crankshaft, the drive shaft and the rotating shaft are in the same axis state, and the belt is located between the pulley groove width adjusting mechanism and the engine crankshaft, and the same side of the stepless transmission is provided with a pulley groove width adjusting mechanism, a starting and power generating device and a power motor. According to the above, the present invention sets the power motor and the starting and power generating device 201228858 on the outer side of the vehicle body, that is, as far as possible from the heat source of the engine, so that it is more susceptible to heat flow by the gas flow, and the setting can give the advantage of easier maintenance replacement. . In addition, due to the arrangement of such a configuration, it is also possible to reduce or even eliminate the need to use a fan configuration, save the fan configuration and add extra space, thereby reducing the cost of production, benefiting the manufacturer and the consumer. The embodiments of the present invention are described in detail below with reference to the drawings. Therefore, only elements or steps related to the present invention are indicated in the drawings, and the elements or steps shown are not drawn in the number, shape, size ratio, etc. at the time of implementation, and the actual size of the actual implementation is a Selective design, and its component layout form or number of steps may be more complicated. Referring to FIG. 2, FIG. 3 and FIG. 4, it is a plan sectional view, a system architecture diagram and a configuration φ of the embodiment of the power system of the hybrid electric vehicle of the present invention. The power system of the hybrid electric vehicle of the present embodiment can be assembled on a four-wheeled vehicle such as an all-terrain four-wheeled off-road vehicle (ATV) or a utility vehicle (UV) (not shown), which includes It includes an engine 10, a stepless transmission 20, a starting and power generating device 30, a power motor 40, a power switching control system 70, and a battery 80. The engine 10 provides a first source of power having a crankshaft 11 that outputs power. The stepless transmission 20 has a pulley groove width adjustment mechanism 21, a drive shaft 22, a driven shaft 23 and a belt 24. The drive shaft 22 is coupled to the crankshaft 11 phase 201228858 to form the same axis, and the belt 24 is coupled to the drive shaft 22 and the slave shaft. The movable shaft 23, the pulley groove width adjusting mechanism 21 is connected to a movable pulley 211, and the belt 24 is located between the pulley groove width adjusting mechanism 21 and the crankshaft 11 of the engine 10. When the pulley width adjustment mechanism 21 is an Electric Continuous Variable Transmission (ECVT), a motor 213 linearly adjusts an opening degree between the movable pulley 211 and the fixed cleaning wheel 212 to control the belt 24 to be hung around the belt The diameter of the drive shaft 22 is variable and has a shifting effect. The starter-generator unit 30 has a rotating shaft 31 coupled to the drive shaft to form a state in which the crankshaft 11, the drive shaft 22 and the rotating shaft 31 are in the same axis, and the start-up and power generating unit 30 has a start-up engine mode. And a power generation recharging mode, when in the starting mode, the applicable rotating shaft 31 outputs mechanical energy for starting the engine 10, and when in the power generating recharging mode, the rotating shaft 31 can be applied to input mechanical energy for generating electricity. Further, the engine mode is started when the engine 10 is in the flameout state, the drive shaft 22 is driven by the rotating shaft 31, and the crankshaft 11 of the engine 10 is driven to rotate by the drive shaft 22 to start the engine 10 and after the engine 10 is running. The power generation back-charge I mode is used to generate electricity by driving the crankshaft, and the charging force is returned to the battery 80. The power motor 40 provides a second power source and is coupled to the stepless transmission 20 to output power to the stepless transmission 20. The power switching control system 70 is telecommunications coupled to the engine 10 and the power motor 40 to coordinate the operating timing of the engine (ie, the first power source) or the power motor 40 (ie, the second power source), for example, the first power source alone Drive or drive separately with a second power source. The battery 80 is coupled to the starting and power generating device 30 and the pulley groove width adjusting mechanism μ.
< [is J 201228858 21、 動力馬達40及動力切換控制系統70以提供其所需的 電力。 上述實施例中，帶輪槽寬調整機構21、無段變速器20 及動力馬達40係位於以該皮帶24為基準之同一側，即該 帶輪槽寬調整機構21、該啟動兼發電裝置30及該動力馬 達40係設於該無段變速器20的同一側，這將使上述帶輪 檜寬調整機構21、無段變速器20及動力馬達40元件位處 於靠近車體外側，有助於散熱且易維修。 上述實施例中，動力馬達40以一單向離合器41與無 段變速器20之從動軸23連接，使動力馬達40所提供之動 力只能單向傳送至從動軸23，而該單向離合器41則是可 應用軸接方式、齒輪組方式或皮帶組方式，連接動力馬達 40與從動轴23，而且，本發明之單向離合器41相當於單 向元件，係單純供動力馬達40連接無段變速器20之用， 並無再複合其他機構或裝置。 無段變速器20之從動軸23更連接一減速機構50，減 速機構50並連接一車輪軸60，從動軸23的動力經減速機 構50傳遞至車輪軸60，而減速機構50包含一手排檔撥叉 式高低速檔齒輪以調整一減速比。 如圖5所示之本發明油電混合車之動力系統之第一動 力源作動示意圖。進一步言，當動力切換控制系統70切換 為引擎（即第一動力源）提供動力時，其動力由引擎10曲 軸11輸出，經由無段變速器20 (其傳遞途徑為：驅動軸 22、 皮帶24、從動軸23)、減速機構50而傳遞至車輪軸 201228858 。值件-提的是’當減速機構5Q 輪轴60時，也同時會逆向地向動 ^擎10動力至車 但由於減速機構5〇盥動 …乇〇的方向傳遞， 作用下，其傳遞二 再吻參照圖6所示之本發明油 盡 第二動力源作動示意圖n動力系統之 力馬達4。.(即第二動力源)提供動力 達4〇輸出，經由單向離合㈣進入無段變迷動 =動力馬 ㈣、減速機構50而傳遞至車輪轴6〇。：=動 當減速機構50從動轴23傳_力的是， 會邊過皮帶24向驅動輛22 輪轴6〇化，也同時 力馬達40提供動力栌* 、。專4,但由於切換為動 輪如盘固定滑於2二讀槽寬調整機構21會將可動滑 使皮帶二 ^ 盡。進订空轉而將其傳遞的動力消耗殆 =必須說明的是，由於單向離合器Μ為單向動力的 二達因4Γ:擎10運轉時所產生的動力是無法傳送 燒毁而不致令動力馬達40有負載過重而發生 ，利用單動轴23與動力馬達40轉轴之轉速不同時 利用早向離合器4 7 40之動、μ 此夠於兩者轉速匹配後，動力馬達 動力月匕夠順暢傳送從動㈣，例如：當引擎 :逮運轉3夺’從動㈣會因此而高速轉動，因 欲改用動力馬達4。動力時，利用單向離合器心= 8 201228858 擎ίο因停止提供動力而從高速運轉逐漸至低速運轉的狀 態下，令動力馬達40能夠順暢的將動力傳送至從動轴23 ;或者，當引擎10處於低速運轉時，從動轴23會因此而 低速轉動，因此當駕駛者欲改用動力馬達40動力時，利用 單向離合器41亦能夠於引擎10從低速運轉逐漸至高速運 轉的狀態下，令動力馬達40能夠順暢的將動力傳送至從動 轴23。 綜上所述，本發明之引擎動力輸出至無段變速器並輸 φ 出其動力到與車輪組連接的減速機構之負載的路徑之中， 完全不必再使用任何離合器，可減少機件磨耗及動力損失 。另外，本發明之單向離合器相當於單向元件，係單純供 動力馬達連接無段變速器之用，有別於其他習知技藝如圖 1之在單向離合器結合了其他機構，相對而言，本發明之 單向離合器十分精簡，不易故障且無散熱上的問題。本發 明油電混合車之動力系統將動力馬達及啟動兼發電裝置設 置在靠車體外侧，也就是儘量遠離引擎這個發熱源，因此 φ 較易受到氣體流動而散熱，且如此設置能給予較易維修置 換之好處。而且這樣設計配置的安排，也能減少或甚至不 必使用風扇的配置，節省了風扇配置並可增加額外空間。 綜上所述，乃僅記載本發明為呈現解決問題所採用的 技術手段之實施方式或實施例而已，並非用來限定本發明 專利實施之範圍。即凡與本發明專利申請範圍文義相符， 或依本發明專利範圍所做的均等變化與修飾，皆為本發明 專利範圍所涵蓋。 201228858 【圖式簡單說明】 圖.1為先前技術之油電混合 圖2為本發明油電混合車之 剖視圖’· 圖3為本發明油電混人車μ系、、“轭例之剖視圖； 闇…：： 動力系統之系統架構圖； 圖4為圖3貫施例之配置示意圖· 圖5為本發明油電混合車之動力系統之第—動力源作 意圖；以及 、 圖6為本發明油電混合車之動力系統之第二動力源作動示 意圖。< [is J 201228858 21. Power motor 40 and power switching control system 70 to provide the power required. In the above embodiment, the pulley groove width adjusting mechanism 21, the stepless transmission 20, and the power motor 40 are located on the same side with respect to the belt 24, that is, the pulley groove width adjusting mechanism 21, the starting and power generating device 30, and The power motor 40 is disposed on the same side of the stepless transmission 20, which will make the belt pulley width adjusting mechanism 21, the stepless transmission 20 and the power motor 40 component position close to the outside of the vehicle body, which is helpful for heat dissipation and easy service. In the above embodiment, the power motor 40 is coupled to the driven shaft 23 of the stepless transmission 20 by a one-way clutch 41, so that the power provided by the power motor 40 can be transmitted only to the driven shaft 23 in one direction, and the one-way clutch 41 is an applicable shaft connection method, a gear set method or a belt set method, and the power motor 40 and the driven shaft 23 are connected, and the one-way clutch 41 of the present invention is equivalent to a unidirectional element, and the power supply motor 40 is simply connected. For the use of the section transmission 20, no other mechanisms or devices are combined. The driven shaft 23 of the stepless transmission 20 is further connected to a speed reducing mechanism 50, which is connected to a wheel axle 60. The power of the driven shaft 23 is transmitted to the wheel axle 60 via the speed reducing mechanism 50, and the speed reducing mechanism 50 includes a hand shifting Fork high and low gears to adjust a reduction ratio. Fig. 5 is a schematic view showing the operation of the first power source of the power system of the hybrid electric vehicle of the present invention. Further, when the power switching control system 70 is switched to provide power to the engine (ie, the first power source), its power is output by the crankshaft 11 of the engine 10 via the stepless transmission 20 (the transmission path is: the drive shaft 22, the belt 24, The driven shaft 23) and the speed reduction mechanism 50 are transmitted to the wheel axle 201228858. The value piece - mention is 'when the speed reduction mechanism 5Q axle 60, it will also reverse the power to the engine 10 to the car, but because the speed reduction mechanism 5 sway... 乇〇 direction transmission, under the action, its transmission two Referring again to the second power source of the present invention shown in FIG. 6, the power motor 4 of the power system is operated. (ie, the second power source) provides power up to 4 〇 output, and passes through the one-way clutch (4) to enter the stepless turbulence = power horse (4), the speed reduction mechanism 50 and transmits to the wheel axle 6 〇. := Movement When the speed reduction mechanism 50 transmits the force from the driven shaft 23, it will pass through the belt 24 to the drive unit 22, and the power motor 40 will provide power 栌*. Special 4, but due to switching to the moving wheel, if the disc is fixed to slide, the 2nd reading slot width adjustment mechanism 21 will move the belt to the end. The power consumption of the idling and passing it 殆= It must be stated that because the one-way clutch is a two-way power of the two-way dynasty: the power generated by the engine 10 cannot be transmitted and burned without causing the power motor. 40 is overloaded and occurs. When the rotation speed of the single-shaft 23 and the rotation speed of the power motor 40 are different, the movement of the early clutch 4 7 40 is used, and μ is sufficient for the speed matching of the two, and the power motor power is smoothly transmitted. Slave (4), for example: When the engine: catches 3 wins, the follower (four) will rotate at a high speed because of the desire to switch to the power motor 4. In the case of power, the one-way clutch core is used. 8 201228858 The power motor 40 can smoothly transmit power to the driven shaft 23 in a state where the power is gradually supplied from the high speed operation to the low speed operation due to the stop of the power supply; or, when the engine 10 is When the vehicle is in the low speed operation, the driven shaft 23 is rotated at a low speed. Therefore, when the driver wants to use the power of the power motor 40, the one-way clutch 41 can also be used in the state where the engine 10 is gradually operated from a low speed to a high speed. The power motor 40 can smoothly transmit power to the driven shaft 23. In summary, the engine of the present invention outputs power to the stepless transmission and outputs the power to the load of the speed reduction mechanism connected to the wheel set, eliminating the need to use any clutch at all, thereby reducing wear and power of the mechanism. loss. In addition, the one-way clutch of the present invention is equivalent to a unidirectional component, and is simply used for connecting a power transmission motor to a stepless transmission. Different from other conventional techniques, the one-way clutch is combined with other mechanisms as shown in FIG. The one-way clutch of the invention is very compact, is not easy to malfunction and has no problem of heat dissipation. The power system of the hybrid electric vehicle of the present invention sets the power motor and the starting and power generating device on the outer side of the vehicle body, that is, as far as possible from the heat source of the engine, so that φ is more susceptible to gas flow and heat dissipation, and the setting can be given easier. The benefits of repair replacement. Moreover, the arrangement of the design configuration can also reduce or even eliminate the need to use the fan configuration, saving the fan configuration and adding extra space. In the above, it is merely described that the present invention is an embodiment or an embodiment of the technical means for solving the problem, and is not intended to limit the scope of the practice of the present invention. That is, the equivalent changes and modifications made in accordance with the scope of the patent application of the present invention or the scope of the invention are covered by the scope of the invention. 201228858 [Simplified illustration of the drawings] Fig. 1 is a hybrid view of the prior art, FIG. 2 is a cross-sectional view of the hybrid electric vehicle of the present invention. FIG. 3 is a cross-sectional view showing a hybrid system of the hybrid electric vehicle of the present invention;暗...:: system architecture diagram of the power system; FIG. 4 is a schematic diagram of the configuration of the embodiment of FIG. 3; FIG. 5 is a schematic diagram of the power source of the power system of the hybrid electric vehicle of the present invention; and FIG. A schematic diagram of the second power source actuation of the powertrain of the hybrid electric vehicle.
[S1 10 201228858[S1 10 201228858
【主要元件符號說明】 P10 引擎 P11 曲轴 P20 電動馬達 P30 無段變速器 P31 皮帶 P32 可變輪 P33 固定輪 P40 啟動馬達 10 引擎 11 曲轴 20 無段變速器 21 帶輪槽寬調整機構 211 可動滑輪 212 固定滑輪 213 馬達 22 驅動軸 23 從動軸 24 皮帶 30 啟動兼發電裝置 31 轉動軸 40 動力馬達 41 單向離合器 201228858 50 減速機構 60 車輪軸 70 動力切換控制系統 80 電池[Main component symbol description] P10 engine P11 crankshaft P20 electric motor P30 stepless transmission P31 belt P32 variable wheel P33 fixed wheel P40 starter motor 10 engine 11 crankshaft 20 stepless transmission 21 pulley groove width adjustment mechanism 211 movable pulley 212 fixed pulley 213 Motor 22 Drive shaft 23 Drive shaft 24 Belt 30 Start and power generator 31 Rotary shaft 40 Power motor 41 One-way clutch 201228858 50 Reduction mechanism 60 Wheel axle 70 Power switching control system 80 Battery
12 [S]12 [S]