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WO2015041330A1 - Système hybride et véhicule hybride - Google Patents

Système hybride et véhicule hybride Download PDF

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Publication number
WO2015041330A1
WO2015041330A1 PCT/JP2014/074888 JP2014074888W WO2015041330A1 WO 2015041330 A1 WO2015041330 A1 WO 2015041330A1 JP 2014074888 W JP2014074888 W JP 2014074888W WO 2015041330 A1 WO2015041330 A1 WO 2015041330A1
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WO
WIPO (PCT)
Prior art keywords
motor generator
auxiliary
engine
power
air compressor
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.)
Ceased
Application number
PCT/JP2014/074888
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English (en)
Japanese (ja)
Inventor
憲仁 岩田
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.)
Isuzu Motors Ltd
Original Assignee
Isuzu 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 Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Publication of WO2015041330A1 publication Critical patent/WO2015041330A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • 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 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 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
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 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 combustion engines
    • 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
    • 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 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 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 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
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 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 transmission gearings
    • 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
    • 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 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 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 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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 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 assembly or relative disposition of components
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/003—Starting of engines by means of electric motors said electric motor being also used as a drive for auxiliaries, e.g. for driving transmission pumps or fuel pumps during engine stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction 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
    • B60K25/00—Auxiliary drives
    • B60K2025/005—Auxiliary drives driven by electric motors forming part of the propulsion unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a hybrid system and a hybrid vehicle, and more particularly to a hybrid system and a hybrid vehicle in which an auxiliary machine such as an air compressor can be driven by an internal combustion engine or a motor generator that assists traveling.
  • an auxiliary machine such as an air compressor can be driven by an internal combustion engine or a motor generator that assists traveling.
  • Patent Document 1 Japanese Utility Model Publication No. 6-87678
  • two drive sources of the motor unit driven by the engine and the battery are selected and the electromagnetic clutch is used.
  • the electromagnetic clutch When driving the rotating shaft of the compression unit, turning on the electromagnetic clutch turns the power from the engine along with the rotation to rotate the rotor of the motor unit to charge the battery, and turning off the electromagnetic clutch supplies power from the battery.
  • an apparatus configured to rotate the motor unit.
  • this device also requires a dedicated electric motor for electrically driving the air compressor, and requires a high voltage circuit of 48 V or more for driving the electric motor, resulting in an increase in cost. Further, since the electric motor and the high-voltage circuit are provided, the apparatus becomes large and complicated, so that the layout is limited.
  • the present invention has been made in view of the above-described problems, and its problem is to eliminate the need for a dedicated motor for driving an auxiliary machine and a circuit for supplying power to the motor, and to improve the degree of freedom in layout. It is possible to provide a hybrid system and a hybrid vehicle that can reduce costs.
  • a hybrid system of the present invention for solving the above-described problems is a hybrid system having an internal combustion engine and a motor generator, wherein a power transmission mechanism for a motor generator is provided on a crankshaft of the internal combustion engine, and the power for the motor generator is provided.
  • the motor generator is connected to the transmission mechanism, and an auxiliary machine is connected to the drive shaft of the motor generator.
  • auxiliary machine refers to an auxiliary machine drive shaft such as an electric motor for driving the auxiliary machine, an indoor air compressor, an air compressor for a freezing room, a power steering pump, a water pump, and a vacuum pump. A thing that drives by rotating.
  • auxiliary machine since the auxiliary machine can be driven by each of the internal combustion engine and the motor generator, a dedicated motor and a circuit for supplying power to the motor are not required to drive the auxiliary machine. can do. As a result, it becomes unnecessary to route the electric circuit, so that the degree of freedom of layout can be increased, the mounting property to the vehicle can be improved, and the mounting to the existing hybrid vehicle can be achieved. In addition, the cost can be reduced by eliminating the need for a dedicated electric motor or high-voltage circuit.
  • a continuously variable transmission mechanism when used as a power transmission mechanism for a motor generator that transmits power between the crankshaft and the motor generator, it does not depend on fluctuations in the rotational speed of the crankshaft of the internal combustion engine.
  • the rotation speed of the motor generator can be controlled to a rotation speed suitable for power generation or driving of the motor generator, and the rotation speed of the auxiliary machine can be controlled to a rotation speed suitable for driving.
  • the motor generator is used in a state where the efficiency of the electrical characteristics is high and the accessory is used in a state where the drive efficiency is high by limiting the use rotation range of the rotation speed of the motor generator and the rotation speed of the auxiliary machine. Energy efficiency can be increased.
  • the auxiliary machine is a high voltage auxiliary machine that requires a high voltage of 48V or more when the auxiliary machine is electrically driven, such as a high load auxiliary machine such as an indoor air compressor or the like. Since the air compressor for the freezer compartment can be driven by each of the internal combustion engine and the motor generator, a dedicated motor and a high voltage circuit can be dispensed with.
  • an auxiliary power transmission mechanism is provided on the drive shaft of the motor generator, and the auxiliary shaft is connected to the drive shaft of the motor generator and the auxiliary device via the auxiliary power transmission mechanism.
  • the power transmission mechanism for the auxiliary machine By adjusting the rotation ratio, both the motor generator and the auxiliary machine can be driven with high efficiency.
  • crankshaft power connection / disconnection device between the crankshaft and the motor generator. According to this configuration, when the internal combustion engine such as an idle stop is stopped, the power connecting / disconnecting device for the crankshaft is turned off, and the motor generator is driven by powering to drive the auxiliary machine by the motor generator. Can do.
  • the hybrid vehicle of this invention for solving said subject is mounted and mounted with said hybrid system. According to this configuration, it is possible to provide a hybrid vehicle in which a hybrid system including auxiliary machines can be mounted with a free layout and the cost can be reduced.
  • the auxiliary machine can be driven by each of the internal combustion engine and the motor generator, a dedicated electric motor and a circuit for supplying electric power to the electric motor are not required to drive the auxiliary machine.
  • the degree of freedom in layout can be improved and the cost can be reduced.
  • FIG. 1 is a diagram showing a configuration of a hybrid system and a hybrid vehicle according to a first embodiment of the present invention.
  • FIG. 2 is a diagram showing a configuration of a hybrid system and a hybrid vehicle according to the second embodiment of the present invention.
  • a voltage of 48 V or higher is distinguished from a high voltage
  • a voltage lower than 48 V is distinguished from a low voltage.
  • a power transmission mechanism for a motor generator a configuration in which a CVT (continuously variable transmission mechanism: ratio variable mechanism) is provided on a crankshaft of an engine (internal combustion engine) will be described as an example, but the present invention is not limited thereto.
  • any mechanism that transmits power between the crankshaft of the engine and the motor generator may be used.
  • the present invention can be applied to a mechanism in which a fixed pulley is provided on each of a crankshaft and a drive shaft of a motor generator, and an endless belt or chain is hung on these fixed pulleys.
  • the hybrid systems 2 and 2A of the first and second embodiments are hybrid systems having an engine (internal combustion engine) 10 and a motor generator (M / G) 21.
  • the hybrid systems 2 and 2A are described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 1 and 1A, but are not necessarily limited to those mounted on the vehicle.
  • HEV hybrid vehicle
  • the engine 10 of the hybrid system 2 of the first embodiment includes an engine body (ENG) 11, an exhaust passage 12, a turbocharger 13, and an exhaust provided in the exhaust passage 12.
  • a gas purification device (post-processing device) 14 is provided.
  • the exhaust gas purification device 14 purifies NOx (nitrogen oxide), PM (particulate matter), etc. in the exhaust gas discharged from the engine 10.
  • the purified exhaust gas is released into the atmosphere via a muffler (not shown) or the like.
  • the CVT (motor generator power transmission mechanism) 16 is provided directly connected to the crankshaft 15 of the engine 10, and the motor generator 21 is connected to the CVT 16.
  • the first pulley 16a for the CVT 16 motor generator is provided on the crankshaft 15 of the engine 10
  • the second pulley 16b for the motor generator CVT 16 is provided on the motor generator 21, so that the first motor generator first pulley 16b is provided.
  • the power transmission between the crankshaft 15 and the motor generator 21 is performed via the pulley 16a and the second motor generator pulley 16b.
  • An endless belt or chain (power transmission member for motor generator) 16c is hung between the first pulley 16a for motor generator and the second pulley 16b for motor generator.
  • the first generator pulley 16a, the motor generator power transmission member 16c, and the motor generator second pulley 16b are passed to the motor generator 21, and conversely, the motor generator 21 is connected to the motor generator second pulley. Power is transmitted to the crankshaft 15 via the pulley 16b, the motor generator power transmission member 16c, and the first motor generator pulley 16a.
  • a V-shaped motor generator power transmission member 16c is applied to a set of two first motor generator pulleys 16a and a second motor generator pulley 16b, and the widths of the individual pulleys 16a and 16b.
  • the position where the pulleys 16a, 16b and the power transmission member 16c for the motor generator are in contact with each other is changed so that the diameter of the position where the power transmission member 16c for the motor generator is in contact becomes smaller and vice versa. It is configured to be larger when it is on the outside.
  • the width of the two pulleys 16a and 16b to be opposite to each other by electronically controlled hydraulic pressure or an electric mechanism (not shown), the motor generator power transmission member 16c is swung. Shifting can be performed continuously without any trouble.
  • the CVT 16 When the CVT 16 is configured such that the transmission 31 is connected to one of the crankshafts 15 and the CVT 16 is connected to the other of the crankshafts 15 in the engine 10, the CVT 16 is connected to the transmission 31 with respect to the engine 10. Is provided on the crankshaft 15 on the opposite side. Thereby, it is not necessary to provide the CVT 16 between the engine 10 and the transmission 31. For this reason, motor generators can be easily installed even for combinations of existing engines and transmissions (powertrains) that do not consider hybrid systems, and the types of powertrains that can be equipped with hybrid systems have been expanded. Can be easily done.
  • crankshaft clutch 17 (a crankshaft power connection / disconnection device) that connects and disconnects transmission of power between the crankshaft 15 and the motor generator 21 between the crankshaft 15 and the first pulley 16a for motor generator. ).
  • the crankshaft clutch 17 is controlled by the hybrid system controller 41.
  • the crankshaft clutch 17 is brought into a contact state when the motor generator 21 is generated by the power of the crankshaft 15 of the engine 10 or when the driving force of the engine 10 is assisted by the driving force of the motor generator 21.
  • the power is transmitted between the crankshaft 15 and the motor generator 21.
  • the transmission path of power from the engine body 11 to the wheels 35 may be different depending on the mounting method of the engine 10.
  • crankshaft clutch 17 is disengaged and the power transmission between the engine 10 and the motor generator 21 is cut off. As a result, it is possible to avoid the friction on the motor generator 21 side and the CVT 16 side from being applied to the crankshaft 15 of the engine 10, thereby improving fuel efficiency.
  • the motor generator 21 that is a part of the power system 20 generates power by receiving the driving force of the engine 10 as a generator, or generates regenerative power by generating regenerative power such as the braking force of the vehicle 1. Or as a motor, the driving force is transmitted to the crankshaft 15 of the engine 10 to assist the driving force of the engine 10.
  • the electric power obtained by power generation is converted by the inverter (INV) 23 via the wiring 22 and charged in the first battery (charger: B1) 24A.
  • the electric power charged in the first battery 24 ⁇ / b> A is converted by the inverter 23 and supplied to the motor generator 21.
  • a DC-DC converter (CON) 25 and a second battery (B2) 24B are further provided in series with the first battery 24A.
  • the DC-DC converter 25 drops the voltage to 12 V and charges the second battery 24B, and the auxiliary battery cooling fan 26A, cooling water pump 26B, Electric power is supplied to the lubricating oil pump 26C and the like.
  • a hybrid vehicle hereinafter referred to as a vehicle 1 equipped with the hybrid system 2
  • the power of the engine 10 is transmitted to a transmission 31 of the power transmission system 30, and further, a propulsion shaft (propeller shaft) is transmitted from the transmission 31. It is transmitted to the operating device (differential gear) 33 through 32, and transmitted to the wheel 35 from the operating device 33 through the drive shaft (drive shaft) 34. Thereby, the motive power of the engine 10 is transmitted to the wheel 35 and the vehicle 1 travels.
  • the power charged in the first battery 24A is supplied to the motor generator 21 via the inverter 23, and the motor generator 21 is driven by this power to generate power.
  • the power of the motor generator 21 is transmitted to the crankshaft 15 via the CVT 16, transmitted through the power transmission path of the engine 10, and transmitted to the wheels 35.
  • the power of the motor generator 21 is transmitted to the wheels 35 together with the power of the engine 10, and the vehicle 1 travels.
  • the regenerative power of the wheels 35 or the regenerative power of the engine 10 is transmitted to the motor generator 21 through the reverse path, and the motor generator 21 can generate power.
  • a hybrid system control device 41 is provided, and the operating state such as the rotational speed Ne and load Q of the engine 10 and the operating state such as the rotational speed Nm of the motor generator 21 and the charging of the first battery 24A and the second battery 24B. While monitoring the quantity (SOC) state, the CVT 16, the motor generator 21, the inverter 23, the DC-DC converter 25, and the like are controlled.
  • the hybrid system control device 41 is normally configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 1.
  • the overall control device 40 controls the combustion in the cylinder, the turbocharger 13, the exhaust gas purification device 14, the cooling fan 26A of the auxiliary machine, the cooling water pump 26B, the lubricating oil pump 26C and the like in the control of the engine 10. Yes.
  • a transmission is arranged on one side of the crankshaft and an auxiliary machine is arranged on the other side. That is, auxiliary machines such as a cooling fan, a cooling water pump, and a lubricating oil pump are arranged on the side opposite to the transmission, and obtain driving force from the crankshaft.
  • the hybrid system 2 generates electricity by the motor generator 21 without obtaining a driving force directly from the crankshaft 15 by electrifying auxiliary machines such as the cooling fan 26A, the cooling water pump 26B, and the lubricating oil pump 26C. It is configured to be driven by electric power. This increases the freedom with respect to the layout of the auxiliary machinery, and further has the advantage that the engine output without load loss due to the auxiliary machinery can be used as the driving force depending on the situation.
  • the cooling fan 26A, the cooling water pump 26B, and the lubricating oil pump 26C are low-voltage auxiliary machines that can be driven with a low voltage of 12V. Since a voltage is required, a motor for driving the air compressor 27 needs to be provided separately, and a circuit with a high voltage of 48 V or more for driving the motor is required.
  • the hybrid system 2 of the first embodiment is configured to connect the air compressor 27 to the drive shaft of the motor generator 21.
  • the auxiliary power transmission mechanism 28 is provided on the drive shaft 21 a of the motor generator 21, and the auxiliary power transmission mechanism 27 a of the air compressor 27 is connected to the auxiliary power transmission mechanism 28.
  • the first auxiliary pulley 28a of the auxiliary power transmission mechanism 28 is provided on the drive shaft 21a of the motor generator 21, and the auxiliary drive shaft 27a of the air compressor 27 is supplemented with the auxiliary power transmission mechanism 28.
  • a second pulley 28b for machinery is provided, and an endless belt or chain (power transmission member for accessories) 28c hung between the first pulley 28a for auxiliary machinery and the second pulley 28b for machinery. The power transmission between the drive shaft 21a and the accessory drive shaft 27a is performed via
  • the pulley ratio between the auxiliary first pulley 28 a and the auxiliary second pulley 28 b of the auxiliary power transmission mechanism 28 is set so that the rotational speed Nc of the air compressor 27 is high and suitable for driving the air compressor 27. It is set so as to be limited to the efficiency rotation region Rc. Specifically, the pulley ratio of the auxiliary power transmission mechanism 28 is determined based on the ratio between the high efficiency rotation region Rm of the motor generator 21 and the high efficiency rotation region Rc of the air compressor 27.
  • the high-efficiency rotation region Rc is a rotation region that is optimized so that the drive efficiency of the air compressor 27 is high, and is a rotation region that is determined by characteristics such as the capacity and compression rate of the air compressor 27.
  • the rotational speed Nm of the motor generator 21 is suitable for power generation or driving of the motor generator 21 without depending on the fluctuation of the rotational speed Ne of the crankshaft 15 of the engine 10 by changing the pulley ratio of the CVT 16, that is, It is limited to a high-efficiency rotation region Rm with high electrical characteristics efficiency.
  • the high-efficiency rotation region Rm of the motor generator 21 is a rotation region optimized based on the regeneration efficiency and drive efficiency of the motor generator 21 so that the efficiency of their electrical characteristics is increased. This is a rotation region determined by characteristics such as maximum torque and maximum horsepower of the generator 21.
  • the auxiliary power transmission mechanism 28 is interposed between the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27, so that the high-efficiency rotation region Rm of the motor generator 21 and the air compressor Even when there is a difference in the high-efficiency rotation region Rc 27, both the motor generator 21 and the air compressor 27 can be driven with high efficiency by adjusting the pulley ratio of the auxiliary power transmission mechanism 28.
  • the hybrid system 2 includes an auxiliary clutch (auxiliary power) that connects and disconnects power transmission between the drive shaft 21a and the auxiliary drive shaft 27a between the second pulley 28b and the air compressor 27.
  • the connecting / disconnecting device 29 is provided.
  • the auxiliary clutch 29 is controlled by the hybrid system control device 41.
  • the auxiliary clutch 29 is brought into a contact state to transmit power between the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27. Do.
  • the power transmission method of the hybrid system 2 of this first embodiment performs power transmission between the crankshaft 15 and the motor generator 21 via the CVT 16 directly connected to the crankshaft 15 of the engine 10. In this method, power is transmitted to and from the air compressor 27 connected to the drive shaft 21a of the motor generator 21.
  • the crankshaft clutch 17 When the air compressor 27 is driven while the engine 10 is being driven, the crankshaft clutch 17 is brought into a contact state to transmit power between the crankshaft 15 and the motor generator 21 and an auxiliary clutch 29 Is connected, and power is transmitted between the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27. Thereby, the air compressor 27 is driven by the driving force of the engine 10.
  • the pulley ratio of the CVT 16 is varied so as to limit the rotation speed Nm of the motor generator 21 to the high efficiency rotation region Rm.
  • the rotation speed Nc of the air compressor 27 can be limited to the high efficiency rotation area Rc due to the pulley ratio of the auxiliary power transmission mechanism 28.
  • the auxiliary clutch 29 When assisting the motor generator 21 or when stopping the air compressor 27, the auxiliary clutch 29 is disengaged, and the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27 are disconnected. Power transmission between them is finished. Thereby, the friction of the engine 10 and the motor generator 21 can be reduced.
  • the hybrid system 2 ⁇ / b> A and the hybrid vehicle 1 ⁇ / b> A according to the second embodiment are configured by directly connecting an auxiliary drive shaft 27 a of an air compressor 27 to a drive shaft 21 a of a motor generator 21. To do.
  • the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27 are coaxially arranged, and an accessory clutch (auxiliary power connection / disconnection device) 29A is provided therebetween. To do. That is, the air compressor 27 is directly driven without using the auxiliary power transmission mechanism 28 of the first embodiment.
  • the high efficiency rotation region Rm of the motor generator 21 and the high efficiency rotation region Rc of the air compressor 27 are configured to be the same.
  • the pulley ratio of the CVT 16 is varied so as to limit the rotation speed Nm of the motor generator 21 to the high efficiency rotation region Rm.
  • the rotation speed Nc of the air compressor 27 can be limited to the high-efficiency rotation region Rc. it can.
  • the rotation speed Nc of the air compressor 27 can be limited to the high efficiency rotation area Rc.
  • the auxiliary clutch 29A When assisting the motor generator 21 or when stopping the air compressor 27, the auxiliary clutch 29A is disengaged, and the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27 are disconnected. Power transmission between them is finished. Thereby, the friction of the engine 10 and the motor generator 21 can be reduced.
  • the air compressor 27 is selected from either the engine 10 or the motor generator 21. Therefore, a dedicated electric motor for driving the air compressor 27 and a high voltage circuit for supplying electric power to the electric motor can be eliminated.
  • the wiring of the high voltage circuit is not required, the degree of freedom in layout can be increased, and the mountability of the hybrid system 2, 2A to the hybrid vehicle 1, 1A can be improved. Can also be installed. In addition, the cost can be reduced by eliminating the need for a dedicated motor and a high voltage circuit.
  • a high-voltage auxiliary machine that needs to supply high-voltage power of 48 V or more is provided for each of the engine 10 and the motor generator 21. It is more effective if it is configured to be driven by.
  • the CVT 16 when used as the motor generator power transmission mechanism as in this embodiment, the power of the crankshaft 15 of the engine 10 is transmitted to the motor generator 21 via the CVT 16. Without depending on fluctuations in the rotational speed Ne of the crankshaft 15, the rotational speed Nm of the motor generator 21 is set to a rotational speed suitable for power generation or driving of the motor generator 21, and the rotational speed Nc of the air compressor 27 is driven. The number of rotations can be controlled appropriately.
  • the motor generator 21 can be operated in a state in which the efficiency of electrical characteristics is high and in a state in which the drive efficiency is high by limiting the use rotation range of the rotation speed Nm in the motor generator 21 and the rotation speed Nc of the air compressor 27.
  • Each of the air compressors 27 can be used, and energy efficiency can be improved.
  • the air compressor 27 can be driven by driving the motor generator 21 while the engine 10 is stopped, such as during idle stop, It can be kept comfortable.
  • the auxiliary clutches 29 and 29A are disengaged to drive the drive shaft 21a of the motor generator 21 and the air compressor 27. By ending the power transmission with the drive shaft 27a, the friction of the engine 10 and the motor generator 21 can be reduced.
  • the engine 10 of the hybrid system 2 or 2A of the above embodiment can be applied to a diesel engine or a gasoline engine, and the number of cylinders and the arrangement thereof are not limited.
  • the motor generator 21 is different from a direct-winding DC motor in which the torque decreases as the rotation speed increases, which is used for a general starter motor or the like, and assists the driving force by a power running operation or regenerates by an excessive driving force. It is desirable to use an induction motor or a synchronous motor that can generate electric power when it is operated and generates a constant torque until a certain rotation.
  • the configuration in which the air compressor 27 is driven as an auxiliary device has been described as an example.
  • the present invention is not limited thereto, and for example, a configuration in which a compressor of a refrigeration vehicle is driven. You can also.
  • the present invention is not limited to the high voltage auxiliary machine such as the air compressor 27 and the compressor of the refrigeration vehicle, but may be configured to drive the electric motor that drives the cooling fan 26A, the cooling water pump 26B, and the lubricating oil pump 26C of the low voltage auxiliary machine. Good.
  • the hybrid systems 2 and 2A can be configured such that a plurality of motor generators are provided by disposing another motor generator in series with the motor generator 21.
  • a plurality of motor generators By providing a plurality of motor generators, the degree of freedom in design increases, so it is possible to cope with various specifications. Even if only one motor generator 21 is used as a standard specification, another motor generator can be easily added later as an option, so the basic layout can be made the same, and the number of parts, weight, and cost can be reduced. Can be reduced.
  • a power connecting / disconnecting device is provided between the plurality of motor generators, and an auxiliary power transmission mechanism 28 is provided between the power connecting / disconnecting device and another motor generator. If a power connection / disconnection device is provided between the generators, and the auxiliary drive shaft 27a of the air compressor 27 is directly connected to the drive shaft of another motor generator, the motor generator 21 assists the other motor drive.
  • the air compressor 27 can be driven by a generator.
  • crankshaft clutch 17 may be any device capable of separating the crankshaft 15 of the engine 10 and the drive shaft of the motor generator 21, for example, a friction clutch, an electromagnetic clutch (powder clutch). In addition, a fluid coupling or the like can be used.
  • the crankshaft clutch 17 is provided in the transmission 31 and is provided separately from the clutch that connects and disconnects the power transmission between the engine 10 and the transmission 31.
  • crankshaft clutch 17 is provided between the engine 10 and the CVT 16 in the above embodiment, the present invention is not limited to this.
  • the crankshaft clutch 17 is provided between the CVT 16 and the motor generator 21. It can also be provided.
  • the crankshaft clutch 17 is provided between the engine 10 and the CVT 16, it is possible to prevent the CVT16 side friction from being applied to the engine 10 when the power transmission between the crankshaft 15 and the motor generator 21 is cut off. it can.
  • friction when it is provided between the CVT 16 and the motor generator 21, friction can be reduced when the air compressor 27 is driven by the motor generator 21.
  • the auxiliary machine can be driven by each of the internal combustion engine and the motor generator. Therefore, in order to drive the auxiliary machine, power is supplied to the dedicated motor or the motor. Since a circuit for supplying is unnecessary, the degree of freedom in layout can be improved, and the cost can be reduced. Can be used.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

　La présente invention concerne un système hybride qui supprime la nécessité d'un moteur électrique spécialisé servant à entraîner des éléments auxiliaires, ainsi que la circuiterie destinée à alimenter en énergie le moteur électrique, ce qui améliore le degré de liberté de disposition et réduit les coûts. Le système hybride (2) comporte un moteur (10) et un moteur-générateur électrique (21), et est conçu de sorte que le vilebrequin (15) du moteur (10) soit pourvu d'un mécanisme (16) de transmission d'énergie de moteur-générateur électrique, le moteur-générateur électrique (21) étant relié au mécanisme (16) de transmission d'énergie de moteur-générateur électrique; et un élément auxiliaire (27) est relié à l'arbre d'entraînement (21a) du moteur-générateur électrique (21).
PCT/JP2014/074888 2013-09-20 2014-09-19 Système hybride et véhicule hybride Ceased WO2015041330A1 (fr)

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JP2013194952A JP2015058863A (ja) 2013-09-20 2013-09-20 ハイブリッドシステムとハイブリッド車両
JP2013-194952 2013-09-20

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JP2015058863A (ja) * 2013-09-20 2015-03-30 いすゞ自動車株式会社 ハイブリッドシステムとハイブリッド車両
CN114987191A (zh) * 2022-05-20 2022-09-02 宁波圣龙新能源汽车动力有限公司 一种混合动力驱动装置
US11939910B2 (en) * 2020-08-18 2024-03-26 Illinois Tool Works Inc. Belt drive system having an intermediate generator and associated method

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JP6384441B2 (ja) * 2015-09-24 2018-09-05 トヨタ自動車株式会社 電源制御装置、車両及び電源の制御方法

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JP2010001885A (ja) * 2008-05-23 2010-01-07 Honda Motor Co Ltd 車両用動力伝達装置
JP2012232714A (ja) * 2011-05-09 2012-11-29 Toyota Motor Corp 補機駆動制御装置

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JP3847720B2 (ja) * 2003-01-30 2006-11-22 本田技研工業株式会社 内燃機関用補機駆動装置
JP4490173B2 (ja) * 2004-05-31 2010-06-23 本田技研工業株式会社 車両用内燃機関の始動制御装置
US8808124B2 (en) * 2008-04-15 2014-08-19 GM Global Technology Operations LLC Belt alternator starter systems for hybrid vehicles
JP2015058863A (ja) * 2013-09-20 2015-03-30 いすゞ自動車株式会社 ハイブリッドシステムとハイブリッド車両

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JP2010001885A (ja) * 2008-05-23 2010-01-07 Honda Motor Co Ltd 車両用動力伝達装置
JP2012232714A (ja) * 2011-05-09 2012-11-29 Toyota Motor Corp 補機駆動制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015058863A (ja) * 2013-09-20 2015-03-30 いすゞ自動車株式会社 ハイブリッドシステムとハイブリッド車両
US11939910B2 (en) * 2020-08-18 2024-03-26 Illinois Tool Works Inc. Belt drive system having an intermediate generator and associated method
CN114987191A (zh) * 2022-05-20 2022-09-02 宁波圣龙新能源汽车动力有限公司 一种混合动力驱动装置

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