JP3710201B2

JP3710201B2 - Different combinations of complex power distribution devices

Info

Publication number: JP3710201B2
Application number: JP12849396A
Authority: JP
Inventors: ハーヤンタイ−
Original assignee: タイ−ハーヤン
Priority date: 1996-05-23
Filing date: 1996-05-23
Publication date: 2005-10-26
Anticipated expiration: 2016-05-23
Also published as: JPH09312906A

Abstract

PROBLEM TO BE SOLVED: To increase an engine efficiency and reduce environmental contamination by connecting an electromagnetic coupling to a source of rotating power constituted of an internal combustion engine which drives a front load and other devices and driving a rear load by the power of the electromagnetic coupling only or by composite power of the electromagnetic coupling and the internal combustion engine and operating the internal combustion engine at a constant speed or adjusted speed. SOLUTION: A control interface M102 ic connected to an output shaft S102 of a source of rotating power P101 constituted of an internal combustion engine, etc., through a clutch CL102 and then is connected to an intermediate shaft S101 through a clutch CL103. The intermediate shaft S101 is provided with a brake B101. Between the intermediate shaft S101 and a rear differential gear box GB101, an electromagnetic coupling device M101 is installed. Between the electromagnetic coupling device M101 and the rear differential gear box GB101, a brake B102 and a clutch CL104 are installed. The source of rotating power P101 not only drives a front load W101 directly but also drives a rear load W102 with composite power of itself and the electromagnetic coupling device M101. At that time, the internal combustion engine is operated at a constant speed or controlled speed.

Description

【０００１】
本発明は異なる組合せの複合動力分配装置に関するものである
近年、エネルギー、騒音及び汚染問題が非常に深刻になってきた。これらの問題の良策は電力駆動車輌の使用にあるが、電力駆動車輌の開発は現在までバッテリ容量に制限を受けて大きな進展が見られなかった。バッテリ容量を上げて運動範囲を増やすことは、バッテリの自重を増加して、その車体の運搬に要する消費電力をも高める結果になり、経済的要求にそぐわない。従って、バッテリの技術問題に大きな進展がない限り、複合駆動構造を用いることがより実用的な駆動方法になる。この複合駆動構造は以下のものを含んでいる。
【０００２】
（Ａ）系列複合動力構造：この構造は最も典型的な電力駆動車輌構造である。この構造においてはエンジンで発電機を駆動して電気を発生させてバッテリを充電し、その後バッテリが駆動モータに電気を供給して車輌を駆動する。このエネルギーは何度か変換されるので、この構造の全体効率は低い。この構造の実施例はゼネラルモータのＢＭＨＸ３車輌である。
【０００３】
（Ｂ）共同軸の同期動力構造：この構造はエンジン出力軸と駆動モータの回転軸とを直列に結合することにより、駆動制御機能と速度制御機能とを発生させる。この構造の実施例は西ドイツのフォルクスワーゲンのチコセダンである。
【０００４】
（Ｂ）に述べた従来のエンジンとモータの場合、エンジンとモータのいずれか１つみが出力電動に選ばれ、その出力の複合はできない。
【０００５】
逆に、本発明の分配式差動連結複合動力装置はエンジン（又は他の回転動力源）の出力軸で前部負荷を駆動するのみならず、電磁カップリング装置と結合して後部負荷をも駆動する。電磁カップリング装置は交流又は直流のブラシ付き又はブラシレスの電気機械で構成され、両端軸構造になっている。それは回転磁界発生構造とロータを含み、ロータ軸（又は磁界回転軸）は出力軸として使用され、電磁カップリング装置を形成し、他端は電動ギヤ装置を通してエンジン出力軸と連結されている。この構造はエンジンの動力と速度出力を電磁カップリング装置自体が発生した出力に付加し、両者間の速度関係に影響されずに後部負荷を駆動することができる。一般的に、これは他の複合動力装置に比べて小型にでき、コストを節約でき、小さいスペースに設置できる。
【０００６】
本発明の差動連結の複合動力分配装置は、回転動力源を必要とする車輌、船舶、飛行機、又はその他の機械、工業又は加工処理装置等に使用可能である。この動力装置は内燃エンジン（又は他の回転動力源）の回転出力軸を備え、直接又は電動ギヤ、ベルト、チェーン又は連結器の伝動装置を通して前部負荷を駆動するのみでなく、電磁カップリング装置の入力軸とも連結して後部負荷を駆動する。電磁カップリング装置は両端構造であり、ステータとロータに結合され、運転装置に制御され、入力電流が電磁カップリング装置に付加された時にモータ駆動機能を発生させるか、発電機として使用された時に出力電流を通して変速カップリング機能の運転をなすか、又はエンジン起動用と動力再発生ブレーキに用いられ、特にエンジンが主伝動動力源である場合に、ステータにょって発生された回転磁界の速度とロータの回転速度との間の速度差でバッテリを充電し、後部負荷との速度差は充電電流を制御することによって調整される。エンジンは定速度又は最良の運転効率と低汚染を維持する作業速度に局部的に調整可能であり、電磁カップリング装置で発生された差動出力部分は負荷駆動に用いられ、余剰の動力は電磁カップリング装置の発電機機能を介して変換されてバッテリを充電する。これにより、電磁カップリング装置はエンジンが低速駆動で変速している間にエンジン効率を改善するかたわらバッテリを充電する動力を獲得し、汚染を軽減し、更に変速カップリングを設け、独立して負荷を駆動するか、又はエンジンと一緒に負荷を駆動する。
【０００７】
次に本発明の実施例を添付図面について詳細に説明する。
【０００８】
図１は異なる組合せの複合動力分配装置の具体例を示し、以下の主な構成部材を有している。
【０００９】
駆動側回転動力源、該回転動力源は最初に前部負荷に供給した後、後部負荷を駆動するため両端軸型の電磁カップリング装置を入力端に伝動する出力を有する。
【００１０】
電磁カップリング装置、該カップリング装置は別の負荷に直接連結されるか、又は伝動装置を通して連結されるか、又は差動ギヤ装置を通して車輌の後輪の差動負荷に連結されている。
【００１１】
図１に示した実施例は以下の通りである。
【００１２】
駆動側回転動力ユニットＰ１０１は内燃エンジン又は他の動力源の形式であり、その回転出力軸Ｓ１０２はクラッチＣＬ１０２を通して中間伝動装置と制御インターフェイスＭ１０２に連結されている。エンジンＰ１０１は更に回転信号を中央制御器ＣＣＵ１０１に伝送するスピードセンサＳＤ１０１を含み、燃油制御弁ＣＧ１０１はエンジン速度を変えたり、低速度に維持したりするように中央制御器ＣＣＵ１０１により制御される。
【００１３】
中間伝動装置と制御インターフェイスＭ１０２は、従来の前輪駆動装置と同様の自動又は手動速度変更制御装置を構成するが、前部負荷のみ、又は前部と後部負荷とを駆動するために用いることができる。クラッチＣＬ１０３は中間入力軸Ｓ１０１と前部負荷との間に設けられ、中間伝動装置と前輪との間をカップリング伝動するか、又はその伝動関係を切断する。クラッチＣＬ１０３はニュートラルシフトに代えることができるし、シフトインターフェイスがニュートラル状態時にニュートラルシフトと共設させることもできる。中間入力軸Ｓ１０１はクラッチＣＬ１０２の出力端に連結されており、直接後方に延伸するか又は伝動装置を通して４輪駆動車輌の後方に延伸された後輪伝動軸のように定速比例又は不定速比例を備えるように中間入力軸Ｓ１０１と出力との間に回転速度作動をもたらすように連結されている。中央制御器ＣＣＵ１０１により制御されるブレーキＢ１０１は中間入力軸Ｓ１０１と固定ケーシングとの間に取付けられている。
【００１４】
直接駆動される前部負荷Ｗ１０１は１つ又は１つ以上の駆動抵抗を有する駆動輪負荷で構成されている。
【００１５】
電磁カップリング装置Ｍ１０１は両端軸構造で、回転磁場発生構造体とロータで構成され、回転磁場発生構造体とロータはクラッチＣＬ１０４を介して各々伝動中間軸Ｓ１０１と後部差動ギヤボックスＧＢ１０１に連結されそれにより両側の差動後部負荷Ｗ１０２を駆動する。電磁カップリング装置Ｍ１０１は交流又は直流、ブラシ付き又はブラシレスの電気機械から成り、特に直列励磁又は補助複合励磁式電気機械で、負荷減少に応じて回転速度を増加する電気特性を有するか、又は交流或いは直流のブラシ付き又はブラシレスの電気機械で、運転回路装置Ｄ１０１の運転制御を通して電流制御（定電流制御を含む）を行って、駆動負荷に追加トルクを供給する。
【００１６】
中央制御器ＣＣＵ１０１により制御されるクラッチＣＬ１０１は、回転磁界発生構造体とロータとの間に取付けられ、磁界発生構造体とロータとの間に同期機械インターロックを直接備えることを要求された時に用いる。
【００１７】
駆動回路装置Ｄ１０１は中央制御器ＣＣＵ１０１の運転指令を受信するため電磁カップリング装置Ｍ１０１とバッテリＢＴ１０１との間に設けられ、バッテリを充電するために電磁カップリング装置を発電機機能として運転するように制御するか、又は他の負荷に動力を供給するか、又は発電機出力の可変電流でカップリングトルクを制御することによって負荷状態に応じて回転速度を変える。
【００１８】
中央制御器ＣＣＵ１０１はオペレータの指令に従って駆動側回転動力ユニットＰ１０１の運転状態を監視して、対応する制御指令を駆動回路装置Ｄ１０１に送る。
【００１９】
ブレーキＢ１０２は必要に応じて電磁カップリング装置Ｍ１０１のケーシングとカップリング装置のダブル動作構造と後部差動ギヤボックスＧＢ１０１との間に位置するクラッチＣＬ１０４との間に取付けられ、前部負荷を駆動し、エンジンを起動したり、静止時に動力を供給し、その時に電磁カップリング装置はエンジンに駆動され、発電機としてバッテリを充電するか、又は他の負荷に動力を供給する。
【００２０】
交流動力出力機能の場合、電磁カップリング装置Ｍ１０１は交流動力発生機能を有する電気機械として使用され、永久磁石又は巻線励磁の可変周波磁場型電気機械、又はブラシ付きの交流型の電気機械から構成され、アマチュア巻線は交流出力用の導電リングと直流入力／出力用の整流子と共に取付けられ、その結果として、交流出力は可変周波出力又はエンジン定速度制御による定周波数出力とすることが可能である。
【００２１】
最後に、前述した直接駆動負荷と分配差動負荷は、１つ又は１つ以上の回転動力源、或いは１つ又は１つ以上の直接駆動負荷、或いは連続する複合系列構造体を形成するために１つ又は１つ以上のダブル差動電磁カップリング装置とそれに駆動される連続直接結合の負荷群から構成することができる。
【００２２】
図１に示した実施例の機能を以下の表１に示す。
【００２３】
Ｆ１−Ａ，Ｆ１−Ｂ，Ｆ１−Ｃ，Ｆ１−Ｄはエンジンが定速出力で負荷を駆動している時の各装置の運転を表わす。
【００２４】
Ｆ２とＦ３は電磁カップリング装置がモータとしてバッテリ電力で負荷を駆動している時の各装置の運転を表わす。
【００２５】
Ｆ４−ＡとＦ４−Ｂは追加の出力を加えることにより大きな動力出力を備えられるように電磁カップリング装置がモータとしてバッテリ電力で運転され、エンジンと共に負荷を駆動している時の各装置の運転を示す。
【００２６】
Ｆ５，Ｆ６とＦ７は電磁カップリング装置が負荷の機械エネルギーにより発電機として駆動されてバッテリを充電するか又はエンジン自体の摩擦ダンピングを利用することによりブレーキ機能として運転している時の各装置の運転を示す。
【００２７】
Ｆ８は電磁カップリング装置がエンジンに駆動され、発電機としてバッテリを充電するように運転されている時の各装置の運転を示す。この機能は設定時間に自動的に停止する充電時間制御機能と上述した交流発電機能を含む。
【００２８】
Ｆ９は電磁カップリング装置がモータとして運転し、バッテリ電力でエンジンを起動する機能である。
【００２９】
Ｆ１０は全装置のクラッチとブレーキの全てが“オフ”状態で、低損失の滑り運転を備える機能である。
【００３０】
表１に示した上記装置の運転機能を以下に詳細に説明する。
【００３１】
Ｆ１−Ａ：この機能を実現するため、エンジンを低速から高速に駆動するようにエンジン燃油弁を次の通り制御する。
【００３２】
エンジンを駆動側回転動力源として作動させ、エンジン燃油弁により後部負荷を駆動するようにエンジンを制御させ、その時、クラッチＣＬ１０１，ＣＬ１０２とＣＬ１０４はオン状態であるが、クラッチＣＬ１０３はオフ状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００３３】
エンジンを駆動側回転動力源として作動させ、前部負荷と後部負荷とを駆動するように燃油弁によりエンジンを制御させ、この時、クラッチＣＬ１０１，ＣＬ１０２，ＣＬ１０３とＣＬ１０４は全てオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００３４】
エンジンを駆動側回転動力源として作動させ、前部負荷を駆動するように燃油弁によりエンジンを制御させ、この時、クラッチＣＬ１０２とＣＬ１０３はオン状態であるが、クラッチＣＬ１０１とＣＬ１０４はオフ状態であり、ブレーキＢ１０１とＢ１０２はオフ状態で、電磁カップリング装置は無負荷状態である。
【００３５】
Ｆ１−Ｂ：この機能を実現するために、エンジン燃油弁と電磁カップリング装置Ｍ１０１とを同時に制御させ、以下のようにエンジンを低速から高速に駆動すると同時にバッテリを充電する。
【００３６】
エンジンを駆動側回転動力源として作動させ、速度を変えるように燃料弁によりエンジンを制御し、バッテリを充電しかつ後部負荷を駆動するように電磁カップリング装置を発電機として運転させ、この時クラッチＣＬ１０１とＣＬ１０３はオフ状態であり、クラッチＣＬ１０２とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００３７】
エンジンを駆動側回転動力源として作動させ、エンジン速度を変えるように燃油弁によりエンジンを制御させ、電磁カップリング装置を発電機として運転してバッテリを充電し、エンジンと共に後部負荷と前部負荷とを駆動し、この時、クラッチＣＬ１０２，ＣＬ１０３とＣＬ１０４はオン状態であり、クラッチＣＬ１０１はオフ状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００３８】
エンジンを駆動側回転動力源として作動させ、速度を変えるように燃油弁によりエンジンを制御させ、前部負荷を駆動すると共に電磁カップリング装置を発電機として運転してバッテリを充電し、この時、クラッチＣＬ１０１とＣＬｌ０４はオフ状態であり、クラッチＣＬ１０２とＣＬ１０３はオン状態であり、ブレーキＢ１０１とＢ１０２はオン状態である。
【００３９】
Ｆ１−Ｃ：この機能を実現させるためにエンジンを定速度で運転させ、負荷に対する出力を変えるように電磁カップリング装置Ｍ１０１からのバッテリの充電電流を以下のように制御させる。
【００４０】
エンジンを駆動側回転動力源として作動させ、燃油弁と速度フィードバック信号とで制御してエンジンを一定速度で運転し、同時に電磁カップリング装置を発電機として運転してバッテリを充電し、カップリングトルクを調整して後部負荷を駆動させ、この時、クラッチＣＬ１０１とＣＬ１０３はオフ状態であり、クラッチＣＬ１０２とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００４１】
エンジンを駆動側回転動力源として作動させ、エンジン速度を燃油弁と速度フィードバック信号とで制御させ、前部負荷を駆動すると共に電磁カップリング装置を発電機として運転してバッテリを充電しかつカップリングトルクを調整して後部負荷を駆動させ、この時、クラッチＣＬ１０１はオフ状態であり、クラッチＣＬ１０２，ＣＬ１０３とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００４２】
Ｆ１−Ｄ：この機能を実現させるために、電磁カップリング装置Ｍ１０１がショート電流を発生して出力軸トルクを制御して、エンジン速度を以下のように変える。
【００４３】
エンジン駆動側回転動力源として運転し、エンジン燃油弁と速度フィードバック信号を利用して、エンジンを変速又は定速運転すると共に電磁カップリング装置Ｍ１０１を発電機とし運転し、その発生した短絡回路電流に基づいて連結トルクを制御し、これにより、前部負荷と後部負荷との間の動力分配を変え、この時、クラッチＣＬ１０１とＣＬ１０３はオフ状態であり、クラッチＣＬ１０２とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００４４】
エンジンを駆動側回転動力源とし運転し、エンジン燃油弁と速度フィードバック信号とを利用して速度を制御し、同時に電磁カップリング装置Ｍ１０１を発電機として運転し、発生した短絡回路電流に基づいて連結トルクを変え、これにより、前部負荷と後部負荷との間の動力分配を変え、この時、クラッチＣＬ１０１はオフ状態であり、クラッチＣＬ１０２，ＣＬ１０３とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００４５】
Ｆ２：この機能を実現するために、電磁カップリング装置Ｍ１０１をバッテリ電力で駆動し、後部負荷の速度と回転方向を以下のようにして変える。
【００４６】
電磁カップリング装置Ｍ１０１をバッテリ電力でモータとして運転させ、後部負荷を駆動させ、この時、ブレーキＢ１０１はオン状態であり、ブレーキＢ１０２はオフ状態あり、前部負荷制御用のクラッチＣＬ１０１，ＣＬ１０２及びＣＬ１０３はオフ状態であり、クラッチＣＬ１０４はオン状態である。
【００４７】
Ｆ３：この機能を実現するために、電磁カップリング装置Ｍ１０１をバッテリ電力で駆動し、前部負荷の速度と回転方向を以下のようにして変える。
【００４８】
電磁カップリング装置Ｍ１０１がモータとして運転されている時に前部負荷を駆動させるために電磁カップリング装置をバッテリ電力で運転させ、この時、ブレーキＢ１０２はオン状態であり、ブレーキＢ１０１はオフ状態であり、クラッチＣＬ１０１，ＣＬ１０２とＣＬ１０４はオフ状態であって、クラッチＣＬ１０３はオン状態である。
【００４９】
Ｆ４−Ａ：この機能を実現させるために、エンジンを設定速度で運転し、電磁カップリング装置Ｍ１０１をモータとして運転し、後部負荷を以下のように駆動させるように別の動力を備える。
【００５０】
エンジンを駆動側回転動力源として変速又は定速で運転し、電磁カップリングＭ１０１をバッテリ電力で運転し、同時に後部負荷を駆動するための追加の動力を備え、この時、クラッチＣＬ１０１とＣＬ１０３はオフ状態であり、クラッチＣＬ１０２とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００５１】
Ｆ４−Ｂ：この機能を実現させるために、エンジンを低速運転し、電磁カップリング装置Ｍ１０１をモータとして運転し、前部負荷と後部負荷とを以下のように駆動するために追加の出力を備える。
【００５２】
エンジンを駆動側回転動力源として変速又は定速運転し、電磁カップリング装置Ｍ１０１をバッテリ電力で運転し、前部負荷と後部負荷とを同時に駆動させるように追加の出力を備え、この時、クラッチＣＬ１０１はオフ状態であり、クラッチＣＬ１０２，ＣＬ１０３とＣＬ１０４はオン状態であり、ブレーキＢ１０１とＢ１０２はオフ状態である。
【００５３】
Ｆ５：この機能を実現させるために、電磁カップリング装置Ｍ１０１を発電機として運転し、後部負荷の運動エネルギーを回収して以下のようにバッテリを充電する。
【００５４】
エンジンを減速させるか又は燃油弁を閉塞し、電磁カップリング装置Ｍ１０１を発電機として運転し、後部負荷の回転機械エネルギーを電気エネルギーに変換してバッテリに充電するか又はその電力を他の負荷に使用し、それによって摩擦減衰が得られ、エンジンピストンの摩擦減衰と共に制動摩擦減衰を備え、この間にブレーキＢ１０１とＢ１０２はオフ状態であり、クラッチＣＬ１０１とＣＬ１０３はオフ状態であり、クラッチＣＬ１０２とＣＬ１０４はオン状態であり、エンジンを停止させるか又は低速運転させることができる。
【００５５】
電磁カップリング装置Ｍ１０１を発電機として運転し、後部負荷の回転機械エネルギーを電力に変換してバッテリを充電させるか、又は電力を他の負荷により消費させ、それによって摩擦減衰が得られ、この間に、ブレーキＢ１０１はオン状態であり、ブレーキＢ１０２はオフ状態であり、クラッチＣＬ１０１，ＣＬ１０２とＣＬ１０３はオフ状態であり、エンジンは停止させるか又は滑り速度より低い速度で運転し、そしてクラッチＣＬ１０４がオン状態の時にエンジンを停止させる。
【００５６】
Ｆ６：この機能を実現させるために、電磁カップリング装置Ｍ１０１を発電機として運転し、以下のように前部負荷の運動エネルギーを回収して以下のようにバッテリを充電する。
【００５７】
エンジン速度を減速するか、又は燃油弁を閉塞して、電磁カップリング装置Ｍ１０１を発電機として運転して前部負荷の回転機能エネルギーを電気エネルギーに変換してバッテリを充電するか、又は他の負荷でこの電気動力を消費し、それいより、エンジンピストンの摩擦減衰と共にブレーキの摩擦減衰が得られ、この時、ブレーキＢ１０１はオフ状態で、ブレーキＢ１０２はオン状態で、クラッチＣＬ１０１とＣＬ１０４はオフ状態で、クラッチＣＬ１０２とＣＬ１０３はオン状態であり、そしてエンジンは停止又は低速運転可能である。
【００５８】
電磁カップリング装置Ｍ１０１を発電機として運転し、前部負荷の回転機械エネルギーを電気エネルギーに変換してバッテリを充電するか、又はその電力を他の負荷に消費させ、摩擦減衰が得られ、この間に、ブレーキＢ１０２はオン状態で、ブレーキＢ１０１はオフ状態で、クラッチＣＬ１０１，ＣＬ１０２とＣＬ１０４はオフ状態で、クラッチＣＬ１０３はオン状態であり、エンジンは停止又は滑り速度よりも低速で運転でき、そしてクラッチＣＬ１０２がオフ状態の時に、エンジンは運転状態又は停止可能である。
【００５９】
Ｆ７：この機能を実現するために、全負荷を以下のようにエンジン摩擦減衰で停止させる。
【００６０】
エンジンの速度を減速にさせるか、又は燃油弁を閉塞し、発電機を運転して前部負荷と後部負荷との回転機械エネルギーを摩擦減衰に変換し、エンジンピストン摩擦減衰と共にブレーキ摩擦減衰を備え、この間、ブレーキＢ１０１とＢ１０２はオフ状態で、クラッチＣＬ１０１はオフ状態で、クラッチＣＬ１０２，ＣＬ１０３とＣＬ１０４はオン状態であり、エンジンは停止又は低速運転可能である。
【００６１】
Ｆ８：この機能を実現するために、次のように本装置自体で充電する。
【００６２】
電磁カップリング装置Ｍ１０１を駆動側回転動力源によって発電機として駆動させ、バッテリを充電するか又は他の負荷に動力を供給する。この時、エンジンが起動され、ブレーキＢ１０１はオフ状態で、ブレーキＢ１０２はオン状態で、クラッチＣＬ１０１，ＣＬ１０３とＣＬ１０４はオフ状態で、クラッチＣＬ１０２はオン状態であり、そして、エンジンの充電時間を設定したり、自動停止のための充電容量制御にタイマーが用いられる。交流動力発生機能は上記の発電機の構造に関連する。
【００６３】
Ｆ９：この機能を実現するために電磁カップリング装置Ｍ１０１が以下のようにモータとして運転され、エンジンを起動する。
【００６４】
電磁カップリング装置Ｍ１０１が駆動側エンジンを起動するために用いられ、この時、ブレーキＢ１０２はオン状態で、ブレーキＢ１０１はオフ状態であり、前部負荷の運転インターフェイスＭ１０２と前部負荷の連結クラッチＣＬ１０１，ＣＬ１０３及びＣＬ１０４はオフ状態で、クラッチＣＬ１０２はオン状態である。
【００６５】
Ｆ１０：ニュートラルスライド：これは動力が出力されず、ブレーキが作動した時の本装置のスライド機能であり、この時、エンジンは運転状態又は停止状態にでき、ブレーキＢ１０１とＢ１０２はオフ状態で、クラッチＣＬ１０１，ＣＬ１０２，ＣＬ１０３はオフ状態である。
【００６６】
Ｆ１１：この機能を実現するために、エンジンで前部負荷を駆動し、電磁カップリング装置Ｍ１０１は後部負荷を駆動するためバッテリで運転され、両者は各負荷を駆動するため独立して運転され、この時、ブレーキＢ１０１はオン状態で、ブレーキＢ１０２はオフ状態で、クラッチＣＬ１０１，ＣＬ１０５はオフ状態で、クラッチＣＬ１０２，ＣＬ１０３とＣＬ１０４はオン状態である。
【００６７】
Ｆ１２：この機能を実現させるために、エンジンで前部負荷を駆動し、電磁カップリング装置Ｍ１０１を発電機として運転し、バッテリを充電し、この時、ブレーキＢ１０１はオン状態で、ブレーキＢ１０２はオフ状態で、クラッチＣＬ１０１，ＣＬ１０５はオフ状態で、クラッチＣＬ１０２，ＣＬ１０３はオン状態である。
【００６８】
図１に示した分配式差動連結複合動力装置の実施例は実際の応用で以下の変形例を有する。
【００６９】
図２は図１の装置の第１変形例を示し、この変形例によってクラッチＣＬ１０４とブレーキＢ１０２が省略されており、そしてその装置の機能は表２に記載されえている。
【００７０】
図３は図１の装置の第２変形例を示し、この変形例において、クラッチＣＬ１０４とブレーキＢ１０２が共に省略され、その装置の機能は表３に記載されている。
【００７１】
図４は図１の装置の第３変形例を示し、この変形例において、ブレーキＢ１０１とクラッチＣＬ１０１とＣＬ１０４が省略され、その装置の機能は表４に記載されている。
【００７２】
図５は図１の装置の第４変形例を示し、この変形例において、クラッチＣＬ１０５が後部出力中間軸と中間伝動装置との間に増設され、クラッチＣＬ１０３は前部負荷を制御するため又は中間伝動装置の速度変換シフトに取り代えるために確保されている。その装置の機能は表５に記載されている。
【００７３】
図６は図１の装置の第５変形例を示し、この変形例において、クラッチＣＬ１０５が後部出力中間軸と中間伝動装置との間に設置され、クラッチＣＬ１０４が省略されている。その装置の機能は表６に記載されている。
【００７４】
図７は図１の装置の第６変形例を示し、この変形例において、クラッチＣＬ１９５が後部出力中間軸と中間伝動装置との間に設置され、クラッチＣＬ１０４とブレーキＢ１０２が省略され、この装置の機能を表７に記載している。
【００７５】
図８は図１の装置の第７変形例を示し、この変形例において、追加クラッチＣＬ１０５が含まれ、クラッチＣＬ１０１とＣＬ１０４とブレーキＢ１０２とが省略され、この装置の機能は表８に記載されている。
【００７６】
上述した変形例は参考のみのため、その他の方法で前部と後部負荷を配置させ、適当な運転構成部材と制御構成部材を選択することにより、本発明から逸脱することなく必要な運転条件によって他の実施例及び変形例を構成することができる。
【００７７】
図１乃至図８に示した実施例の装置が車輌に応用された場合、前部負荷と後部負荷の角移動関係と、伝動比率と車輪外径の差異から生じる駆動力源は次のようにすることができる。２つの負荷の角移動速度と駆動側回転動力源は車輪系の比例関係に従って運転するか、又は２つの負荷間の角移動関係に従って運転し、その駆動側回転動力源での運転は車輪系比例に従わない（例えば路面で滑りを発生した場合）。特に、後部負荷の角移動と駆動側動力源との間の関係又は前部負荷と後部負荷との間の角移動関係は車輪系比例関係に従って運転するように設定しなくてもよく、電磁カップリング装置の差動調整を通して運転させることができる。
【００７８】
−電磁カップリング装置Ｍ１０１の差動調整は、モータとして機能する場合は入力動力に基づく主動調整（Ａｃｔｉｖｅａｄｊｕｓｔｍｅｎｔ）と、発電機として機能する場合の出力に対する受動調整（Ｐａｓｓｉｖｅａｄｊｕｓｔｍｅｎｔ）とを含む。
【００７９】
−上記の車輌駆動に応用する前部負荷と後部負荷とに置いて、前部負荷は前輪又は後輪にすることができ、そして後部負荷は前輪にさせるか又は前述の定義によって後輪とすることができる。
【００８０】
−分配差動カップリング複合動力装置は多数の運転機能を持つことが可能で、実際の応用では、その一部の機能又は全ての機能を備えるように構成させることができる。
【００８１】
本発明の分配式差動連結複合動力装置は、車輌、ボート、その他複合駆動動力を要する機械に適用することができる。上述した例は基本的な分配式差動連結複合動力装置の概念を有するいくつかの応用例であり、出力機能に使われる如何なる構成部材は必要に応じて選択することができ、融通性を有する装置を備えることができる。
【００８２】
【表１】

【００８３】
【表２】

【００８４】
【表３】

【００８５】
【表４】

【００８６】
【表５】

【００８７】
【表６】

【００８８】
【表７】

【００８９】
【表８】

【図面の簡単な説明】
【図１】本発明の装置の実施例の概略説明図である。
【図２】図１の装置の第１変形例の概略説明図である。
【図３】図１の装置の第２変形例の概略説明図である。
【図４】図１の装置の第３変形例の概略説明図である。
【図５】図１の装置の第４変形例の概略説明図である。
【図６】図１の装置の第５変形例の概略説明図である。
【図７】図１の装置の第６変形例の概略説明図である。
【図８】図１の装置の第７変形例の概略説明図である。
【符号の説明】
Ｐ１０１駆動側回転動力源
ＳＤ１０１スピードセンサ
ＤＧ１０１エンジン燃油弁
Ｗ１０１前部負荷
Ｓ１０１中間入力軸
ＣＣＵ１０１中央制御器
ＢＴ１０１バッテリ
Ｄ１０１駆動回路装置
Ｂ１０１，Ｂ１０２ブレーキ
Ｍ１０１電磁カップリング装置
ＣＬ１０１，ＣＬ１０２，ＣＬ１０３，ＣＬ１０４，ＣＬ１０５クラッチ
Ｓ１０２回転出力軸
Ｍ１０２中間伝動装置及び制御インターフェイス
ＧＢ１０１後部差動ギヤボックス
Ｗ１０２後部負荷[0001]
The present invention relates to a combined power distribution device of different combinations.
In recent years, energy, noise and pollution problems have become very serious. A good solution to these problems lies in the use of electric power-driven vehicles, but the development of electric-powered vehicles has not made significant progress until now due to battery capacity limitations. Increasing the battery capacity and increasing the range of motion increases the weight of the battery and increases the power consumption required to transport the vehicle body, which does not meet economic requirements. Therefore, the use of a composite drive structure is a more practical driving method unless there is a significant progress in battery technical problems. This composite drive structure includes:
[0002]
(A) Series composite power structure: This structure is the most typical power drive vehicle structure. In this structure, the generator is driven by the engine to generate electricity to charge the battery, and then the battery supplies electricity to the drive motor to drive the vehicle. Since this energy is converted several times, the overall efficiency of this structure is low. An example of this structure is a BMHX3 vehicle of a general motor.
[0003]
(B) Synchronous power structure of a common shaft: This structure generates a drive control function and a speed control function by connecting an engine output shaft and a rotation shaft of a drive motor in series. An example of this structure is a Volkswagen Chicosedan in West Germany.
[0004]
In the case of the conventional engine and motor described in (B), any one of the engine and motor is selected as the output motor, and the output cannot be combined.
[0005]
Conversely, the distributed differentially coupled composite power device of the present invention not only drives the front load with the output shaft of the engine (or other rotational power source) but also combines with the electromagnetic coupling device to provide the rear load. To drive. The electromagnetic coupling device is composed of an AC or DC brushed or brushless electric machine, and has a double-ended shaft structure. It includes a rotating magnetic field generating structure and a rotor, and the rotor shaft (or magnetic field rotating shaft) is used as an output shaft to form an electromagnetic coupling device, and the other end is connected to the engine output shaft through an electric gear device. This structure adds engine power and speed output to the output generated by the electromagnetic coupling device itself, and can drive the rear load without being affected by the speed relationship between the two. In general, this can be smaller than other combined power units, saves cost and can be installed in a smaller space.
[0006]
The differentially coupled composite power distribution device of the present invention can be used in a vehicle, a ship, an airplane, or other machine, industrial or processing apparatus that requires a rotational power source. This power unit has a rotary output shaft of an internal combustion engine (or other rotational power source) and not only drives the front load directly or through a transmission of an electric gear, belt, chain or coupler, but also an electromagnetic coupling device It is also connected to the input shaft and drives the rear load. The electromagnetic coupling device is a double-ended structure, coupled to the stator and rotor, controlled by the driving device, and generates a motor drive function when input current is applied to the electromagnetic coupling device or when used as a generator Used to drive the variable speed coupling function through the output current, or for engine start-up and power regeneration braking, especially when the engine is the main transmission power source and the speed of the rotating magnetic field generated by the stator. The battery is charged with a speed difference from the rotational speed of the rotor, and the speed difference with the rear load is adjusted by controlling the charging current. The engine can be locally adjusted to a constant speed or a working speed that maintains the best operating efficiency and low pollution, the differential output generated by the electromagnetic coupling device is used for load driving, and excess power is electromagnetic It is converted through the generator function of the coupling device to charge the battery. As a result, the electromagnetic coupling device gains the power to charge the battery while improving the engine efficiency while the engine is shifting at a low speed drive, reduces the pollution, and further provides the speed change coupling, and loads the load independently. Or drive the load with the engine.
[0007]
Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[0008]
FIG. 1 shows a specific example of a combined power distribution device of a different combination, and has the following main components.
[0009]
The drive side rotational power source, which is initially supplied to the front load, has an output that transmits a double-shaft type electromagnetic coupling device to the input end to drive the rear load.
[0010]
The electromagnetic coupling device, which is directly connected to another load, or connected through a transmission, or connected to a differential load on the rear wheel of the vehicle through a differential gear device.
[0011]
The embodiment shown in FIG. 1 is as follows.
[0012]
The drive side rotational power unit P101 is in the form of an internal combustion engine or other power source, and its rotational output shaft S102 is connected to the intermediate transmission device and the control interface M102 through a clutch CL102. The engine P101 further includes a speed sensor SD101 that transmits a rotation signal to the central controller CCU101. The fuel control valve CG101 is controlled by the central controller CCU101 so as to change the engine speed or maintain the engine speed at a low speed.
[0013]
The intermediate transmission and the control interface M102 constitute an automatic or manual speed change control device similar to a conventional front wheel drive device, but can be used to drive only the front load or the front and rear loads. . The clutch CL103 is provided between the intermediate input shaft S101 and the front load, and transmits the coupling between the intermediate transmission device and the front wheel or disconnects the transmission relationship. The clutch CL103 can be replaced with a neutral shift, and can be co-located with the neutral shift when the shift interface is in the neutral state. The intermediate input shaft S101 is connected to the output end of the clutch CL102, and is directly rearwardly extended, or is constant speed proportional or indefinite, like a rear wheel transmission shaft that is extended rearward of the four-wheel drive vehicle through a transmission. The intermediate input shaft S101 and the output are connected so as to provide a rotational speed operation so as to have a proportionality. The brake B101 controlled by the central controller CCU101 is attached between the intermediate input shaft S101 and the fixed casing.
[0014]
The front load W101 that is directly driven is constituted by a drive wheel load having one or more drive resistances.
[0015]
The electromagnetic coupling device M101 has a double-end shaft structure and is composed of a rotating magnetic field generating structure and a rotor, and the rotating magnetic field generating structure and the rotor are connected to the transmission intermediate shaft S101 and the rear differential gear box GB101 via a clutch CL104, respectively. This drives the differential rear load W102 on both sides. The electromagnetic coupling device M101 is composed of an AC or DC, brushed or brushless electric machine, particularly a series excitation or auxiliary compound excitation type electric machine, which has an electric characteristic that increases the rotational speed in response to a decrease in load, or AC. Alternatively, with a DC brushed or brushless electric machine, current control (including constant current control) is performed through operation control of the operation circuit device D101 to supply additional torque to the drive load.
[0016]
The clutch CL101 controlled by the central controller CCU101 is mounted between the rotating magnetic field generating structure and the rotor, and is used when it is required to directly provide a synchronous mechanical interlock between the magnetic field generating structure and the rotor. .
[0017]
The drive circuit device D101 is provided between the electromagnetic coupling device M101 and the battery BT101 for receiving an operation command of the central controller CCU101, and operates the electromagnetic coupling device as a generator function to charge the battery. The rotational speed is changed according to the load state by controlling, supplying power to another load, or controlling the coupling torque with the variable current of the generator output.
[0018]
The central controller CCU101 monitors the operation state of the drive side rotational power unit P101 in accordance with an instruction from the operator and sends a corresponding control command to the drive circuit device D101.
[0019]
The brake B102 is attached between the casing of the electromagnetic coupling device M101, the double operation structure of the coupling device, and the clutch CL104 located between the rear differential gearbox GB101 and drives the front load as required. The engine is started or powered when stationary, at which time the electromagnetic coupling device is driven by the engine to charge the battery as a generator or to power other loads.
[0020]
In the case of an AC power output function, the electromagnetic coupling device M101 is used as an electric machine having an AC power generation function, and is composed of a permanent magnet or a variable frequency magnetic field type electric machine with winding excitation, or an AC type electric machine with a brush. The armature winding is attached with a conductive ring for AC output and a commutator for DC input / output, so that the AC output can be variable frequency output or constant frequency output by engine constant speed control. is there.
[0021]
Finally, the direct drive load and distributed differential load described above may form one or more rotational power sources, or one or more direct drive loads, or a continuous composite series structure. It can consist of one or more double differential electromagnetic coupling devices and a continuous direct coupling load group driven by it.
[0022]
The functions of the embodiment shown in FIG. 1 are shown in Table 1 below.
[0023]
F1-A, F1-B, F1-C, and F1-D represent the operation of each device when the engine is driving the load at a constant speed output.
[0024]
F2 and F3 represent the operation of each device when the electromagnetic coupling device is driving a load with battery power as a motor.
[0025]
F4-A and F4-B operate each device when the electromagnetic coupling device is operated with battery power as a motor and drives a load with the engine so that a large power output can be provided by adding an additional output. Indicates.
[0026]
F5, F6, and F7 are each of the devices when the electromagnetic coupling device is driven as a generator by the mechanical energy of the load to charge the battery or is operated as a brake function by using friction damping of the engine itself. Indicates driving.
[0027]
F8 shows the operation of each device when the electromagnetic coupling device is driven by the engine and is operated to charge the battery as a generator. This function includes a charging time control function that automatically stops at a set time and the AC power generation function described above.
[0028]
F9 is a function in which the electromagnetic coupling device operates as a motor and starts the engine with battery power.
[0029]
F10 is a function that provides a low-loss sliding operation with all the clutches and brakes of all devices in the “off” state.
[0030]
The operation function of the apparatus shown in Table 1 will be described in detail below.
[0031]
F1-A: In order to realize this function, the engine fuel valve is controlled as follows to drive the engine from low speed to high speed.
[0032]
The engine is operated as a driving side rotational power source, and the engine is controlled to drive the rear load by the engine fuel valve. At that time, the clutches CL101, CL102 and CL104 are in the on state, but the clutch CL103 is in the off state, The brakes B101 and B102 are in an off state.
[0033]
The engine is operated as a driving side rotational power source, and the engine is controlled by the fuel valve so as to drive the front load and the rear load. At this time, the clutches CL101, CL102, CL103 and CL104 are all in the on state, and the brake B101 and B102 are off.
[0034]
The engine is operated as a drive side rotational power source, and the engine is controlled by the fuel valve so as to drive the front load. At this time, the clutches CL102 and CL103 are in the on state, but the clutches CL101 and CL104 are in the off state. The brakes B101 and B102 are off and the electromagnetic coupling device is unloaded.
[0035]
F1-B: In order to realize this function, the engine fuel valve and the electromagnetic coupling device M101 are simultaneously controlled, and the battery is charged at the same time as driving the engine from low speed to high speed as follows.
[0036]
The engine is operated as a drive-side rotational power source, the engine is controlled by a fuel valve so as to change the speed, the electromagnetic coupling device is operated as a generator so as to charge the battery and drive the rear load, and at this time the clutch CL101 and CL103 are in an off state, clutches CL102 and CL104 are in an on state, and brakes B101 and B102 are in an off state.
[0037]
The engine is operated as a driving side rotational power source, the engine is controlled by a fuel valve so as to change the engine speed, the battery is charged by operating the electromagnetic coupling device as a generator, and the rear load and the front load together with the engine. At this time, the clutches CL102, CL103 and CL104 are in the on state, the clutch CL101 is in the off state, and the brakes B101 and B102 are in the off state.
[0038]
The engine is operated as a drive side rotational power source, the engine is controlled by a fuel valve so as to change the speed, the front load is driven and the electromagnetic coupling device is operated as a generator to charge the battery, Clutches CL101 and CL104 are in an off state, clutches CL102 and CL103 are in an on state, and brakes B101 and B102 are in an on state.
[0039]
F1-C: In order to realize this function, the engine is operated at a constant speed, and the charging current of the battery from the electromagnetic coupling device M101 is controlled as follows so as to change the output with respect to the load.
[0040]
The engine is operated as a drive-side rotational power source, and controlled by a fuel valve and a speed feedback signal to operate the engine at a constant speed. At the same time, the electromagnetic coupling device is operated as a generator to charge the battery and coupling torque. Are adjusted to drive the rear load. At this time, the clutches CL101 and CL103 are in the off state, the clutches CL102 and CL104 are in the on state, and the brakes B101 and B102 are in the off state.
[0041]
The engine is operated as a drive-side rotational power source, the engine speed is controlled by a fuel valve and a speed feedback signal, the front load is driven and the electromagnetic coupling device is operated as a generator to charge the battery and coupling The rear load is driven by adjusting the torque. At this time, the clutch CL101 is in the off state, the clutches CL102, CL103, and CL104 are in the on state, and the brakes B101 and B102 are in the off state.
[0042]
F1-D: In order to realize this function, the electromagnetic coupling device M101 generates a short current to control the output shaft torque, and changes the engine speed as follows.
[0043]
The engine is operated as a rotational power source on the engine drive side, and the engine fuel valve and the speed feedback signal are used to operate the engine at a variable speed or constant speed, and the electromagnetic coupling device M101 is operated as a generator. The coupling torque is controlled based on this, thereby changing the power distribution between the front load and the rear load. At this time, the clutches CL101 and CL103 are in the off state, the clutches CL102 and CL104 are in the on state, B101 and B102 are off.
[0044]
The engine is operated with the drive side rotational power source, the speed is controlled using the engine fuel valve and the speed feedback signal, and at the same time, the electromagnetic coupling device M101 is operated as a generator and connected based on the generated short circuit current. The torque is changed, thereby changing the power distribution between the front load and the rear load. At this time, the clutch CL101 is in the off state, the clutches CL102, CL103 and CL104 are in the on state, and the brakes B101 and B102 are Off state.
[0045]
F2: In order to realize this function, the electromagnetic coupling device M101 is driven by battery power, and the speed and direction of rotation of the rear load are changed as follows.
[0046]
The electromagnetic coupling device M101 is operated as a motor with battery power to drive the rear load. At this time, the brake B101 is in the on state, the brake B102 is in the off state, and the front load control clutches CL101, CL102, and CL103 are used. Is in an off state, and the clutch CL104 is in an on state.
[0047]
F3: In order to realize this function, the electromagnetic coupling device M101 is driven by battery power, and the speed and rotation direction of the front load are changed as follows.
[0048]
When the electromagnetic coupling device M101 is operated as a motor, the electromagnetic coupling device is operated with battery power in order to drive the front load. At this time, the brake B102 is in the on state and the brake B101 is in the off state. The clutches CL101, CL102 and CL104 are in an off state, and the clutch CL103 is in an on state.
[0049]
F4-A: In order to realize this function, the engine is operated at a set speed, the electromagnetic coupling device M101 is operated as a motor, and another power is provided so as to drive the rear load as follows.
[0050]
The engine is driven at a variable speed or constant speed with the drive side rotational power source, the electromagnetic coupling M101 is operated with battery power, and at the same time, additional power for driving the rear load is provided. At this time, the clutches CL101 and CL103 are turned off. The clutches CL102 and CL104 are in the on state, and the brakes B101 and B102 are in the off state.
[0051]
F4-B: In order to realize this function, the engine is operated at a low speed, the electromagnetic coupling device M101 is operated as a motor, and an additional output is provided to drive the front load and the rear load as follows. .
[0052]
The engine is driven at variable speed or constant speed with the driving side rotational power source, the electromagnetic coupling device M101 is operated with battery power, and an additional output is provided so as to drive the front load and the rear load simultaneously. CL101 is in an off state, clutches CL102, CL103, and CL104 are in an on state, and brakes B101 and B102 are in an off state.
[0053]
F5: In order to realize this function, the electromagnetic coupling device M101 is operated as a generator, the kinetic energy of the rear load is recovered, and the battery is charged as follows.
[0054]
The engine is decelerated or the fuel valve is closed, and the electromagnetic coupling device M101 is operated as a generator, and the rotating mechanical energy of the rear load is converted into electric energy to charge the battery or the power is supplied to another load. Used, thereby providing friction damping, with braking friction damping along with engine piston friction damping, during which the brakes B101 and B102 are off, the clutches CL101 and CL103 are off, and the clutches CL102 and CL104 are In the on state, the engine can be stopped or run at low speed.
[0055]
The electromagnetic coupling device M101 is operated as a generator, and the rotating mechanical energy of the rear load is converted into electric power to charge the battery, or the electric power is consumed by another load, thereby obtaining friction damping, The brake B101 is in the on state, the brake B102 is in the off state, the clutches CL101, CL102 and CL103 are in the off state, the engine is stopped or operated at a speed lower than the slip speed, and the clutch CL104 is in the on state. Stop the engine at
[0056]
F6: In order to realize this function, the electromagnetic coupling device M101 is operated as a generator, the kinetic energy of the front load is recovered as follows, and the battery is charged as follows.
[0057]
Decrease the engine speed or close the fuel valve and operate the electromagnetic coupling device M101 as a generator to convert the rotational functional energy of the front load into electrical energy to charge the battery, or other The electric power is consumed by the load, so that the friction attenuation of the brake is obtained together with the friction attenuation of the engine piston. At this time, the brake B101 is in the off state, the brake B102 is in the on state, and the clutches CL101 and CL104 are off. In the state, the clutches CL102 and CL103 are on, and the engine can be stopped or run at low speed.
[0058]
The electromagnetic coupling device M101 is operated as a generator and the rotating mechanical energy of the front load is converted into electric energy to charge the battery, or the power is consumed by another load, and friction damping is obtained. In addition, the brake B102 is in the on state, the brake B101 is in the off state, the clutches CL101, CL102 and CL104 are in the off state, the clutch CL103 is in the on state, the engine can be operated at a speed lower than the stop or slip speed, and the clutch When the CL 102 is in the off state, the engine can be operated or stopped.
[0059]
F7: In order to realize this function, the entire load is stopped by engine friction damping as follows.
[0060]
Decelerate the engine speed or close the fuel valve and operate the generator to convert the rotary machine energy of the front and rear loads into friction damping, with engine piston friction damping and brake friction damping During this time, the brakes B101 and B102 are in an off state, the clutch CL101 is in an off state, and the clutches CL102, CL103 and CL104 are in an on state, and the engine can be stopped or operated at a low speed.
[0061]
F8: In order to realize this function, the device itself is charged as follows.
[0062]
The electromagnetic coupling device M101 is driven as a generator by a drive side rotational power source, and the battery is charged or power is supplied to another load. At this time, the engine is started, the brake B101 is in the off state, the brake B102 is in the on state, the clutches CL101, CL103 and CL104 are in the off state, the clutch CL102 is in the on state, and the charging time of the engine is set. Or a timer is used for charge capacity control for automatic stop. The AC power generation function is related to the generator structure described above.
[0063]
F9: In order to realize this function, the electromagnetic coupling device M101 is operated as a motor as follows to start the engine.
[0064]
The electromagnetic coupling device M101 is used to start the driving side engine. At this time, the brake B102 is in the on state and the brake B101 is in the off state, and the front load driving interface M102 and the front load coupling clutch CL101 are used. , CL103 and CL104 are in an off state, and the clutch CL102 is in an on state.
[0065]
F10: Neutral slide: This is the slide function of this device when power is not output and the brake is activated. At this time, the engine can be in the running state or stopped state, the brakes B101 and B102 are in the off state, the clutch CL101, CL102, and CL103 are in an off state.
[0066]
F11: To realize this function, the engine is driven with a front load, the electromagnetic coupling device M101 is operated with a battery to drive the rear load, and both are operated independently to drive each load, At this time, the brake B101 is on, the brake B102 is off, the clutches CL101 and CL105 are off, and the clutches CL102, CL103 and CL104 are on.
[0067]
F12: In order to realize this function, the front load is driven by the engine, the electromagnetic coupling device M101 is operated as a generator, and the battery is charged. At this time, the brake B101 is in the on state and the brake B102 is in the off state. In this state, the clutches CL101 and CL105 are in an off state, and the clutches CL102 and CL103 are in an on state.
[0068]
The embodiment of the distributed differentially coupled composite power unit shown in FIG. 1 has the following modifications in actual application.
[0069]
FIG. 2 shows a first variant of the device of FIG. 1, in which the clutch CL 104 and the brake B102 are omitted, and the function of the device can be described in Table 2.
[0070]
FIG. 3 shows a second modification of the apparatus of FIG. 1, in which both the clutch CL 104 and the brake B102 are omitted, and the functions of the apparatus are listed in Table 3.
[0071]
FIG. 4 shows a third modification of the apparatus of FIG. 1, in which the brake B101 and the clutches CL101 and CL104 are omitted, and the functions of the apparatus are listed in Table 4.
[0072]
FIG. 5 shows a fourth modification of the device of FIG. 1, in which a clutch CL105 is added between the rear output intermediate shaft and the intermediate transmission, and the clutch CL103 is used to control the front load or intermediate Reserved to replace the speed change shift of the transmission. The functions of the device are listed in Table 5.
[0073]
FIG. 6 shows a fifth modification of the apparatus of FIG. 1, in which the clutch CL105 is installed between the rear output intermediate shaft and the intermediate transmission, and the clutch CL104 is omitted. The functions of the device are listed in Table 6.
[0074]
FIG. 7 shows a sixth modification of the apparatus of FIG. 1, in which the clutch CL195 is installed between the rear output intermediate shaft and the intermediate transmission, the clutch CL104 and the brake B102 are omitted, The functions are listed in Table 7.
[0075]
FIG. 8 shows a seventh modification of the apparatus of FIG. 1, in which an additional clutch CL105 is included, the clutches CL101, CL104 and the brake B102 are omitted, and the function of this apparatus is described in Table 8. Yes.
[0076]
The above-described modifications are for reference only, and the front and rear loads are arranged by other methods, and by selecting appropriate operating components and control components, depending on the required operating conditions without departing from the present invention. Other embodiments and modifications can be configured.
[0077]
When the apparatus of the embodiment shown in FIGS. 1 to 8 is applied to a vehicle, the driving force source generated from the angular movement relationship between the front load and the rear load and the difference between the transmission ratio and the wheel outer diameter is as follows. can do. Either the angular movement speed of the two loads and the driving side rotational power source are operated according to the proportional relationship of the wheel system, or the angular movement relationship between the two loads is operated, and the operation with the driving side rotational power source is proportional to the wheel system. Do not follow (for example, if slip occurs on the road surface). In particular, the relationship between the angular movement of the rear load and the drive-side power source or the angular movement relationship between the front load and the rear load may not be set to operate according to the wheel system proportional relationship. Can be operated through differential adjustment of the ring device.
[0078]
The differential adjustment of the electromagnetic coupling device M101 includes a main adjustment based on input power (Active adjustment) when functioning as a motor, and a passive adjustment (Passive adjustment) with respect to an output when functioning as a generator.
[0079]
-The front load can be a front wheel or a rear wheel, and the rear load can be a front wheel or a rear wheel as defined above, in the front and rear loads applied to the vehicle drive described above. be able to.
[0080]
-The distributed differential coupling compound power unit can have a number of operating functions, and in practical applications can be configured to have some or all of its functions.
[0081]
The distributed differentially coupled composite power device of the present invention can be applied to vehicles, boats, and other machines that require composite drive power. The above examples are some applications that have the concept of a basic distributed differential combined power system, and any component used for the output function can be selected as needed and has flexibility An apparatus can be provided.
[0082]
[Table 1]

[0083]
[Table 2]

[0084]
[Table 3]

[0085]
[Table 4]

[0086]
[Table 5]

[0087]
[Table 6]

[0088]
[Table 7]

[0089]
[Table 8]

[Brief description of the drawings]
FIG. 1 is a schematic explanatory diagram of an embodiment of an apparatus of the present invention.
FIG. 2 is a schematic explanatory diagram of a first modification of the apparatus of FIG.
FIG. 3 is a schematic explanatory diagram of a second modification of the apparatus of FIG. 1;
FIG. 4 is a schematic explanatory diagram of a third modification of the apparatus of FIG. 1;
FIG. 5 is a schematic explanatory diagram of a fourth modification of the apparatus shown in FIG. 1;
FIG. 6 is a schematic explanatory diagram of a fifth modification of the apparatus of FIG. 1;
FIG. 7 is a schematic explanatory diagram of a sixth modification of the apparatus of FIG. 1;
FIG. 8 is a schematic explanatory diagram of a seventh modification of the apparatus of FIG. 1;
[Explanation of symbols]
P101 Drive side rotational power source
SD101 Speed sensor
DG101 Engine fuel valve
W101 Front load
S101 Intermediate input shaft
CCU101 Central controller
BT101 battery
D101 Drive circuit device
B101, B102 Brake
M101 Electromagnetic coupling device
CL101, CL102, CL103, CL104, CL105 Clutch
S102 Rotation output shaft
M102 Intermediate transmission and control interface
GB101 Rear differential gearbox
W102 Rear load

Claims

A differential mixing composite power distribution device for use in rotary drive,
Comprising a rotational power source having a rotational output shaft coupled to the front load for driving the front load and coupled to the input shaft of the electromagnetic coupling device for driving the rear load;
The electromagnetic coupling device includes a means for generating a rotating electromagnetic field and a rotor arranged to be electromagnetically coupled to the rotating electromagnetic field,
Means for controlling an electromagnetic coupling device to generate a motor drive function when an input current is applied and to generate a variable speed coupling function through an output current when the electromagnetic coupling device is used as a generator The driving device has a control device, and the driving device controls the electromagnetic coupling device to start the rotating power source and operate as power regenerative braking when the rotating power source is the main power source of the front and rear loads. Means for driving the electromagnetic coupling device to charge the battery by a speed difference between the rotational speed of the rotating electromagnetic field and the rotational speed of the rotor, and controlling the charging current of the battery Means for adjusting the speed difference,
The operating device drives the rotational power source at a constant speed by part of the differential speed output generated through an electromagnetic coupling device used to drive one load alone or to drive one load with the rotational power source. Or a differential mixed composite power distribution device that can be driven at regulated speed or the remainder of the differential speed output can be converted to charge the battery through the generator function of the electromagnetic coupling device.

A differential mixing composite with a drive-side rotational power source (P101) having an output that is initially fed to the front load and then transmitted to the input end of the electromagnetic coupling device (M101) to drive the rear load A power distribution device,
The drive-side rotational power source (P101) includes a rotational output shaft (S102) connected to the intermediate transmission (M102) through a clutch (CL102), and the rotational power source P101 further centrally controls the rotational signal of the rotational power source. The fuel valve (CG101) controlled by the central controller (CCU101) to perform the function of changing the speed of the speed sensor (SD101) and the rotational power source transmitted to the compressor (CCU101) and the function of maintaining the rotational power source at a constant speed ) And
The intermediate transmission (M102) includes a shift control device for driving only the front load or driving both the front load and the rear load,
An intermediate input shaft (S101) is connected to the output end of the clutch (CL102),
In order to drive the rear load, the electromagnetic coupling device (M101) is connected to the intermediate input shaft (S101),
A drive circuit device (D101) is disposed between the electromagnetic coupling device (M101) and the battery (BT101) so that the drive circuit device (D101) functions as a generator that charges the battery. Operation from a central controller (CCU101) to control to provide a current controllable generator output that changes rotational speed in response to load conditions to power other connected loads A differential mixed composite power distribution device configured to receive a command.

The composite power distribution device according to claim 2, further comprising a brake (B102) disposed between the differential output shaft of the electromagnetic coupling device (M101) and the rear differential gearbox (GB101) for driving the rear load.

The combined power distribution device according to claim 3, comprising a clutch (CL104) disposed between the brake (B102) and the rear load.

The clutch (CL103) disposed between the intermediate input shaft (S101) and the front load to provide a transmission coupling between the intermediate transmission (M102) and the front load. Compound power distribution device.

6. The composite power distribution device according to claim 5, further comprising a brake (B102) disposed between the differential output shaft of the electromagnetic coupling device (M101) and the differential gear box that drives the rear load.

The combined power distribution device according to claim 6, comprising a clutch (CL104) disposed between the brake (B102) and the rear load.

The central controller (CCU101)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling device to drive the engine from low speed to high speed and simultaneously charge the battery;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device with battery power to change the direction of rotation of the rear load;
Means for driving the electromagnetic coupling device with battery power to change the rotational direction or rotational speed of the front load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the rear load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the front and rear loads;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the front load;
Means for operating the clutch (CL101) to close to drive all loads by the engine;
Means for driving the electromagnetic coupling device as a generator by the engine to charge the battery or providing a variable frequency or constant frequency alternating current output depending on the situation and driving the electromagnetic coupling device as a motor to start the engine;
The composite power distribution device according to claim 7, comprising:

The central controller (CCU101)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling device to drive the engine from low speed to high speed and simultaneously charge the battery;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device with battery power to change the direction of rotation of the rear load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling is operating as a motor to provide additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means to actuate all loads by means of friction braking of the engine;
Means for operating the electromagnetic coupling device by the engine to act as a generator to charge the battery and to supply the output of the electromagnetic coupling device to another load coupled thereto;
The composite power distribution device according to claim 6, comprising:

The central controller (CCU101)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling device to charge the battery at the same time as driving the engine from low speed to high speed;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device with battery power to change the direction of rotation of the rear load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for operating to brake all loads by friction braking of the engine;
Means for driving the electromagnetic coupling device by the engine to act as a generator for charging the battery and to supply the output of the electromagnetic coupling device to another connected load;
The composite power distribution device according to claim 5, comprising:

The central controller (CCU101)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling to drive the engine from low speed to high speed while charging the battery;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device with battery power to change the direction of rotation of the rear load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the front load;
Means for operating to brake all loads by friction braking of the engine;
Means for driving the electromagnetic coupling device by the engine to drive it as a generator to charge the battery and to supply the output of the electromagnetic coupling device to another connected load;
The composite power distribution device according to claim 4, comprising:

A clutch (CL105) is provided between the rear output intermediate input shaft (S101) and the intermediate transmission (M102). The central controller (CCU101) controls the engine fuel valve to drive the engine from low speed to high speed. Means to
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling to drive the engine from low speed to high speed and at the same time charge the battery;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device with battery power to change the direction of rotation of the rear load;
Means for driving the electromagnetic coupling device with battery power to change the rotational direction or rotational speed of the front load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the front load;
Means for operating to brake all loads by friction braking of the engine;
Means for operating the electromagnetic coupling device by the engine to act as a generator for charging the battery and to supply the output of the electromagnetic coupling device to another load coupled thereto;
Means for operating the engine alone to drive the front load and driving the electromagnetic coupling alone to drive the rear load;
Means for operating the engine to operate the engine to drive the front load and also drive the electromagnetic coupling device to charge the battery;
The composite power distribution device according to claim 4, comprising:

A clutch (CL105) is provided between the intermediate output shaft (S101) of the rear output and the intermediate transmission (M102), and the central controller (CCU101)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling device to drive the engine from low speed to high speed and at the same time charge the battery;
Means for changing the speed of the engine by actuating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device by the power of the battery to change the direction of rotation of the rear load;
Means for driving the electromagnetic coupling device by the power of the battery to change the rotational direction or rotational speed of the front load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to supply additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for braking all loads by friction braking of the engine;
Means for driving the electromagnetic coupling device by the engine to operate as a generator to charge the battery and to supply the output of the electromagnetic coupling device to another load connected thereto;
Means for operating the engine to drive the front load and operating the electromagnetic coupling device alone to drive the rear load;
Means for operating the engine to drive the engine to drive the front load and to drive the electromagnetic coupling to charge the battery;
The composite power distribution device according to claim 3, comprising:

A clutch (CL105) is provided between the intermediate output shaft (S101) of the rear output and the intermediate transmission (M102), and the central controller (CCU101)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously controlling the engine fuel valve and the electromagnetic coupling to drive the engine from low speed to high speed and at the same time charge the battery;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling by the power of the battery to change the direction of rotation of the rear load;
Means for driving the electromagnetic coupling device by the power of the battery to change the rotational direction or rotational speed of the front load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for braking all loads by friction braking of the engine;
Means for driving the electromagnetic coupling device by the engine to drive as a generator for charging the battery and to supply the output of the electromagnetic coupling device to another load connected thereto;
Means for operating the engine to drive the front load and independently operating the electromagnetic coupling device to drive the rear load;
Means for operating the engine to operate the engine to drive the front load and to drive the electromagnetic coupling device to charge the battery;
The composite power distribution device according to claim 5, comprising:

In order to provide a transmission coupling between the intermediate transmission (M102) and the front load, a clutch (CL103) is provided between the intermediate input shaft (S101) and the front load, and a rear output intermediate input shaft (S101). ) And the intermediate transmission (M102), the clutch (CL105) is disposed, and the central controller (CCU10)
Means for controlling the engine fuel valve to drive the engine from low speed to high speed;
Means for simultaneously driving the engine fuel valve and the electromagnetic coupling to charge the battery at the same time as driving the engine from low speed to high speed;
Means for changing the speed of the engine by operating an electromagnetic coupling device to generate a current for controlling the output shaft torque;
Means for driving the electromagnetic coupling device by the power of the battery to change the direction of rotation of the rear load;
Means for driving the electromagnetic coupling device by the power of the battery to change the rotational direction or rotational speed of the front load;
Means for operating the engine at a predetermined speed when the electromagnetic coupling device is operating as a motor to provide additional power to drive the rear load;
Means for operating the electromagnetic coupling device as a generator to charge the battery with kinetic energy from the rear load;
Means for braking all loads by friction braking of the engine;
Means for operating the electromagnetic coupling device by the engine to act as a generator for charging the battery and to supply the output of the electromagnetic coupling device to another load coupled thereto;
Means for operating the electromagnetic coupling device independently to drive the engine to drive the front load and to drive the rear load;
Means for operating the engine to drive the front load and also drive the electromagnetic coupling to charge the battery;
The composite power distribution device according to claim 2, comprising:

The front load and the rear load are wheels, and the relationship between both the front load and the rear load is not operated by the proportional relationship of the wheel system, but is operated by differential adjustment of the electromagnetic coupling device (M101). The composite power distribution device according to claim 2, which is set.

The differential adjustment of the electromagnetic coupling device (U101) includes an active adjustment of input when the electromagnetic coupling device functions as a motor, and passive output (when the electromagnetic coupling device functions as a generator) 17. The compound power distribution device of claim 16, comprising a passive) adjustment.

The composite power distribution device according to claim 2, wherein the front load is one of a pair of front wheels and a rear wheel of the vehicle, and the rear load is the other of the pair of front wheels and the rear wheel.