JPH1163189A - Vehicle drive system - Google Patents

Abstract

(57) [Problem] To improve efficiency of energy supply and storage by suppressing energy loss in a vehicle drive device. A transmission control unit (24) controls the first and second continuously variable transmissions based on the rotation speeds of an output shaft (15) and first and second continuously variable transmissions (20, 21), an accelerator signal and a brake signal. By controlling the gear ratios of the output shaft 20 and the output shaft 15,
While storing the surplus energy in the flywheel 23.
The insufficient energy is transferred from the flywheel 20 to the output shaft 15.
Supply to

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a vehicle mounted on an automobile, a construction machine, a forklift or the like.

[0002]

2. Description of the Related Art Some electric vehicles are equipped with a flywheel device capable of storing a surplus of generated energy and supplying it when needed. FIG. 5 schematically shows a conventional vehicle drive device having an all-electric flywheel device, and FIG. 6 schematically shows a conventional vehicle drive device having a semi-mechanical flywheel device.

As shown in FIG. 5, in a conventional vehicle drive device having an all-electric flywheel device, a generator 102 is mounted on a diesel engine 101 mounted on the vehicle, and the diesel engine 101 is mounted on the vehicle. A part of the electric power generated by the generator 102 by driving the 101 is supplied to the drive motor 103 after the rotation speed control is performed, and the axle 104
Is driven. The rest of the power generated by the generator 102 is supplied to the flywheel device 105 to rotate the flywheel, where energy is stored. And
When the vehicle is accelerating, the energy stored in the flywheel device 105 is supplied to the drive motor 103 to drive the axle 104 at a high speed.
Is returned to the flywheel device 105 and stored.

As shown in FIG. 6, in a conventional vehicle drive device having a semi-mechanical flywheel device, a drive shaft of an electric motor 201 mounted on the vehicle has a gear reducer 202, V Belt continuously variable transmission 203, timing belt
An axle 206 is connected via a differential mechanism 205 and a flywheel 208 is connected to a drive shaft of the electric motor 201 via a fluid coupling 207. Therefore, a part of the driving force is transmitted to the axle 206 via the gear reducer 202, the V-belt continuously variable transmission 203, the timing belt 204, and the differential mechanism 205 while the rotation speed is controlled by driving the electric motor 201. The axle 206 is driven. The remaining driving force of the electric motor 201 is supplied to the flywheel 208 via the fluid coupling 207.
The flywheel 208 rotates to store energy. When the vehicle is accelerating, the energy stored in the flywheel 208 is supplied to the electric motor 201 to drive the axle 206 at a high speed. On the other hand, when the vehicle is decelerating, the V-belt continuously variable transmission 203 is used to drive the axle 206. Rotate at reduced speed.

[0005]

However, as in the conventional vehicle drive device shown in FIG.
In the electric vehicle using 1, the output efficiency of the diesel engine 101 becomes the output efficiency of the drive unit.However, improving the engine efficiency is thermodynamically limited, and the output efficiency is significantly increased. It is difficult to hope for improvement.
Also, in an electric vehicle using a plurality of mechanical transmission devices, such as a conventional vehicle drive device shown in FIG. 6, the output is reduced due to frictional resistance at each drive connection. There's a problem. Furthermore, engines and electric motors are used in a wide rotation speed range and a wide load range according to running conditions of a vehicle, and are not always used under conditions of high efficiency.

An object of the present invention is to solve such a problem, and an object of the present invention is to provide a vehicular drive device in which energy loss is suppressed to improve the efficiency of energy supply and storage.

[0007]

According to the present invention, there is provided a vehicle driving apparatus for driving a vehicle, a driving unit driven by a driving force of the driving source, and A first continuously variable transmission that is drivingly connected to the traveling drive unit via a clutch; a second continuously variable transmission that is connected to the first continuously variable transmission; and a second continuously variable transmission that is connected to the second continuously variable transmission. A speed increasing gear, a flywheel connected to the speed increasing gear, and a speed change of the first and second continuously variable transmissions based on a rotation speed of an output shaft of the traveling drive unit, an accelerator signal, and a brake signal. And a transmission control unit for controlling the ratio.

[0008]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a schematic configuration of a vehicle drive device according to a first embodiment of the present invention, FIG. 2 is a schematic cross section of a continuously variable transmission applied to the vehicle drive device of the embodiment, and FIG. 4 shows a graph representing a change in the rotation speed of the axle in the traveling state of FIG.

In the vehicle drive system according to the present embodiment, as shown in FIG. 1, an engine 12 is mounted on a vehicle 11, and a transmission 14 as a drive unit is driven by an engine clutch 13 on the engine 12. Are linked. And this transmission 1
An axle 17 is drive-coupled to the output shaft 15 of the vehicle 4 via a differential gear 16, and drive wheels 18 are attached to left and right ends of the axle 17. Therefore, by connecting the clutch 13, the driving force of the engine 12 is transmitted to the transmission 14 via the clutch 13, where the driving force is reduced and increased to rotate the output shaft 15, and the differential gear 16 and the axle 17 , Each driving wheel 18 is driven to rotate, and the vehicle 11 can travel.

A first continuously variable transmission 20 and a second continuously variable transmission 21 are connected to the output shaft 15 via a flywheel clutch 19 in series.
A flywheel 23 is connected to 1 via a speed increasing gear 22. The transmission control unit 24 controls the speed ratio of the first continuously variable transmission 20 and the second continuously variable transmission 21. The transmission control unit 24 includes a rotation speed sensor 25 for the output shaft 15 and a second transmission. (1) The rotation speed sensor 26 of the continuously variable transmission 20 and the second
The detection result of the rotation speed sensor 27 of the continuously variable transmission 21 is input. Further, an accelerator signal based on the depression amount of the accelerator pedal 28 and a brake signal based on the depression amount of the brake pedal 29 are input to the transmission control unit 24.

Therefore, the transmission control unit 24 controls the rotation speed of the output shaft 15 detected by the rotation speed sensor 25 and the first and second continuously variable transmissions 20, 20 detected by the rotation speed sensors 26 and 27.
The speed ratio of the first and second continuously variable transmissions 20 and 21 is controlled based on the rotation speed of each output shaft 21 and an accelerator signal and a brake signal.

Further, an auxiliary generator motor 30 is connected to the flywheel 23. The auxiliary generator motor 30 is connected to a transmission control unit 24, and a battery 31 is connected to the transmission control unit 24. . Therefore, the transmission control unit 24 stores the electric power obtained by the auxiliary generator motor 30 by the rotation of the flywheel 23 in the battery 31.

The flywheel 23 is mounted on the vehicle 11
And is rotatably supported by the double gimbal bearing 3
The outer peripheral portion is vertically swingably supported by 2. The vehicle 11 is provided with a shake detection sensor 33 for detecting the shake of the vehicle 11, and the shake detection sensor 33 outputs the detected vehicle body swing angle and the detected vehicle body swing angular velocity to the transmission control unit 24. Then, the transmission control unit 24
The flywheel attitude control unit 34 controls the drive of the double gimbal bearing 32 based on the vehicle body sway angle and the vehicle body sway angular velocity detected by the shake detection sensor 33 so that the flywheel 23 does not sway on absolute coordinates. You are controlling your posture.

Here, a specific configuration of the first continuously variable transmission 20 and the second continuously variable transmission 21 will be described.

As shown in FIG. 2, the first continuously variable transmission 20 and the second continuously variable transmission 21 are connected to each other back to back, and both have substantially the same structure. That is, the first
In the continuously variable transmission 20, the input disk 41 and the cam disk 42
Are located opposite each other, and a holding disk 43 is located between them. A plurality of cones 44 are rotatably supported on the outer peripheral portion of the holding disk 43, and the inner peripheral surface of the umbrella portion of each cone 44 is rotatable. Are in contact with the outer peripheral surfaces of the input disk 41 and the cam disk 42, and a ring 45 is axially movably contacted with the outer peripheral surface of the umbrella portion of each cone 44. On the other hand, the connecting shaft 50 is further connected to the second continuously variable transmission 20, and the input disk 51, the cam disk 52, the holding disk 53, the plurality of cones 54, A connecting shaft 56
Are connected to the speed increasing gear 22. Therefore, by moving each of the rings 45 and 55, the gear ratio can be continuously changed between a low speed and a high speed.

In the vehicle drive apparatus of the present embodiment having the above-described structure, as shown in FIG. 1, when the engine 12 is started and the driver depresses the accelerator pedal 28, the clutch 13 is engaged, and the engine 12 is started. The driving force is transmitted to a transmission 14 via a clutch 13, the transmission 14 sets a gear stage, and the output shaft 15 is driven to rotate.
6, the axle 17 is rotated at a predetermined rotational speed, and each drive wheel 1 is rotated.
8 rotates and the vehicle 11 runs. At this time, when the clutch 19 is in the connected state, the driving force is applied to the output shaft 15, the first continuously variable transmission 20 and the second continuously variable transmission 21, and the speed increasing gear 2.
The energy is transmitted to the flywheel 23 via the flywheel 2 and the energy is stored by rotating the flywheel 23. When the vehicle is stopped, the transmission control unit 24 controls the auxiliary generator motor 30 by rotating the flywheel 23.
Is charging the battery 31 with the generated power.

Here, the specific operation of the vehicle drive device will be described. As shown in FIGS. 1 and 3, when the driver depresses the accelerator pedal 28 to start and accelerate the vehicle 11, the transmission control unit 24 transmits the engine 12 based on the accelerator signal corresponding to the depression amount of the accelerator pedal 28.
And the transmission 14, and the driving wheels 1 through the output shaft 15, the differential gear 16, and the axle 17.
The vehicle 11 is accelerated and driven to accelerate the vehicle 11. Then, when the vehicle 11 is in a steady running state, the transmission control unit 24 controls the engine 12 and the transmission 14 based on the accelerator signal, rotates the output shaft 15 at a constant rotation speed, and makes the vehicle 11 run in a steady state.

Thereafter, when the driver depresses the brake pedal 29 to decelerate the vehicle 11, the transmission control unit 24
Is connected to the clutch 19 based on a brake signal corresponding to the amount of depression of the brake pedal 29 and connected to the flywheel 23 via the continuously variable transmissions 20 and 21 and the speed increasing gear 22 to thereby output the output shaft 15. Is stored in the flywheel 23. Accordingly, the driving force of the output shaft 15 decreases, and the vehicle 11 travels at a reduced speed according to the amount of depression of the brake pedal 29. On the other hand, when the driver depresses the accelerator pedal 28 to accelerate the vehicle 11, the transmission control unit 24 connects the clutch 19 based on an accelerator signal corresponding to the depression amount of the accelerator pedal 28 and stores the clutch 19 in the flywheel 23. The rotational energy is supplied to the output shaft 15 via the continuously variable transmissions 20 and 21 and the speed increasing gear 22. Accordingly, the driving force of the output shaft 15 increases, and the vehicle 11 accelerates and runs according to the depression amount of the accelerator pedal 28.

When the vehicle 11 is climbing a hill, the vehicle runs by the driving force of the engine 12 in the same manner as when the vehicle 11 starts and accelerates.
The vehicle travels by the driving force of the engine 12 while storing the rotational energy of the output shaft 15 in the flywheel 23. When the vehicle is stopped, the power generated by the auxiliary generator motor 30 by the rotation of the flywheel 23 is supplied to the battery 3.
Charge to 1.

When the vehicle 11 is accelerating or decelerating, the clutch 19 is connected, the output shaft 15 and the flywheel 23 are connected, and energy is supplied or stored. The rotation speed of the output shaft 15, the rotation speed of the first and second continuously variable transmissions 20, 21;
First and second based on the accelerator signal and the brake signal
The speed ratio of the continuously variable transmissions 20 and 21 is controlled to adjust the rotation speed of the output shaft 15 and the rotation speed of the flywheel 23.

That is, the torque generated in the flywheel 23 is represented by the following equation. T = −I _P (dω / dt) In this case, when acting as a brake, dω / d
When t is positive (acceleration) and when acting as an accelerator, dω / dt is negative (deceleration).

Although the torque generated in the flywheel 23 can be controlled by the above equation, the number of revolutions varies in a wide range from 0 to the maximum revolution on the output shaft 15 side in accordance with the vehicle speed.
The flywheel 23 also changes in a wide range from 0 rotation to the maximum rotation. In this embodiment, in order to satisfy the two changing rotational speeds and the above equation, the first and second rotational speeds are changed.
The continuously variable transmissions 20 and 21 are used. Therefore, the transmission control unit 24 can efficiently supply and store energy under arbitrary driving conditions by changing the gear ratios of the first and second continuously variable transmissions 20 and 21, thereby realizing energy saving.

During running, the vehicle 11 shakes due to road conditions or running conditions, and the flywheel 23
To generate a gyro moment. However, in the vehicle drive device of the present embodiment, since the flywheel 23 is supported by the double gimbal bearing 32 that is driven and controlled by the flywheel attitude control unit 34,
No gyro moment is generated in the flywheel 20.

As described above, in the vehicle drive system of the present embodiment, the transmission control unit 24 controls the output shaft 15 and the first and second transmission shafts.
First and second continuously variable transmissions 20, 21 based on the rotation speeds of continuously variable transmissions 20, 21 and an accelerator signal and a brake signal.
And the excess energy of the output shaft 15 is stored in the flywheel 23, while the insufficient energy is supplied from the flywheel 20 to the output shaft 15. Thus, efficient energy supply and energy storage without energy loss can be performed, and energy saving can be realized. Further, the life of the battery 31 and the like can be extended, and idling becomes unnecessary.

In the above embodiment, the vehicle drive device of the present invention is applied to a vehicle equipped with an engine. However, the present invention can be applied to an electric vehicle. FIG. 4 shows a schematic configuration of a vehicle drive device according to a second embodiment of the present invention. Note that members having the same functions as those described in the above-described embodiment are denoted by the same reference numerals, and redundant description will be omitted.

In the vehicle drive device of the present embodiment, as shown in FIG. 6, a generator motor 71 is mounted on the vehicle 11, and the generator motor 71 is drivingly connected to the output shaft 15 by the clutch 19. An axle 17 is drivingly connected to the output shaft 15 via a differential gear 16, and drive wheels 18 are attached to left and right ends of the axle 17. Therefore, by connecting the clutch 19, the driving force of the generator motor 71 is transmitted to the output shaft 15 and driven to rotate, and the driving wheels 18 are driven to rotate via the differential gear 16 and the axle 17 to rotate the vehicle 11. You can run. The first continuously variable transmission 20 and the second continuously variable transmission 21 are connected in series to the generator motor 71, and are connected in series.
A flywheel 23 is connected to the second continuously variable transmission 21 via a speed increasing gear 22.

The transmission control unit 24 controls the speed ratio of the first continuously variable transmission 20 and the second continuously variable transmission 21, and includes a rotation speed sensor 25 of the output shaft 15 and the first continuously variable transmission. 2
The detection results of the rotation speed sensor 26 of zero and the rotation speed sensor 27 of the second continuously variable transmission 21 are input. Further, an accelerator signal from an accelerator pedal 28 and a brake signal from a brake pedal 29 are input to the transmission control unit 24. The transmission control unit 24 is connected to the generator motor 71 and also to the battery 31, and supplies the power of the battery 31 to the generator motor 71 to drive the generator motor 71.
The surplus electric power of the electric power generated by the power generator 1 is stored in the battery 71.

An auxiliary generator motor 30 is connected to the flywheel 23. The auxiliary generator motor 30 is connected to a transmission control unit 24. The transmission control unit 24 uses the stored energy of the flywheel 23 to generate auxiliary power. Electric power is stored in the battery 31 via the electric motor 30. Further, the flywheel 23 is supported by a double gimbal bearing 32 so as to be swingable in the vertical direction.
Controls the driving of the double gimbal bearing 32 based on the vehicle body sway angle and the vehicle body sway angular velocity detected by the body sway detection sensor 33, and controls the attitude of the flywheel 23 so that the flywheel 23 does not shake on absolute coordinates.

In the thus configured vehicle drive device of the present embodiment, the generator motor 71 is driven by the electric power stored in the battery 71, and when the driver depresses the accelerator pedal 28, the clutch 19 is connected, and The driving force of the electric motor 71 is transmitted to the output shaft 15 and is driven to rotate, and the axle 17 is driven via the differential gear 16.
Is rotated at a predetermined rotation speed, and the driving wheels 18 are rotationally driven, so that the vehicle 11 travels. Then, when the driver depresses the brake pedal 29 to decelerate the vehicle 11, the transmission control unit 24 controls the continuously variable transmissions 20, 2 based on the brake signal.
The speed ratio of 1 is changed, and the rotational energy of the output shaft 15 is stored in the flywheel 23. Accordingly, the driving force of the output shaft 15 decreases, and the vehicle 11 travels at a reduced speed. On the other hand, when the driver depresses the accelerator pedal 28 to accelerate the vehicle 11, the transmission control unit 24 changes the gear ratio of each of the continuously variable transmissions 20 and 21 based on the accelerator signal, and reduces the stored energy of the flywheel 23. It is supplied to the output shaft 15. Therefore,
The driving force of the output shaft 15 increases, and the vehicle 11 accelerates.

[0031]

As described in detail in the embodiments above, according to the vehicle drive system of the present invention, the vehicle is provided with a drive source, and the travel drive unit driven by the drive force of the drive source is provided. A first and a second continuously variable transmission are connected to the traveling drive unit via a clutch, and a flywheel is connected via a speed increasing gear. The transmission control unit rotates the output shaft of the traveling drive unit. Since the speed ratios of the first and second continuously variable transmissions are controlled based on the speed, the accelerator signal, and the brake signal, the speed ratio of each continuously variable transmission is changed according to the running state of the vehicle. Thus, energy can be efficiently supplied and stored between the traveling drive unit and the flywheel, and energy can be efficiently supplied and stored without energy loss under any traveling conditions including the entire traveling area. And energy saving It is possible to realize a reduction.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle drive device according to a first embodiment of the present invention.

FIG. 2 is a schematic sectional view of a continuously variable transmission applied to the vehicle drive device of the present embodiment.

FIG. 3 is a graph showing a change in the number of revolutions of an axle in a running state of a vehicle.

FIG. 4 is a schematic configuration diagram of a vehicle drive device according to a second embodiment of the present invention.

FIG. 5 is a schematic view of a conventional vehicle drive device having an all-electric flywheel device.

FIG. 6 is a schematic view of a conventional vehicle drive device having a semi-mechanical flywheel device.

[Explanation of symbols]

 REFERENCE SIGNS LIST 11 vehicle 12 engine 13 engine clutch 14 transmission (running drive unit) 15 output shaft 17 axle 19 flywheel clutch 20 first continuously variable transmission 21 second continuously variable transmission 22 speed increasing gear 23 flywheel 24 transmission control unit 25 , 26, 27 Revolution speed sensor 28 Accelerator pedal 29 Brake pedal 30 Auxiliary generator motor 31 Battery 32 Double gimbal bearing 33 Shaking detection sensor 34 Flywheel attitude control unit

Claims (1)

[Claims] 1. A drive source mounted on a vehicle, a traveling drive unit driven by a driving force of the drive source, a first continuously variable transmission drivingly connected to the travel drive unit via a clutch,
A second continuously variable transmission connected to the first continuously variable transmission; a speed increasing gear connected to the second continuously variable transmission; a flywheel connected to the speed increasing gear; A transmission control unit for controlling a speed ratio of the first and second continuously variable transmissions based on a rotation speed of an output shaft of the unit, an accelerator signal, and a brake signal. .