JPS6243052B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hybrid power device and its operating method, and in particular to a hybrid power device that stores inertial load during deceleration as kinetic energy and reduces the rate at which the device is operated due to engine operation. It relates to a power plant and its operating method.

Nowadays, fuel conservation is emphasized, and it is often reported that driving a car in a city is much less fuel efficient than driving on a highway. The main reasons for this are, as is well known, the frequent deceleration and stopping in urban areas, idling while stopped, and driving at speeds where engine efficiency is not optimal.

Hybrid power plants store the moment or negative propulsive force of a vehicle during deceleration, for example, as kinetic energy, and use this energy as an auxiliary power source to reduce the power demand on the engine, thereby increasing the power of the vehicle, especially in city driving. It is known to reduce fuel consumption. Such devices also allow excess power generated by the engine to be stored in the flywheel for future use, making it more efficient. Furthermore, when the vehicle is stopped, the fuel supply to the engine of this device may be stopped, and the engine may be restarted or initially accelerated using the energy stored in the flywheel.

Significant reductions in fuel consumption and air pollution emissions during city driving can be achieved by using a relatively simple flywheel made of a carbon steel plate several centimeters thick and 40 to 50 centimeters in diameter, which rotates at the maximum speed of the engine. This can be realized using a hybrid device such as

Even a flywheel of this size is necessary not only to drive an ordinary car for a limited period of time without the power of a fuel-consuming prime mover, but also to continue operating accessory devices such as power brakes, power steering, and air conditioning. It has the capacity to store enough kinetic energy to provide sufficient power.

In hybrid power plants, some type of continuously variable transmission is typically used to relate the rotation of loads, such as flywheels, prime movers, and vehicle drive shafts. Continuously variable transmissions used to represent weak linking mechanisms in hybrid power systems, but they have developed to the point where they can transmit the power generated by automobile engines with high efficiency over a wide range of input/output speed ratios, including zero. I've been doing it. An example of such a transmission is disclosed in US Pat. No. 4,152,946. In this way, the current technological level of continuously variable transmissions is
A hybrid power plant, which is well known as a source of energy, has been cultivated and has reached the point where it can be realized.

In order to be able to travel at high speeds, an automobile's power transmission system must be able to directly connect the prime mover or engine to the load or drive wheels.
In conventional hybrid power systems, the drive unit and the flywheel that stores energy are cut off during high-speed running (for example, David Scott, Automotive Engineering, March 1977 issue).
85:3, pp. 18-19, “Flywheel Transmission with Transmission”
(See U.S. Pat. No. 3,672,244), "Has Variable—Speed Gear" and U.S. Pat. (See No. 3870116).

Furthermore, although the potential for energy savings through hybrid power equipment has been recognized for some time, the power transmission devices for hybrid equipment that have been proposed to date are complex in terms of control and assembly of each component, and Compared to other automobile power transmission systems, these devices took up more space and were more prone to failure. For these reasons, it is believed that hybrid power plants were not used in practice. Furthermore, a technique using a flywheel to store kinetic energy is also known (Japanese Patent Laid-Open No. 49-65433). However, with this method, the engine requires flywheel operation, but in that case the engine will not idle because the clutch is disconnected; in other words, the idle of the engine with the engine flywheel disconnected will be - Requires flywheel.

According to the present invention, the main causes of fuel waste during city driving, such as deceleration, idling when stopped, and dissipation of kinetic energy when applying the brakes, can be eliminated by generating optimal engine power in the low- to medium-speed range, and at high speeds. In this area, this problem can be almost solved by using a continuously variable transmission that directly connects the engine and the drive wheels, a power transmission device that has a flywheel that is about the same size as the flywheel installed in today's crankshafts, and its operating method. The flywheel is always connected to the input shaft of the continuously variable transmission, and is directly connected (for example, by a clutch) to the crankshaft or power shaft of the prime mover so that it can be disconnected. In other words, this clutch simply reverses the positional relationship between the clutch and the flywheel connected to the crankshaft of a typical automobile. This is because the flywheel is coupled to the engine whenever the engine generates power so that it not only serves as a flywheel for the crankshaft, but also as a flywheel for storing kinetic energy. When the load is decreasing or there is no load, the fuel supply to the engine is reduced until the engine is idling, but then it is completely stopped and the engine is completely or partially disconnected from the engine power shaft. In this way, even at low speeds of engines that consume no or little fuel, lubricating oil pumps, generators, power brakes,
Helps keep accessory devices like power steering and air conditioning running. Alternatively, the accessory device may be driven directly by the flywheel. In that case, it is desirable to completely stop the fuel supply to the engine.

The output shaft of the continuously variable transmission is connected to the propeller shaft through a simple gear system, and the input shaft of the continuously variable transmission can be directly connected to the propeller shaft, or can be used for forward, reverse, and neutral modes. It is designed to define the operating mode.

A primary object of the present invention is to provide an improved hybrid power plant and method of operation thereof. Although not limited to this, when applied to automobile power transmission systems in particular, it is possible to relate the rotation of the flywheel connected to the propeller shaft and the prime mover, or to connect the prime mover and the load without making major changes to the current automobile structure. By directly connecting it, the continuously variable transmission can be operated efficiently. Other objects and scope of application of the present invention will become apparent from the detailed description based on the drawings.

FIG. 1 schematically depicts the components of an embodiment of a hybrid power plant according to the invention and is provided to provide an understanding of the interrelated operating and control elements and the operation of the overall system. In FIG. 1, a prime mover 10 has a power shaft 12 which is disconnectably connected to a flywheel 16 via a friction clutch 14. As shown in FIG. The flywheel 16 is preferably rotatable with an input shaft 18 of a transmission 20 of the type known in the art as a continuously variable transmission; in the illustrated embodiment, the flywheel 16 It is carried by. The output shaft 22 of the transmission 20 is connected via a mode control device 24 to a propeller shaft 26, which is further connected to a conventional differential gear (not shown).
is connected to the drive wheels 28 of the vehicle propelled by the device. Although details will be described later, the transmission 20 further includes a direct drive shaft 30, which is shown by a dotted line in FIG.
have. As will be clearly understood from the following description, these clutches 14, flywheels 16,
The transmission 20 and the mode control device 24 are components of the power transmission device 32 surrounded by a rectangular dotted line. The embodiment of the hybrid power system of the present invention, which is schematically shown in FIG. 1 and will be described in detail later, will be explained by taking as an example a power system of a vehicle in which the load is represented by the drive wheels 28. However, it can be similarly applied to other loads that generate a moment of inertia during deceleration. Similarly, although the prime mover 10 is illustrated in FIG. 1 as a carburetor spark-ignited piston engine, other types of prime movers may be used and desired in order to optimize the operation of the system. . The apparatus of the present invention is particularly useful in prime movers that convert subsequent discontinuous power impulses into continuous rotational output or power shaft motion, such as fuel-injected spark ignition engines, diesel engines, Stirling engines, and the like. As can be seen from this explanation, the prime mover 10 has a crankshaft 34, and the power shaft 12 is an extension of the crankshaft 34.
There is. What is important here is that the crankshaft 34 and the power shaft 12 are directly connected, so that the power shaft 12 is normally connected without a supplementary supply of kinetic energy.
The crankshaft has a flywheel or other inertial device to keep it rotating smoothly, but in the present invention there is no such thing. A fuel supply system 36 is required regardless of the type of engine used as prime mover 10. The fuel from the energy or fuel supply 36 may be, for example,
Throttle valve 3 normally operating at speeds varying from substantially closed idle speed to wide open maximum speed
8 and is supplied to the prime mover. According to the invention, the supply of fuel or energy is additionally adjusted so that it is completely stopped or reduced below the level required to maintain operation of the prime mover using only that energy or fuel. In the embodiment schematically shown in FIG. 1, the valve 40 is provided in a passage connecting the fuel supply device 36 and the prime mover 10 upstream of the throttle valve 38, and the fuel supply to the prime mover 10 is performed by closing the valve 40. It can be stopped or reduced below the level at the lowest throttle setting. In an engine such as an internal combustion engine equipped with an electronic fuel injection device, the function of the valve 40 can be provided to a fuel control device that controls the power generated by the engine. In fact, fuel injectors are becoming more popular because they provide more precise fuel delivery than vaporized fuel delivery, and the fuel flow is regulated closer to the combustion chamber. . Throttle valve 38 and valve 40 shown here represent only one means of completely shutting down or reducing fuel supply 36 in a speed control throttle.
The ignition switch 42 is used in the case of a spark ignition engine, but it may be any other switch as long as it controls the activation or inactivation of the engine.

Each of the elements outlined in FIG. 1 is actuated by a control device. The control system is shown in block diagram form as having a computer 44 that processes the inputs from the driver and the system and generates the appropriate control output signals. Specifically, inputs from the driver include signals from a power switch (main switch) 46, a direction indicator 48, an accelerator pedal 50, and a brake pedal 52. The inputs or functions from each element of the device include the engine rotational speed ψ, the rotational speed α of the flywheel or transmission input shaft, the rotational speed θ of the transmission output shaft, the operating mode indicated by the mode control device 24, and the rotational speed of the transmission 20. Including recoil torque. Adjustable parameters controlled by computer 44 include ignition switch 42, throttle valve 38 or other engine speed control means, clutch 14, transmission 20 speed ratio and mode control 24. The control device is
As can be seen from FIG. 1, although only schematically shown as blocks, such computerized devices are already well known, and those skilled in the art of computer logic circuit technology will be able to understand them. , which can be easily completed by knowing the required operating characteristics.

The structure of the power transmission device 32 is shown in FIGS. 2a and 2b.
It is shown in more detail in the figure. Each element of this device is housed in a single frame or case 54, with an extension 56 at the end bolted or the like to the engine 10, similar to a conventional automobile transmission. The flywheel 16 and the clutch 14 are housed in this extension 56. The central portion of the case 54 houses the continuously variable transmission 20 and at the same time functions as its frame. The mode control device 24 is housed in a bell-shaped case portion 58 at the other end, and the case portions 58 and 54 are fixed with bolts 60 or the like.

As shown in FIG. 2a, the end of the power shaft 12 is provided with a flange to mount a clutch plate hub 62, and a lightweight clutch plate 64 is splined to the hub 62 so as to be slidable in the axial direction. It's summery. The clutch plate 64 extends outwardly to be located between an axially fixed abutment ring 66 and an axially adjustable pressure pad 68 which are in contact with the flywheel 16. Therefore, it is directly supported. Adjustable pads 6
8 is pressed by a plurality of compression springs 69 and engages with the clutch plate 64 and the abutment ring 66 to move the clutch plate 64 and therefore the power shaft 12 to the flywheel 1.
Connect with 6. The adjustable pad 68 is supported by a rod 70 which extends to an annular piston 72 which slides within a cylindrical chamber 74 in the flywheel 16. The pressure fluid in passage 76 causes pad 68 to retract against the biasing force of compression spring 69.

As is clear from the above explanation, clutch 14
is a conventional friction clutch and is adapted to completely connect shaft 12 and flywheel 16 in the absence of pressure fluid to move piston 72 against the biasing force of compression spring 69. Shaft 12 is adapted to release pad 68 from clutch plate 64 when pressurized fluid acts on piston 72, completely disconnecting it from flywheel 16. By adjusting the pressure of the fluid acting on the piston 72, an intermediate coupling (half-clutch) is created that transmits a constant torque between the shaft 12 and the flywheel 16, regardless of the relative speed between these members. can create a state. Also, as is clear from FIG. 2a, since the flywheel 16 is connected to the shaft 12 and the clutch plate hub 62 via a roller bearing 78, their rotations are not affected by each other. On the other hand, the flywheel 16 is connected to the input shaft 18 of the continuously variable transmission 20 by a spline or the like so that it can rotate integrally with the input shaft 18 of the continuously variable transmission 20.

The mode control device 24 and the continuously variable transmission 20
Instead of using the same structure as in Figures a and 2b, a different structure may be used. However, the continuously variable transmission 20 is preferably of the type disclosed in US Pat. No. 4,152,946. The transmission includes, as a frame, a central portion of a case 54 and a pair of partition walls 80, 81, in which a rotatable cranking body 82 is rotated by bearings 84, 86 to a first axis (or It is configured to rotate around a main axis (main axis) 87. The nutating body 90 has a bearing 9 on a second axis 96 that is inclined at an angle α with the first axis.
2,94 within the cranking body 82. The nutating body 90 has a support shaft 98, on which a pair of conical members 100 and 102 are supported. These conical members are aligned with the second axis 96
relative movement on the top and at the same time limited relative rotation about the axis 98. Ball device with inclined surface 104
The conical members 100 and 102 are spaced apart on the shaft 98 and move away from each other in response to the magnitude of transmission load torque. Ball device with inclined surface 10
No. 4 is U.S. Patent Application No. 4 filed on January 22, 1979.
Disclosed in No. 5605.

The conical members 100 and 102 are designed to be able to rotate relative to each other on the support shaft 98, but since the shaft 98 is fixed or connected to the inclined surface ball device 104 and rotates integrally with the ball device 104, it is difficult to change the speed. Rotation about the shaft 98 is restricted when a predetermined torque is applied to the machine. Conical member 100, 10
The outer circumferential surface of case 2 has a varying radius R ₆ , and case 5
A pair of ring members 106 and 108, which are provided so as not to rotate with respect to 4, are frictionally engaged with the inner index surfaces having a radius Rw,
It is adapted to move in the axial direction under the control of a screw 109 driven by electrical control along the first axis 87 toward and away from the intersection point S of the axes 87 and 96. There is.

The cranking body 82 is the input shaft 18 of the transmission 20
When driven by the torque of nutator 90, nutator 90 nutates around axis 87,
8 also rotates. Rotation of shaft 98 is transmitted by bevel gear 110 rotationally coupled to the end of shaft 98 to bevel gear 114 via idler gear 112 (FIG. 3) carried by cranking body 82. It will be done. The bevel gear 114 is fixed to the shaft 22 with a key or the like so as to rotate integrally with the output shaft 22 of the transmission on the axis 87. Gears 110, 112, 1
14 are as shown in FIG. Also, the rotational speed of these gears is expressed by the following equation.

ω-α+(α-β)ρ=0 where α is the rotational speed of the input shaft of the transmission or cranking body 82, and β is the rotational speed of the nutation body 90 rotating around the axis 96 within a fixed frame. The rotational speed, ω, is the ring member 10 rotating around the axis 87.
6,108 rotational speed, ρ is the conical member 100,1
Radius R ₆ to the outer peripheral surface of 02 and ring member 106,1
The ratio to the radius Rw to the index plane of 08, that is, ρ=
Indicates Rb/Rw.

In the illustrated transmission, since the ring members 106 and 108 are fixed to the case 54, ω=0, and the above equation is simplified to β=α(1-1/ρ).
If the ratio of the number of teeth of the gear 110 and the number of teeth of the gear 114 is K, then the rotational speed θ of the output shaft 22 is expressed by K, ρ, and α as follows.

θ=α(1-K/ρ) From this formula, the rotation θ of the output shaft is in the opposite direction to the rotation α of the input shaft when K/ρ is greater than 1,
When K/ρ is 1, the rotation of the output shaft is 0 regardless of the rotation of the input shaft, and when K/ρ is less than 1, the rotation of the output shaft and the input shaft are in the same direction. As is clear from the shape of the transmission 20 shown in FIG. 2a, the function ρ (i.e.
The maximum value of Rb/Rw) approaches 1, but does not reach 1. Although the minimum value of ρ is not theoretically limited, it is, for example, about 0.4 due to practical size constraints of the transmission. The value of K can be relatively freely selected as a positive or negative value, but it is always a constant value, and if it is equal to the maximum value of ρ, for example 0.88, the rotational speed ratio of the input shaft / output shaft that can be used in the transmission 20 There will be no restrictions on Furthermore, "forward", "neutral", and "retreat" of the output shaft 22 with respect to the input shaft 18 are determined by the ring members 106 and 108, as is clear from the above equation.
This can be achieved by adjusting ρ and varying ρ between a value smaller than k and a value larger than k. In this way, the transmission is preferably designed with values of K and ρ so that the output shaft rotation can be set to 0 (θ=0) regardless of the input shaft rotation (α).

As already mentioned, the transmission 20 does not have to be the same as the embodiment shown in FIG. 2a, but this construction has the advantage of making the entire system more complete. For example, the illustrated transmission has a wide range of continuously variable speed ratios and is capable of transmitting more power with high efficiency than a typical automobile can transmit. The bearings 84, 86 that rotatably support the cranking body 82 also support the flywheel 16 and therefore provide a significant moment arm to control the precession forces by the flywheel. Furthermore, the cranking body 82 that rotates integrally with the flywheel 16 is also a kinetic energy storage body that increases the kinetic energy of the flywheel 16. As mentioned above, the gear 11
Since the degree of freedom in designing each of the gears 0, 112, and 114 (or those equivalent to gears) is quite large, the mode control device 24 may be omitted in some cases. This is made possible by designing the transmission to operate in the forward, neutral, and reverse operating modes.

Although the mode control device may not be required depending on the structure of the transmission 20, it is preferable to use it in a hybrid device such as the present invention. In particular, when the mode control device 24 is provided, the engine 10, flywheel 16, and propeller shaft 2
6 can be directly connected or disconnected, it is possible to design a transmission 20 having a wide range of stepless input shaft/output shaft speed ratios. An embodiment having these characteristics will be explained based on FIG. 2b.

In FIG. 2b, the hollow output shaft 2 of the transmission 20
2, a sun gear 116 is fixed with a key or the like so that it can rotate integrally. One or more, preferably three, sun gears 116 mesh with a planet gear 118 that rotates about a shaft 120. Shaft 120 is carried by a pair of interconnected carrier rings 122 , 124 that are pivoted for rotation on output shaft 22 . In this embodiment, planet gear 118 is sun gear 1.
16 and ring gear 126 to form a gear train. The ring gear 126 is fixed to a spider device 128, and the spider device 128
is connected to the propeller shaft 26 to transmit rotation.

As is clear from the above formula, the range of the speed ratio of the transmission 20 is maximized when the rotation directions of the output shaft 22 and the input shaft 18 are reversed. In order to facilitate direct connection between the input shaft 18 and the propeller shaft 26, the output shaft 22 is
When there is power transmission from the propeller shaft 26 to the propeller shaft 26, it is preferred that the directions of rotation of these two shafts be reversed. Therefore, to provide this "forward" mode, clutch C1 is provided to lock carrier rings 126 and 124 from rotation.
In this way, power is transmitted from the sun gear 116 provided on the output shaft 22 to the propeller shaft 26 via the planet gear 118, ring gear 126, and spider device 128. In the "reverse" mode, clutch C1 is disengaged, clutch C2 is engaged, and the sun gear carrier rings 122, 12
4. Lock the planet gear 118 and sun gear 116 together. In this mode, the propeller shaft 26 will be driven directly by the output shaft 22. The third clutch C3 is for so-called "direct drive". The shaft 30 within the hollow output shaft 22 is connected to a cranking body 82 of the transmission 20 by a key or the like (see FIG. 2a), and connects the cranking body 82 to a bosh-shaped plate 130. Morning glory-shaped plate 130 is clutch C3
When the clutch C3 is connected, a mechanism for directly transmitting torque from the input shaft 18 of the transmission to the propeller shaft 26 is formed.

To place mode controller 24 in a "neutral" mode, clutches C1, C2 and C3 can be disconnected. These clutches are alternately connectable in the sense that when one of the clutches C1, C2, and C3 is connected and the other two are disconnected, the forward, reverse, etc. modes described above are possible. It can be said.

The operation of the hybrid power plant shown in FIGS. 1-3 will now be described. Initially, the mode control 24 is in "neutral" and the clutch 14 is set to the compression spring 6.
Assume that all elements are inactive except those connected by 9. Operation of engine 10 begins in the usual manner by operating main switch 46, closing ignition switch 42, and energizing a starter motor (not shown) that drives flywheel 16. Also, as usual, the rotation of the flywheel rotates the engine and starts the engine. The function of the flywheel 16 at this stage is the same as that of a flywheel provided in a normal crankshaft. The accelerator pedal 50 is then depressed to accelerate the vehicle or other load to be driven. That is, when the accelerator pedal 50 is depressed, the mode control device is adjusted by the computer 44 and the clutch C1 is connected, and at the same time, the speed of the engine is adjusted by controlling the throttle valve 38, and the speed ratio of the continuously variable transmission 20 is adjusted. is adjusted to accelerate propeller shaft 26 and drive wheels 28. In this regard, the relationship between speed and torque required to obtain the desired acceleration can be adjusted in the same way as with a normal transmission, but with a continuously variable transmission 20 that can continuously change the speed ratio, it is even more difficult to adjust. Efficiency is improved and the fuel supply for driving engine 10 and transmission 20 can be adjusted to optimize fuel efficiency. The same operation as in the case of acceleration is performed in the case of low or medium speed running which requires the generation of power by the engine 10. However, when engine 10 is producing power, flywheel 16 and crankshaft 34 are always fully coupled with clutch 14 engaged. Vehicle deceleration or load reduction occurs through the flywheel 16 and continuously variable transmission 2 with or without braking.
This occurs when kinetic energy is stored in a zero element. If the flywheel 16 is rotating below the maximum allowable speed and you wish to decelerate the vehicle at a higher rate of deceleration than would occur by coasting, depressing the brake pedal 52 will cause the clutch 14 to decelerate. is partially or completely shut off, and the continuously variable transmission 20 is downshifted. In this state, the inertial energy of the vehicle is absorbed or stored by increasing the rotation of the flywheel 16. Connect the clutch 14, close the ignition switch 42, and close the fuel supply valve 40.
During such deceleration, the ignition switch 42 is opened and the fuel supply valve 40 is closed so that engine power is restored as long as enough kinetic energy is stored in the flywheel 16 to restart the engine. The occurrence can be stopped.

The energy stored in the flywheel increases the power generated by the engine in proportion to the amount of acceleration power applied to the load by modulation of the accelerator pedal 52 and the proportion of acceleration power available as kinetic energy at the flywheel 16. . For example, if power is required for acceleration when the flywheel is rotating at a speed higher than the engine speed, the speed of the flywheel becomes almost the same as the engine speed, and the accelerator pedal 52 is depressed. The flywheel 16 thus supplies power for acceleration via the continuously variable transmission 20 until the engine 10 itself can generate the required power. If most of the power required for acceleration is supplied from the energy of the flywheel, the engine rotation speed may be from idling to slightly higher. In this case, after the rotational speed of the flywheel drops to idling, the engine receives fuel and starts generating power. If maximum acceleration power is required while the flywheel is rotating at the maximum allowable speed and the engine is stopped, the fuel supply valve 40 is opened to start the engine 10. At this time, the power transmitted to the load is
It will be supplied by both the flywheel 16 and the engine 10. In particular, at maximum acceleration, the clutch 14 is fully engaged, and at the same time the output shaft/input shaft speed ratio of the continuously variable transmission 20 is increased. The kinetic energy stored in the flywheel is transferred to the load via the continuously variable transmission 20 or to the clutch 14.
It is transmitted to the engine via the engine and speeds up the increase in engine speed, or it is transmitted to both of these to reduce the speed.
The flywheel power distribution at maximum acceleration can be made most efficient by controlling the clutch 14 and continuously variable transmission 20. In any case, the engine speed increases and the flywheel speed decreases until the flywheel and engine speeds are equal. The maximum acceleration after that was engine 10.
It is carried out only by.

From the above explanation, it can be seen that the power used to accelerate the vehicle (generally referred to as inertial load) is a combination of the energy stored in the flywheel 16 and the power generated by the engine 10.

When the engine 10 is used to decelerate an inertial load, such as an automobile, the fuel supply valve 40 may be closed and the clutch 14 may be engaged to fully connect the engine to the drive wheels 28. In addition, the engine throttle valve 3
8 to increase the pumping torque, and the continuously variable transmission is downshifted or other adjustments are made to obtain the desired engine braking.

In the case of a car, when the prime mover or engine 10 continuously generates power and the vehicle or load is driven at a nearly constant speed, as when driving on a highway, clutch C3 is connected and clutches C1 and C2 are disconnected. Then, the mode control device is set to "direct drive". At this time, the engine drive shaft 12 is directly connected to the propeller shaft 26, and the continuously variable transmission 20 is merely idling and does not transmit torque between its index drive elements. Conical members 100, 102
Even if the surfaces of the ring members 106 and 108 come into contact with the index surfaces of the ring members 106 and 108, no load is applied between these members unless torque is transmitted. When no load is applied, the surfaces of these members may not be in contact with each other.

The device of the present invention operates in the "direct drive" mode in a manner similar to a conventional automobile power transmission system, and the flywheel 16 and the members rotating therewith function similarly to the flywheel of a conventional crankshaft. The use of the mode control device 24 not only facilitates the shift operation to direct drive, but also improves the overall efficiency of the system compared to using any other appropriately designed continuously variable transmission alone. For example, it is known that when driving continuously at high speeds, the fuel efficiency of the power transmission system of an ordinary automobile can be greatly improved by using "direct drive". Even in the "direct drive" mode of the present invention, there is no loss in efficiency of the transmission 20, so there is no loss in efficiency of the entire device, and the same efficiency as in the conventional system can be obtained. Further, when the transmission 20 has a speed ratio of 1:1, the propeller shaft 26
Even if the connection between the output shaft 22 or the direct coupling shaft 30 is changed by connecting the clutch C3, the connection can be performed synchronously without energy loss.
However, the feature of the continuously variable transmission 20 is that its operating efficiency can be maximized in the largest range of the output shaft/input shaft speed ratio. Therefore, the mode control device, in particular the clutch C3, allows the output shaft/input shaft speed ratio of the continuously variable transmission to range from 0 to 1:1;
The efficiency of the transmission 20 can be improved in intermittent driving or city driving, where the energy storage capacity of the flywheel is important for improving fuel efficiency. Therefore, when switching and shifting the propeller shaft 26 between the output shaft 22 and the direct drive shaft 30, if the clutch C3 slips, the synchronization will not occur and energy loss will occur. This will slightly reduce the efficiency obtained. In other words,
It can be seen that the mode control device 24 greatly increases the degree of freedom in the design of the overall device. In order to provide a more complete understanding of the hybrid device of the invention shown in FIGS. 1 to 3 in intermittent or city driving, the curves in FIG. Refer to and explain. The curve shown in FIG. 4 was drawn using a computer-simulated passenger car equipped with the hybrid device shown in FIGS. 1-3. The specifications of this car are as follows.

Vehicle weight 1310Kg (unloaded) 1446Kg (loaded) Engine displacement 2100c.c., fuel-injected 4-cylinder in-line,
100 horsepower at 5250 rpm, compression ratio 8.5:1 Axle ratio 3.73:1 Maximum continuously variable transmission efficiency 91% Moment of inertia of flywheel and attached rotating parts 0.704 Kg-m ² Exhaust system Closed-loop control using three-way lambda cylinder catalyst Curve A in Figure 4 shows part of a standard pattern for city driving, and curve B shows how the vehicle resists air resistance and rolling resistance until it reaches a speed corresponding to curve A in time. The energy required to accelerate is expressed in units of Joule. The negative part of curve B shows the energy that can be recovered during deceleration. Curve C shows the energy supplied by the engine in units of horsepower. Curve D shows the energy in units of Joule supplied by the flywheel and the parts rotating therewith. When reaccelerating a stopped vehicle as described above, energy is first supplied from the flywheel and its rotating accessories to supplement the energy that should be supplied from the engine. Curve E shows when the engine is stopped (off) or running (on), and curve F shows the engine speed when running. The speed of the flywheel is shown by curve G, and the speed of the flywheel is
The input shaft speed ratio is shown by curve H.

The above curves were created by computer simulation of the vehicle mentioned above. Fourth
Although not shown in the figure, the same computer simulation results showed that the fuel economy improved from 19mpg to 3mpg, and among the exhaust emissions, NO was 0.06, CO2
decreased to 0.33 and HC to 0.09. Of course, in real cases there are transient elements that are not considered in theoretical computer simulations, so
It is thought that the value will decrease slightly, but since the value that can be theoretically obtained is large, it is thought that even if the actual result is considerably lower than the theoretical value, it will bring about a significant improvement in fuel efficiency.

The position of the clutch 14 in the device of the invention and its operational characteristics will now be explained. First, when the engine 10 is mainly generating power to drive a load (or absorbing the moment of the load), the clutch 14 is always connected to the flywheel 16, the engine crankshaft 34, and the input shaft 18 of the continuously variable transmission 20. are fully connected to connect directly. When such a connection exists, flywheel 16 rotates at the same speed as the rotational speed of crankshaft 34 and operates like a conventional crankshaft flywheel in all respects.

Next, by adjusting the clutch 14 so that some torque is transmitted in a partially engaged state (half-clutch), the fuel from the fuel supply system 36 can be completely cut off or reduced to cause the flywheel to rotate. The engine or prime mover can be rotated at a speed that is considerably lower than the engine speed, but is sufficient to drive the lubricating device, accessory devices, etc. To those skilled in the art, the term "idling speed" of an engine or prime mover is used in a variety of ways. including the claims,
In this specification, the term "idling speed" will be used to mean the lowest speed at which the unloaded engine or prime mover 10 can maintain rotation on fuel alone. The term "cranking speed" means the speed at which the pumping and frictional losses of the engine are minimized and at which ancillary equipment, such as cooling water pump, lubricating oil pump, charging equipment, power steering, power brakes, air conditioner, etc., can be operated. used for Losses in rotating the engine 10, such as pumping losses and friction losses, decrease at idling speed, but further decrease at lower cranking speeds. The cranking speed is clutch 14
The exact speed at which the engine cranks depends on the torque transmitted through the clutch plate 6.
This can be adjusted by adjusting the pressure of the pad 68 that presses the pad 4. In order to crank a normal automobile internal combustion engine, when adjusting the clutch, the throttle valve 38 is opened.
Engine valve (not shown) listed in “Hardware”
By closing, the loss during cranking of the engine 10 can be further reduced.

When the engine is crank-driven by the kinetic energy stored in the flywheel as described above, the fuel supply valve 40 may be completely closed, but it is not possible to partially close it and keep the engine running only with fuel. The amount of fuel supplied may be adjusted to be insufficient. The greatest energy or fuel savings are obtained when valve 40 is completely closed, but not enough to maintain engine idling speed, but sufficient fuel to maintain engine temperature to reduce fuel consumption. It is also possible to operate the entire device with

Finally, if sufficient kinetic energy is stored in the flywheel to restart the engine, clutch 14 may be completely disengaged, bringing the engine to a complete stop. In that case, an independent accessory drive mechanism (not shown) would be required coupled to the flywheel 16 so that the various accessories can be driven by the flywheel 16 while the engine 10 is stopped.

FIG. 5 shows another embodiment in which a bevel gear 132 is used so that the flywheel 16' rotates at a predetermined speed ratio with respect to the shaft 18', and the flywheel 16'
The embodiment is the same as the embodiment shown in FIG. 1 except that it has a larger kinetic energy storage capacity. Gear 13
A gear ratio of 2 is chosen so that the flywheel rotates faster than the shaft 12'. flywheel 1
In order to increase the efficiency of the 6′, a vacuum housing 1 is used to eliminate the friction losses that occur in this type of flywheel.
34 is shown schematically in FIG. Fifth
The engine or prime mover 10' shown is in all respects the same as the engine 10 of FIG. 1, except that as the power and torque vary, the amount of fuel injected into the engine 10' varies and is controlled Alternatively, it is intended to be a prime mover that rotates at a constant speed. The mode control device 24' is a modification of the one shown in FIG. 1 in consideration of the reduction ratio. Therefore, the device shown in Fig. 5 is suitable for use with power plants used in large vehicles such as buses and trucks, which have a low ratio of output to vehicle weight, unlike passenger cars, which require a high load acceleration ratio. It shows.

A feature of the operation of the apparatus of FIG. 5 is that the speed of the flywheel is always greater than the controlled speed of engine 10'. As in the previous embodiment, a clutch 14' is provided in the embodiment of FIG. 5 to permit full transmission of engine power to the load. Thus, at startup, kinetic energy is supplied to the flywheel from the engine 10' until the rotational speed of the flywheel 16' is the same as the controlled speed of the engine power shaft 12. Acceleration of the load is effected by regulating the continuously variable transmission 20' after regulating the mode control device 24'.

When the load decelerates, the kinetic energy due to the moment of inertia is transferred to the flywheel 1 as in the previous embodiment.
6' and rotates the flywheel at a speed considerably higher than the operating speed of the engine. this is,
This is done by downshifting the continuously variable transmission 20'. Next, when accelerating, if the flywheel 16' is rotating at approximately the maximum speed, which is about 2 to 3 times the operating speed of the engine drive shaft 12', the kinetic energy accumulated in the flywheel will be It is transmitted to the load and/or engine in a manner similar to that described for the apparatus of FIG. However, since there is a speed difference between the engine and the flywheel, the power generated by the prime mover is not transmitted to and absorbed by the flywheel 16'. Of course, the power output of the prime mover maintains the minimum rotational speed by providing sufficient energy to overcome losses such as friction that reduce the rotational speed of the flywheel. In other respects, the embodiment of FIG. 5 operates similarly to the embodiment of FIG.

FIG. 6 shows an example in which a hybrid device according to the present invention is incorporated into a power transmission device having an engine shaft or a prime mover shaft substantially parallel to the propeller shaft. Such a power transmission device is particularly suitable, for example, for front-wheel drive motor vehicles. In Figure 6, engine 2
10 has a power shaft 212, similar to the previous embodiment, which is a direct extension of the engine crankshaft, without the usual crankshaft flywheel. As shown in FIGS. 1 and 2, the power shaft 212 is provided with a lightweight clutch plate 264 that can be engaged with a clutch element attached to the flywheel 216. In this embodiment, the flywheel 216 is located within the frame 221 and at an extension 223 of the power shaft 212, respectively.
It is rotatably supported by bearings 217 and 219 at the top. In this example, the flywheel 216
is always connected to the input shaft 218 of the continuously variable transmission 220. However, in this example, the connection includes a drive gear 225 provided on the flywheel, an idler gear 227, and a driven gear 229 keyed to the input shaft 218 of the continuously variable transmission.
This is done through a gear train with The output shaft 222 of the transmission 220 is connected to a differential device 233 by a gear 231.
A pair of propeller shafts 226 extend from 33 toward drive wheels 228 .

Idler gear 227 is directly connected by shaft 235 to ancillary equipment such as a generator, fuel pump, lubricating oil pump, air conditioner, power steering, and power brakes, which are normally operated by engine 210. Driven. These accessories are indicated in box 237 in FIG. 6 and will not be described in detail. An important feature of the power transmission shown in FIG. 6 is the insertion of an accessory drive in the gear train between the flywheel 216 and the continuously variable transmission input shaft 218, which allows the clutch plates to 264 is completely isolated from the flywheel,
When the fuel supply to the engine 210 is stopped,
The flywheel 216 can drive attached devices.
The other aspects of the operating characteristics of the embodiment shown in FIG. 6 are the same as those of the previously described embodiment.

It will therefore be appreciated that the present invention provides a highly efficient hybrid power system and method in which the foregoing objectives are fully achieved. Also, based on the foregoing description, variations in some of the elements of the device may be made that are obvious to those skilled in the art. Accordingly, the above description is intended to be illustrative of preferred embodiments and not limiting, and the technical spirit and scope of the invention should be determined with reference to the claims.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the mechanical elements of a hybrid power plant according to the invention in relation to sensing and control elements represented in the form of a block diagram. 2a and 2b are partial longitudinal sectional views of a preferred embodiment of the power transmission device installed in the present invention, and FIG. 3 is a schematic diagram showing the interaction of the gears of the transmission shown in FIGS. 2a-b. FIG. 4 is a series of graphs plotting the numerical values of various variables on the vertical axis against a common horizontal axis; FIG. 5 is a schematic diagram showing the construction of a modified embodiment of the invention. The illustration, FIG. 6, is a similar schematic illustration showing another implementation according to the invention. 10,10',210... prime mover, 12,1
2', 212... Power shaft, 14, 14'... Friction clutch, 16, 16', 216... Flywheel, 18, 218... Input shaft, 20, 20', 2
20...Transmission, 22...Output shaft, 24, 24'
...Mode control device, 26,226...Propeller shaft, 28,228...Drive wheel, 30...Direct drive shaft, 32...Power transmission device, 34...Crankshaft, 36...Fuel supply device, 38 ……
Throttle valve, 40... Valve, 42... Ignition switch, 44... Computer, 46... Power switch (main switch), 48... Direction indicator,
50... Accelerator pedal, 52... Brake pedal, 54... Case, 56... Extension part, 58...
Bell-shaped case portion, 60... Bolt, 62... Clutch plate hub, 64, 264... Clutch plate, 66
... Ring, 68 ... Pad, 69 ... Compression spring, 70 ... Rod, 72 ... Piston, 74 ...
... Cylindrical chamber, 76 ... Passage, 78 ... Roller bearing, 80, 81 ... Partition wall member, 82 ... Cranking body, 84, 86 ... Bearing, 87 ... Main axis (first axis), 90 ...nutation body, 92,94...
... Bearing, 96 ... Second axis, 98 ... Support shaft, 1
00, 102... Conical member, 104... Ball device with inclined surface, 106, 108... Ring member, 109
... Screw, 110 ... Bevel gear, 112 ... Idler gear, 114 ... Bevel gear, 116 ... Sun gear, 118 ... Planet gear, 120 ... Shaft,
122...Carrier ring, 124...Carrier ring, 126...Ring gear, 128...Spider device, 130...Plate, 132...Gear, 1
34... Vacuum housing, 221... Frame,
223...extension part, 217...bearing, 219...
Bearing, 225... Drive gear, 227... Idler gear, 229... Driven gear, 233...
Differential device, 231...Gear, 235...Shaft, 23
7...Box.

Claims (1)

[Scope of Claims] 1. A hybrid power device that drives an inertial load and stores kinetic energy during load deceleration, which has power shafts 12, 12', and 212, and has a drive shaft such as a crankshaft or flywheel for power generation. Prime movers 10, 10', 210 that require an inertial mass of
and a flywheel 16 that provides at least the inertial mass required for power generation of the prime mover.
16', 216, and a transmission 20, 20', 220, which transmits power from the flywheel to the inertial load and transmits load inertia from the inertial load to the flywheel, in a fully coupled state. When connecting the power shaft and the flywheel,
Connecting means 1 for rotating the flywheel independently from the power shaft when the flywheel is not in a completely connected state.
4, 14', 264, and the connecting means is always connected while the prime mover is in a fuel consumption state, so that during load deceleration and the kinetic energy stored in the flywheel resumes power production of the prime mover. and control means 44 for at least partially cutting off the coupling means to stop fuel consumption of the prime mover when a required value is exceeded. 2 Fuel supply device 36 and prime mover 1 for power generation
0,10',210, kinetic energy storage device 1
6, 16', 216 to drive an inertial load, the kinetic energy of the inertia of the load is stored when the load is decelerated, and the fuel of the prime mover is stored during the deceleration and stop of the load. the fuel supply to the prime mover is stopped, and when the fuel supply to the prime mover is stopped, the accumulated kinetic energy is transmitted as driving power to the load, and the accumulated kinetic energy reaches a level at which starting fuel supply to the prime mover is required; 1. A method for operating a hybrid power plant, characterized in that the fuel supply to the prime mover is restarted when the prime mover is extinguished.