JP2019206204A - Power system for executing torque vectoring control, variable rating output control, and shift control for electric vehicle - Google Patents

Power system for executing torque vectoring control, variable rating output control, and shift control for electric vehicle Download PDF

Info

Publication number
JP2019206204A
JP2019206204A JP2018101294A JP2018101294A JP2019206204A JP 2019206204 A JP2019206204 A JP 2019206204A JP 2018101294 A JP2018101294 A JP 2018101294A JP 2018101294 A JP2018101294 A JP 2018101294A JP 2019206204 A JP2019206204 A JP 2019206204A
Authority
JP
Japan
Prior art keywords
control
power
motor
transmission mechanism
model
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2018101294A
Other languages
Japanese (ja)
Other versions
JP6471281B1 (en
Inventor
矢野　隆志
Takashi Yano
隆志 矢野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to JP2018101294A priority Critical patent/JP6471281B1/en
Application granted granted Critical
Publication of JP6471281B1 publication Critical patent/JP6471281B1/en
Publication of JP2019206204A publication Critical patent/JP2019206204A/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/406—Torque distribution between left and right wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/80—Control of differentials
    • B60Y2300/82—Torque vectoring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/364—Differential gearings characterised by intentionally generating speed difference between outputs using electric or hydraulic motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Gear Transmission (AREA)

Abstract

To provide a power system capable of executing a number-of-motors difference control system torque vectoring control, a total number-of-motors control system variable rating output control, and a parallel drive synchronous shift control for an electric power or hybrid power vehicle, especially a sports car, which is short in a lateral direction of a vehicle body, and can be implemented easily.SOLUTION: A power system having a common intermediate transmission shaft includes: a first system power transmission mechanism for transmitting power of two motors to the intermediate transmission shaft; a second system power transmission mechanism for transmitting power of the intermediate transmission shaft directly to a left wheel and a right wheel; a third system power transmission mechanism for transmitting the power of the intermediate transmission shaft to the left wheel and the right wheel through a differential gear in a distributed manner; and a control device for controlling them. The control device controls the first system power transmission mechanism to execute a total number-of-motors control system variable rating output control, and a parallel drive synchronous shift control, and controls the second system power transmission mechanism and the third system power transmission mechanism to execute a number-of-motors difference control system torque vectoring control.SELECTED DRAWING: Figure 4

Description

電気動力またはハイブリッド動力の自動車、特にスポーツカーのための動力システムに関するもの、特にトルクベクタリング制御と可変定格出力制御と変速制御を行う動力システムに関するものである。   The present invention relates to a power system for an electric power or hybrid power vehicle, particularly a sports car, and more particularly to a power system that performs torque vectoring control, variable rated output control, and shift control.

まず、電気動力またはハイブリッド動力の自動車の動力システムとして用いられるモータの特性について説明する。
電気動力またはハイブリッド動力の自動車は回生ブレーキを行うので、その動力システムに用いられるのは発電機能を有するモータジェネレータであるが、本発明においてはモータジェネレータと同じ意味でモータと記述する。
図１に、電気動力またはハイブリッド動力の自動車の動力システムとして用いられる一般的な永久磁石型同期モータのエネルギー効率を示す。図１aに回転速度-トルク特性を、図１bに回転速度-出力特性示す。
モータの回転速度-トルク特性を図１aに示す。トルクは低回転速度領域で高く、回転速度が高くなるにつれて低くなること、エネルギー効率は中回転速度大トルクの領域-I で最も高く、領域-II、領域-III の順に低くなる。エネルギー効率はスポット-B が最も高く、スポット-A、スポット-Cの順に低くなり、 高トルク領域(定格出力)にあるスポットBに比べて、低トルク領域にあるスポットDのエネルギー効率は低くなる。
モータの回転速度-出力特性を図１bに示すように、出力を一定にした状態で回転速度を変化することが可能であり、低回転速度の領域-II にあるスポット-A、中回転速度の領域-I にあるスポット-B、高回転速度の領域-III にあるスポット-Cで等しい出力にすることができる。同じ出力でもエネルギー効率は中回転速度領域にあるスポット-Bがもっとも高いことである。 First, characteristics of a motor used as a power system of an electric power or hybrid power automobile will be described.
Since an electric power or hybrid power automobile performs regenerative braking, a motor generator having a power generation function is used in the power system. In the present invention, a motor is described in the same meaning as the motor generator.
FIG. 1 shows the energy efficiency of a general permanent magnet type synchronous motor used as a power system of an electric power or hybrid power automobile. FIG. 1a shows the rotational speed-torque characteristics, and FIG. 1b shows the rotational speed-output characteristics.
The rotation speed-torque characteristics of the motor are shown in FIG. 1a. The torque is high in the low rotational speed region and decreases as the rotational speed increases. The energy efficiency is highest in the region-I where the medium rotational speed is large, and decreases in the order of region-II and region-III. Spot-B has the highest energy efficiency, followed by Spot-A and Spot-C, and the energy efficiency of Spot D in the low torque range is lower than Spot B in the high torque range (rated output). .
As shown in Fig. 1b, the rotation speed-output characteristics of the motor can change the rotation speed with the output kept constant, and the spot-A in the low rotation speed region-II, the medium rotation speed The same output can be obtained by spot-B in the region-I and spot-C in the region of high rotational speed-III. Even at the same output, the energy efficiency is highest in the spot-B in the middle rotation speed region.

電気動力またはハイブリッド動力のスポーツカーの動力システムにおいては、標準的な動力システムに比べて、定格出力の大きく回転速度の高いモータを用いるので市街地走行時の低トルク領域および低回転速度におけるエネルギー効率の問題は大きく、それらの問題を解決するには、モータの特性の改善だけではそれらを満足することは困難であり、可変定格出力制御や 変速制御が必要になる。   The power system of an electric power or hybrid power sports car uses a motor with a large rated output and a high rotational speed compared to a standard power system. The problems are large, and it is difficult to satisfy them only by improving the motor characteristics to solve these problems, and variable rated output control and shift control are required.

トルクベクタリング制御は二つの目的を持っている。
第１の目的は、旋回走行時の走行抵抗を減少である。後輪駆動の自動車の旋回走行時には、後輪のトルクは直進走行方向に働き、前輪を操向すると走行抵抗が増加してエネルギー効率が低くなり、後輪のトルクベクタリングを行うと後輪のトルクは旋回方向にシフトして働くので前輪の走行抵抗が減少しエネルギー効率が高くなる。
第２の目的は、旋回走行特性の高上である。スポーツカーでは旋回走行時の内側車輪の空転を防ぐために外側車輪に多くのトルクを供給するすることが好ましい。実際には外側の車輪にのみトルクを供給したり、さらには内側の車輪の制動を行う。
トルクベクタリング制御は内燃機関の自動車でも重要な機能であったが、１つの動力のトルクを任意の比率で左車輪と右車輪に分配する機構は複雑であり、重量とコストを増加させること、遊星ギアや多板クラッチ等により制御するために発熱等によるエネルギー損失と制御精度の低さのために普及しなかった。しかし、電気動力またはハイブリッド動力のスポーツカーでは、複数のモータを用いることが容易なこととモータの回転速度またはトルクの高精度の制御が容易なことにより、二つのモータの一方で右車輪を他方で左車輪を駆動する独立駆動方式トルクベクタリング制御の実現が容易になった。 Torque vectoring control has two purposes.
The first purpose is to reduce the running resistance during turning. When turning a rear-wheel drive vehicle, the torque of the rear wheel acts in the straight direction, and when the front wheel is steered, the driving resistance increases and energy efficiency decreases. Since the torque is shifted in the turning direction, the running resistance of the front wheels is reduced and the energy efficiency is increased.
The second purpose is to improve the cornering characteristics. In a sports car, it is preferable to supply a large amount of torque to the outer wheels in order to prevent the inner wheels from slipping during turning. Actually, torque is supplied only to the outer wheel, and further, the inner wheel is braked.
Torque vectoring control was an important function even in internal combustion engine cars, but the mechanism for distributing the torque of one power to the left and right wheels at an arbitrary ratio is complicated, increasing weight and cost, Since it was controlled by planetary gears and multi-plate clutches, it was not popular due to energy loss due to heat generation and low control accuracy. However, in an electrically powered or hybrid powered sports car, it is easy to use multiple motors and easy control of the rotational speed or torque of the motors. This makes it easier to implement torque vectoring control that drives the left wheel independently.

従来の独立駆動方式トルクベクタリング制御は二つの課題を有している。
第１の課題は二つのモータの一方のモータのトルクを他方の車輪に配分できないことである。旋回走行時には二つのモータの内、外側車輪を駆動するモータのみがトルクを発生し内側車輪を駆動するモータはほぼ空転状態にある。したがって定格出力が不必要に大きなモータを使用する必要があることである。
第２の課題は一方、直進走行時に二つのモータがトルクを発生するので、加速時を除いて、それぞれのモータは定格出力に対して低いトルクすなわちエネルギー効率の低いトルク領域で使用しなければならないことである。第１の課題の解決のために定格出力が不必要に大きなモータを使用する場合には第２の課題はより大きなものになる。 Conventional independent drive torque vectoring control has two problems.
The first problem is that the torque of one of the two motors cannot be distributed to the other wheel. Of the two motors during cornering, only the motor that drives the outer wheels generates torque, and the motor that drives the inner wheels is in an idling state. Therefore, it is necessary to use a motor with an unnecessarily large rated output.
The second problem, on the other hand, is that the two motors generate torque when traveling straight ahead, so that each motor must be used in a low torque range relative to the rated output, that is, in a torque region with low energy efficiency, except during acceleration. That is. When a motor with an unnecessarily large rated output is used to solve the first problem, the second problem becomes larger.

電気動力またはハイブリッド動力のスポーツカーの可変定格出力制御の背景について図１cに示す。
特性-aは定格出力の大きなモータ、特性-bは定格出力の小さなモータの回転速度-トルク特性であり、スポット-Dは特性-aのモータではエネルギー効率の低い領域-IIIaに位置するが、特性-bのモータではエネルギー効率の高い領域-Ibに位置する。特性-aと特性-bの切換えを行うことにより広いトルク領域において高いエネルギー効率を 得ることができる。これが可変定格出力制御を必要とする理由である。
可変定格出力制御を実現する１つの方法は、複数の定格出力が小さなモータを有し、小さな定格出力を必要とする場合に一部のモータで駆動し、他のモータを休止する方法である。電気動力またはハイブリッド動力のスポーツカーの動力システムにおいては複数のモータで構成することは容易であり、可変定格出力制御を実現する方式として、複数の定格出力が小さなモータを有し、大きな定格出力を必要とする場合には全てのモータで駆動し、小さな定格出力で十分な場合は一部のモータのみで駆動する方式は優れている。 The background of variable rated output control of an electrically powered or hybrid powered sports car is shown in FIG.
Characteristic-a is a motor with a large rated output, characteristic-b is a rotational speed-torque characteristic of a motor with a small rated output, and spot-D is located in a region of low energy efficiency -IIIa for a motor with characteristic-a. In the motor of characteristic -b, it is located in the region -Ib where energy efficiency is high. By switching between characteristic-a and characteristic-b, high energy efficiency can be obtained in a wide torque range. This is why variable rated output control is required.
One method for realizing the variable rated output control is a method in which a plurality of rated outputs have a small motor, and when a small rated output is required, the motor is driven by some motors and the other motors are stopped. In a power system of an electric power or hybrid power sports car, it is easy to configure with a plurality of motors. As a method for realizing variable rated output control, a motor with a plurality of rated outputs has a small motor and a large rated output can be achieved. When required, the system is driven by all motors, and when a small rated output is sufficient, a system driven by only some motors is excellent.

特許文献１の動力システムは、複数のモータ、モータの動力を直接右車輪に伝達する第１系統動力伝達機構、直接左車輪に伝達する第２系統動力伝達機構、モータの動力を右車輪と左車輪に分配伝達する第３系統動力伝達機構と制御装置からなる。(本発明の第１系統動力伝達機構、第２系統動力伝達機構、第３系統動力伝達機構とは異なる)
制御装置はモータと三つの系統の動力伝達機構を制御して、右車輪に動力を伝達するモータ数と左車輪に動力を伝達するモータ数の差分の制御とそれぞれのモータの駆動トルクを制御するモータ数差分制御方式トルクベクタリング制御を行う。
また、制御装置は三つの系統の動力伝達機構を制御して、三つの系統の動力伝達機構に動力を伝達するモータ数の総和を制御するモータ数総和制御方式可変定格出力制御を行う。
さらに、制御装置はモータと三つの三つの系統の動力伝達機構を制御して、モータ数差分制御方式トルクベクタリング制御とモータ数総和制御方式可変定格出力制御を統合して行う。 The power system of Patent Document 1 includes a plurality of motors, a first system power transmission mechanism that directly transmits motor power to the right wheel, a second system power transmission mechanism that directly transmits power to the left wheel, and the power of the motor to the left and right wheels. It consists of a third system power transmission mechanism for distributing and transmitting to the wheels and a control device. (Different from the first system power transmission mechanism, second system power transmission mechanism, and third system power transmission mechanism of the present invention)
The control device controls the motor and the power transmission mechanism of the three systems, and controls the difference between the number of motors transmitting power to the right wheel and the number of motors transmitting power to the left wheel and the drive torque of each motor. Motor number difference control method Torque vectoring control is performed.
Further, the control device controls the power transmission mechanisms of the three systems, and performs motor number sum control type variable rated output control for controlling the total number of motors that transmit power to the power transmission mechanisms of the three systems.
Further, the control device controls the motor and the power transmission mechanism of the three three systems, and integrates the motor number difference control method torque vectoring control and the motor number sum control method variable rated output control.

特許文献２の動力システムは、複数のモータ、モータの動力を直接右車輪に伝達する第１系統動力伝達機構、直接左車輪に伝達する第２系統動力伝達機構、モータの動力を右車輪と左車輪に分配伝達する第３系統動力伝達機構からなり、三つの系統の動力伝達機構はそれぞれ変速機構を有する。
制御装置は、モータと三つの系統の動力伝達機構を制御して、一方のモータと一方の動力伝達機構で駆動しながら、他方の動力伝達機構の変速機構について他方のモータで同期をとって変速を行う並列駆動同期変速制御を行う。
また、制御装置は、モータと三つの系統の動力伝達機構を制御して、右車輪に動力を伝達するモータ数と左車輪に動力を伝達するモータ数の差分の制御とそれぞれのモータの駆動トルクを制御するモータ数差分制御方式トルクベクタリング制御を行い、モータ数差分制御方式トルクベクタリング制御時にも並列駆動同期変速制御を行う。 The power system of Patent Document 2 includes a plurality of motors, a first system power transmission mechanism that directly transmits motor power to the right wheel, a second system power transmission mechanism that directly transmits power to the left wheel, and the power of the motor to the left and right wheels. It consists of a third power transmission mechanism that distributes and transmits to the wheels, and each of the three power transmission mechanisms has a speed change mechanism.
The control device controls the motor and the power transmission mechanism of the three systems, and while driving with one motor and one power transmission mechanism, the speed change mechanism of the other power transmission mechanism is synchronized with the other motor to change the speed. Parallel drive synchronous shift control is performed.
The control device also controls the motor and the power transmission mechanism of the three systems to control the difference between the number of motors that transmit power to the right wheel and the number of motors that transmit power to the left wheel, and the drive torque of each motor. The motor number difference control method torque vectoring control is performed, and the parallel drive synchronous shift control is also performed during the motor number difference control method torque vectoring control.

特許文献１と特許文献２の動力システムは独立駆動方式トルクベクタリング制御の二つの課題を解決するものである。
独立駆動方式トルクベクタリング制御の第１の課題は、モータ数差分制御方式トルクベクタリング制御の複数のモータで片方の車輪を直接駆動する走行モード(200), (002)によって解決した。
独立駆動方式トルクベクタリング制御の第２の課題は、モータ数差分制御方式トルクベクタリング制御の一つのモータで片方の車輪を直接駆動する走行モード(100), (001)および一つのモータで双方の車輪を分配駆動する走行モード(010)によって、走行モード(101)を不要にすることにより解決した。
しかし、走行モード(100)と走行モード(001)の切換え時の駆動トルク抜けと切換え時の衝撃の発生防止のために過渡的に走行モード(010)を必要とし、そのための動力伝達機構を有している。
特許文献１と特許文献２の出願時には、独立駆動方式トルクベクタリング制御の第２の課題を重視していなかったので、モータ数差分制御方式トルクベクタリング制御は走行モード(110)、(011)、(101))を含む記述をしている。
走行モード(x y z)について説明する。x は第１車輪(左車輪)を直接駆動するモータ数、y は第１車輪(左車輪)と第２車輪(右車輪)を差動機構により分配駆動するモータ数、z は第２車輪(右車輪)を直接駆動するモータ数である。 The power systems of Patent Document 1 and Patent Document 2 solve two problems of independent drive system torque vectoring control.
The first problem of the independent drive system torque vectoring control is solved by the traveling modes (200) and (002) in which one of the wheels is directly driven by a plurality of motors of the motor number difference control system torque vectoring control.
The second issue of independent drive system torque vectoring control is the driving mode (100), (001) in which one wheel is directly driven by one motor of the motor number difference control system torque vectoring control, and both by one motor. This is solved by making the traveling mode (101) unnecessary by the traveling mode (010) in which the wheels of the vehicle are distributed and driven.
However, the drive mode (010) is required transiently to prevent the drive torque from being lost when switching between the drive mode (100) and the drive mode (001) and the shock generated during the changeover. doing.
At the time of filing of Patent Document 1 and Patent Document 2, the second problem of the independent drive system torque vectoring control was not emphasized. Therefore, the motor number difference control system torque vectoring control is performed in the running modes (110), (011). , (101)).
The travel mode (xyz) will be described. x is the number of motors directly driving the first wheel (left wheel), y is the number of motors driving the first wheel (left wheel) and the second wheel (right wheel) by a differential mechanism, and z is the second wheel ( This is the number of motors that directly drive the right wheel.

特許文献１と特許文献２の動力システムは二つの課題を有している。
特許文献１と特許文献２の第１の課題は、モータの動力を直接右車輪に伝達する第１系統動力伝達機構、モータの動力を直接左車輪に伝達する第２系統動力伝達機構、モータの動力を右車輪と左車輪に分配伝達する第３系統動力伝達機構が車体の横方向に並列に配置されるために、動力システムは車体の横方向に長くなり実装が困難になる課題である。特に前輪を駆動する場合にホイールとの干渉が生じる。特にModel 2122maは顕著である。
特許文献１と特許文献２の第２の課題は、特許文献１と特許文献２の動力システムが、モータ数差分制御方式トルクベクタリング制御の切換え時の駆動トルク抜けと切換え時の衝撃の発生を防止するために、走行モード(100)と走行モード(001)の切換えや走行モード(200)と走行モード(002)の切換えのための過渡的な走行モード(110)、(011)、(101)を必要としていることである。これらの過渡的な走行モードのために第１系統動力伝達機構、第２系統動力伝達機構、第３系統動力伝達機構が複雑になり、特許文献１と特許文献２の第１の課題と同様に動力システムは車体の横方向に長くなり実装が困難になる課題である。 The power systems of Patent Document 1 and Patent Document 2 have two problems.
The first problem of Patent Document 1 and Patent Document 2 is that a first system power transmission mechanism that directly transmits motor power to the right wheel, a second system power transmission mechanism that directly transmits motor power to the left wheel, Since the third system power transmission mechanism that distributes and transmits power to the right wheel and the left wheel is arranged in parallel in the lateral direction of the vehicle body, the power system becomes longer in the lateral direction of the vehicle body, which makes it difficult to implement. Interference with the wheel occurs particularly when the front wheel is driven. Especially Model 2122ma is remarkable.
The second problem of Patent Document 1 and Patent Document 2 is that the power systems of Patent Document 1 and Patent Document 2 are caused to generate a drive torque loss at the time of switching motor number difference control torque vectoring control and an impact at the time of switching. In order to prevent this, the transitional travel modes (110), (011), (101) for switching between the travel mode (100) and the travel mode (001) and for switching between the travel mode (200) and the travel mode (002). ) Is required. Due to these transitional driving modes, the first system power transmission mechanism, the second system power transmission mechanism, and the third system power transmission mechanism become complicated, as in the first problem of Patent Document 1 and Patent Document 2. The power system is a problem that is difficult to mount because it becomes longer in the lateral direction of the vehicle body.

特開2018-007349 特許6186554 矢野 隆志JP2018-007349 Patent 6185554 Takashi Yano 特開2018-001845 特許6186555 矢野 隆志JP2018-001845 Patent 6186555 Takashi Yano

本発明が解決しようとする課題は、特許文献１と特許文献２の第１の課題と第２の課題を解決して、車体の横方向に短くて実装が容易な、実用性の高い動力システムを提供することである。   The problem to be solved by the present invention is to solve the first problem and the second problem of Patent Documents 1 and 2, and a highly practical power system that is short in the lateral direction of the vehicle body and easy to mount. Is to provide.

本発明の動力システムは、課題を解決するための二つの手段を有している。
第１の手段は、モータ数差分制御方式トルクベクタリング制御を最小のトルク抜けと衝撃で可能にするモータ同期切換え制御と出力軸同期切換え制御である。これによって過渡的な走行モード(110)、(011)、(101)をの省略を可能にした。
第２の手段は、共通の中間伝達軸(Xm)36、第１モータ(M1)13と第２モータ(M2)14の動力を中間伝達軸(Xm)36に伝達する第１系統動力伝達機構50、中間伝達軸(Xm)36の動力を第１車輪(右車輪)19と第２車輪(左車輪)20に直接伝達する第２系統動力伝達機構60、中間伝達軸(Xm)36の動力を差動機構(Def)37を介して第１車輪(右車輪)19と第２車輪(左車輪)20に分配伝達する第３系統動力伝達機構70を有する構造である。
第１の手段による過渡的な走行モード(101)の省略によって共通の中間伝達軸(Xm)36が可能になった。
第３の手段は、第１入力軸(Xi1)と第２入力軸(Xi2)の一方が奇数段の減速比の歯車機構、他方が偶数段の歯車機構とするA4-ハーフギア変速機構(実施例２)である。
第２の手段による共通の中間伝達軸(Xm)36によってA4-ハーフギア変速機構(実施例２)が可能になった。
走行モード(x y z)について説明する。x は第１車輪(左車輪)を直接駆動するモータ数、y は第１車輪(左車輪)と第２車輪(右車輪)を差動機構により分配駆動するモータ数、z は第２車輪(右車輪)を直接駆動するモータ数である。 The power system of the present invention has two means for solving the problems.
The first means is motor synchronous switching control and output shaft synchronous switching control that enable motor number difference control type torque vectoring control with minimum torque loss and impact. As a result, the transitional driving modes (110), (011), and (101) can be omitted.
The second means is a first power transmission mechanism for transmitting the power of the common intermediate transmission shaft (Xm) 36, the first motor (M1) 13 and the second motor (M2) 14 to the intermediate transmission shaft (Xm) 36. 50, second transmission power transmission mechanism 60 for directly transmitting the power of the intermediate transmission shaft (Xm) 36 to the first wheel (right wheel) 19 and the second wheel (left wheel) 20, and the power of the intermediate transmission shaft (Xm) 36 Is provided with a third power transmission mechanism 70 that distributes and transmits to the first wheel (right wheel) 19 and the second wheel (left wheel) 20 via a differential mechanism (Def) 37.
A common intermediate transmission shaft (Xm) 36 is made possible by omitting the transient running mode (101) by the first means.
The third means is an A4-half gear transmission mechanism in which one of the first input shaft (Xi1) and the second input shaft (Xi2) is an odd-stage gear ratio mechanism and the other is an even-number gear mechanism. 2).
The A4-half gear transmission mechanism (Embodiment 2) is made possible by the common intermediate transmission shaft (Xm) 36 by the second means.
The travel mode (xyz) will be described. x is the number of motors directly driving the first wheel (left wheel), y is the number of motors driving the first wheel (left wheel) and the second wheel (right wheel) by a differential mechanism, and z is the second wheel ( This is the number of motors that directly drive the right wheel.

本発明の動力システムの効果について説明する。
第１の効果は、第１の手段の走行モード(110)、(011)の省略によるものであり、差動機構(Def)37と同軸上にある歯車機構とクラッチ機構を削減して動力システムの横方向の寸法を短くした。
特許文献１および特許文献２のModel 2122aは８個の歯車機構と４個のクラッチ機構の構成、Model 2122bは４個の歯車機構と４個のクラッチ機構の構成であるのに対して本発明のModel 2171aとModel 2171bは３個の歯車機構と２個のクラッチ機構の構成、Model 2161bとModel 2162bは２個の歯車機構と３個のクラッチ機構の構成である。
第２の効果は、第２の手段の共通の中間伝達軸(Xm)36によるものであり、一部のクラッチ機構を中間伝達軸(Xm)36に移して第１入力軸(Xi1)と第２入力軸(Xi2)にある歯車機構とクラッチ機構を削減することにより動力システムの横方向の寸法を短くした。
特許文献１および特許文献２のModel 2122aは８個の歯車機構と５個のクラッチ機構の構成、Model 2122bは４個の歯車機構と５個のクラッチ機構の構成であるのに対して本発明のModel 2171aとModel 2171bは４個の歯車機構と２個のクラッチ機構の構成である。
第３の効果は、第３の手段のハーフギア構造によるものであり、第１入力軸(Xi1)と第２入力軸(Xi2)の一方が奇数段の減速比の歯車機構の構成、他方が偶数段の歯車機構の構成とし、第１入力軸(Xi1)と第２入力軸(Xi2)のにある歯車機構とクラッチ機構を削減することにより動力システムの横方向の寸法を短くした。
本発明のModel 2171aとModel 2171bは４個の歯車機構と２個のクラッチ機構の構成であるのに対して、本発明のModel 2172aとModel 2172bは２個の歯車機構と２個のクラッチ機構の構成である。
第４の効果は、第２の手段の共通の中間伝達軸(Xm)36により、第１入力軸(Xi1)と第１出力軸(Xo1)、第２入力軸(Xi2)と第２出力軸(Xo2)の距離が大きくなったために、直径の大きなモータの使用が可能になった。 The effect of the power system of the present invention will be described.
The first effect is due to the omission of the travel modes (110) and (011) of the first means, and the gear system and the clutch mechanism which are coaxial with the differential mechanism (Def) 37 are reduced to reduce the power system. The horizontal dimension of was shortened.
The Model 2122a in Patent Document 1 and Patent Document 2 has a configuration of eight gear mechanisms and four clutch mechanisms, and the Model 2122b has a configuration of four gear mechanisms and four clutch mechanisms. Model 2171a and Model 2171b have a configuration of three gear mechanisms and two clutch mechanisms, and Model 2161b and Model 2162b have a configuration of two gear mechanisms and three clutch mechanisms.
The second effect is due to the common intermediate transmission shaft (Xm) 36 of the second means, and a part of the clutch mechanism is moved to the intermediate transmission shaft (Xm) 36 and the first input shaft (Xi1) and the second transmission mechanism. By reducing the gear mechanism and clutch mechanism on the two input shafts (Xi2), the lateral dimensions of the power system were shortened.
The Model 2122a in Patent Document 1 and Patent Document 2 has a configuration of eight gear mechanisms and five clutch mechanisms, and the Model 2122b has a configuration of four gear mechanisms and five clutch mechanisms. Model 2171a and Model 2171b have four gear mechanisms and two clutch mechanisms.
The third effect is due to the half gear structure of the third means, in which one of the first input shaft (Xi1) and the second input shaft (Xi2) is a gear mechanism with an odd reduction ratio, and the other is an even number. The lateral dimensions of the power system were shortened by reducing the gear mechanism and clutch mechanism on the first input shaft (Xi1) and the second input shaft (Xi2).
The Model 2171a and Model 2171b of the present invention have four gear mechanisms and two clutch mechanisms, whereas the Model 2172a and Model 2172b of the present invention have two gear mechanisms and two clutch mechanisms. It is a configuration.
The fourth effect is that the first input shaft (Xi1) and the first output shaft (Xo1), the second input shaft (Xi2) and the second output shaft are provided by the common intermediate transmission shaft (Xm) 36 of the second means. Since the distance of (Xo2) has increased, it has become possible to use a motor with a large diameter.

一般的な永久磁石型同期モータの可変定格出力制御と変速制御の特性を説明する図である。It is a figure explaining the characteristic of variable rated output control and shift control of a general permanent magnet type synchronous motor. Model 217の主要なモデルの分類を示す図である。It is a figure which shows the classification | category of the main models of Model 217. Model 2171, 2172の動力システムの全体概要構成を説明する図である。It is a figure explaining the whole outline | summary structure of the motive power system of Model 2171, 2172. Model 2171a, 2171bの詳細な部分構成を説明する図である。It is a figure explaining the detailed partial structure of Model 2171a, 2171b. Model 2171のモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(1)である。FIG. 11A is a diagram (1) for explaining the motor number total control method variable rated output control and motor number difference control method torque vectoring control of Model 2171. Model 2171のモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(2)である。FIG. 11B is a diagram (2) illustrating the motor number total control method variable rated output control and the motor number difference control method torque vectoring control of Model 2171. Model 2171のモータ切換え制御を説明する図である。It is a figure explaining the motor switching control of Model 2171. Model 2171のモータ数差分制御方式トルクベクタリング制御の検出判断制御方式と予測判断制御方式の概要について説明する図である。It is a figure explaining the outline | summary of the detection judgment control system and prediction judgment control system of the motor number difference control system torque vectoring control of Model 2171. Model 2171のモータ数差分制御方式トルクベクタリング制御のモータ同期切換え制御方式について詳細に説明する図である。It is a figure explaining in detail the motor number difference control system Torque vectoring control motor synchronous switching control system of Model 2171. Model 2171のモータ数差分制御方式トルクベクタリング制御の出力軸同期切換え制御方式について詳細に説明する図である。It is a figure explaining in detail the output shaft synchronous switching control system of the motor number difference control system torque vectoring control of Model 2171. Model 2171の走行モード(010)の並列駆動同期変速制御を説明する図である。FIG. 10 is a diagram for explaining parallel drive synchronous shift control in a travel mode (010) of Model 2171. Model 2171の走行モード(020)の並列駆動同期変速制御を説明する図である。FIG. 10 is a diagram for explaining parallel drive synchronous shift control in a travel mode (020) of Model 2171. Model 2172の詳細な部分構成を説明する図である。5 is a diagram illustrating a detailed partial configuration of Model 2172. FIG. Model 2172のモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(1)である。FIG. 6A is a diagram (1) for explaining the motor number total control method variable rated output control and motor number difference control method torque vectoring control of Model 2172; Model 2172のモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(2)である。FIG. 12B is a diagram (2) illustrating the model 2172 total motor number control method variable rated output control and motor number difference control method torque vectoring control. Model 2172の走行モード(010)の並列駆動同期変速制御を説明する図である。FIG. 10 is a diagram for explaining parallel drive synchronous shift control in a travel mode (010) of Model 2172. Model 2172の走行モード(020)の並列駆動同期変速制御を説明する図である。6 is a diagram illustrating parallel drive synchronous shift control in a travel mode (020) of Model 2172. FIG. Model 2173とModel 2174の動力システムの全体概要構成を説明する図である。It is a figure explaining the whole outline composition of a power system of Model 2173 and Model 2174. Model 2173の詳細な部分構成を説明する図である。3 is a diagram illustrating a detailed partial configuration of Model 2173. FIG. Model 2173の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(1)である。FIG. 5A is a diagram (1) illustrating a motor number total control method variable rated output control and a motor number difference control method torque vectoring control of a power system of Model 2173. Model 2173の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(2)である。FIG. 10B is a diagram (2) illustrating the motor number total control method variable rated output control and the motor number difference control method torque vectoring control of the power system of Model 2173. Model 2174の詳細な部分構成を説明する図である。3 is a diagram illustrating a detailed partial configuration of Model 2174. FIG. Model 2174の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(1)である。FIG. 11 is a diagram (1) illustrating a motor number sum control method variable rated output control and a motor number difference control method torque vectoring control of a power system of Model 2174. Model 2174の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図(2)である。FIG. 10B is a diagram (2) illustrating the motor number sum control method variable rated output control and the motor number difference control method torque vectoring control of the power system of Model 2174. Model 2122b、Model 2125a、Model 2125bの動力システムの横方向の寸法を説明する図である。It is a figure explaining the dimension of the horizontal direction of the power system of Model 2122b, Model 2125a, and Model 2125b. Model 2122b、Model 2125a、Model 2125bの制御を説明する図である。It is a figure explaining control of Model 2122b, Model 2125a, and Model 2125b. Model 2161、Model 2162a、Model 2162bの動力システムの横方向の寸法を説明する図である。It is a figure explaining the dimension of the horizontal direction of the power system of Model 2161, Model 2162a, and Model 2162b. Model 2161、Model 2162a、Model 2162bの制御を説明する図である。It is a figure explaining control of Model 2161, Model 2162a, and Model 2162b. Model 2171a, Model 2171bの動力システムの横方向の寸法を説明する図である。It is a figure explaining the dimension of the horizontal direction of the power system of Model 2171a and Model 2171b. Model 2172a, Model 2172bの動力システムの横方向の寸法を説明する図である。It is a figure explaining the dimension of the horizontal direction of the power system of Model 2172a and Model 2172b.

本発明の動力システムの構成について説明する。
本発明の動力システムは、第１モータ(M1)13、第２モータ(M2)14、第１車輪(左車輪)19、第２車輪(右車輪)20、第１モータ(M1)13が接続される第１入力軸(Xi1)31、第２モータ(M2)14が接続される第２入力軸(Xi2)32、中間伝達軸(Xm)36、第１車輪(左車輪)19が接続される第１出力軸(Xo1)34 、第２車輪(右車輪)20が接続される第２出力軸(Xo2)35、第１出力軸(Xo1)34と前記第２出力軸(Xo2)35に動力を分配伝達する差動装置37、差動機構(Def)37が接続される差動機構入力軸(Xid)38、
さらに、第１入力軸(Xi1)31の動力と第２入力軸(Xi2)32の動力を中間伝達軸(Xm)36に伝達する第１系統動力伝達機構50、中間伝達軸(Xm)36の動力を第１出力軸(Xo1)31と第２出力軸(Xo2)32に直接伝達する第２系統動力伝達機構60、中間伝達軸(Xm)36の動力を差動機構入力軸(Xid)38に伝達する第３系統動力伝達機構70、制御装置18を有する。
さらに、第１系統動力伝達機構50は第１入力軸(Xi1)31の動力を中間伝達軸(Xm)36に伝達するT1変速機構51と、第２入力軸32の動力を中間伝達軸(Xm)36に伝達するT2変速機構52を有し、T1変速機構51とT2変速機構52は一組または変速比の異なる複数組の歯車機構511, 513, 521, 523 を有する。 The configuration of the power system of the present invention will be described.
In the power system of the present invention, a first motor (M1) 13, a second motor (M2) 14, a first wheel (left wheel) 19, a second wheel (right wheel) 20, and a first motor (M1) 13 are connected. The first input shaft (Xi1) 31 to be connected, the second input shaft (Xi2) 32 to which the second motor (M2) 14 is connected, the intermediate transmission shaft (Xm) 36, and the first wheel (left wheel) 19 are connected. The first output shaft (Xo1) 34, the second output shaft (Xo2) 35 to which the second wheel (right wheel) 20 is connected, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35. Differential device 37 for distributing and transmitting power, differential mechanism input shaft (Xid) 38 to which a differential mechanism (Def) 37 is connected,
Further, the first system power transmission mechanism 50 that transmits the power of the first input shaft (Xi1) 31 and the power of the second input shaft (Xi2) 32 to the intermediate transmission shaft (Xm) 36, and the intermediate transmission shaft (Xm) 36 The second system power transmission mechanism 60 that directly transmits power to the first output shaft (Xo1) 31 and the second output shaft (Xo2) 32, and the power of the intermediate transmission shaft (Xm) 36 to the differential mechanism input shaft (Xid) 38 And a third system power transmission mechanism 70 and a control device 18.
Further, the first system power transmission mechanism 50 includes a T1 transmission mechanism 51 that transmits the power of the first input shaft (Xi1) 31 to the intermediate transmission shaft (Xm) 36, and the power of the second input shaft 32 as an intermediate transmission shaft (Xm). ) T2 transmission mechanism 52 for transmission to 36, and T1 transmission mechanism 51 and T2 transmission mechanism 52 have one set or a plurality of sets of gear mechanisms 511, 513, 521, 523 having different transmission ratios.

本発明のモータ数総和制御方式可変定格出力制御、モータ数差分制御方式トルクベクタリング制御、並列駆動同期変速制御について説明する。
モータ数総和制御方式可変定格出力制御は、制御装置18が第１系統動力伝達機構50を制御して、第１入力軸(Xi1)31と第２入力軸(Xi2)32の動力の中間伝達軸(Xm)36への伝達とその切断を行うことにより、第１車輪(左車輪)19と第２車輪(右車輪)20へ動力を伝達するモータ数の総和の制御を行う。
モータ数差分制御方式トルクベクタリング制御は、制御装置18が第２系統動力伝達機構60と第３系統動力伝達機構70を制御して、中間伝達軸(Xm)36の動力の第１出力軸(Xo1)34と第２出力軸(Xo2)35への伝達とその切断を行うことにより、第１車輪(左車輪)19に動力を伝達するモータ数と第２車輪(右車輪)20に動力を伝達するモータ数の差分の制御を行う。
本発明のモータ数差分制御方式トルクベクタリング制御は、旋回走行時は走行モード(200)、走行モード(002)、(100)、(001)、直進走行時は走行モード(020)、(010)で走行するものである。過渡的な走行モード(110)、(011)、(101)は省略している。
並列駆動同期変速制御は、下記第１の変速制御と第２の変速制御からなる。
第１の変速制御は、制御装置18が第１モータ(M1)13とT1変速機構51で駆動しながらT2変速機構52の変速を、または第２モータ(M2)14とT2変速機構52で駆動しながらT1変速機構51の変速を行う制御であり、第２の変速制御は、制御装置18が第１モータ(M1)13または第２モータ(M2)14を制御して第１入力軸(Xi1)31または第２入力軸(Xi2)32の回転速度を、T1変速機構51またはT2変速機構52の変速後に使用する歯車機構511, 513, 521, 523の入力軸と同じ回転速度に変化させて歯車機構511, 513, 521, 523の接続を行う制御である。
走行モード(x y z)について説明する。xは第１車輪(左車輪)19を直接駆動するモータ数、yは第１車輪(左車輪)19と第２車輪(右車輪)20を差動機構(Def)37により分配駆動するモータ数、zは第２車輪(右車輪)20を直接駆動するモータ数である。 The motor number sum control method variable rated output control, motor number difference control method torque vectoring control, and parallel drive synchronous shift control of the present invention will be described.
The total number of motors control system variable rated output control is controlled by the control device 18 controlling the first system power transmission mechanism 50 and the intermediate power transmission shaft of the first input shaft (Xi1) 31 and the second input shaft (Xi2) 32. The total number of motors that transmit power to the first wheel (left wheel) 19 and the second wheel (right wheel) 20 is controlled by transmitting to (Xm) 36 and cutting it.
In the motor vector difference control system torque vectoring control, the control device 18 controls the second system power transmission mechanism 60 and the third system power transmission mechanism 70, and the first output shaft of the power of the intermediate transmission shaft (Xm) 36 ( By transmitting to Xo1) 34 and second output shaft (Xo2) 35 and cutting it, the number of motors transmitting power to first wheel (left wheel) 19 and power to second wheel (right wheel) 20 are transmitted. The difference in the number of motors to be transmitted is controlled.
The motor number difference control method torque vectoring control of the present invention is a travel mode (200) during turning, travel modes (002), (100), (001), and travel modes (020), (010) during straight travel. ). The transient travel modes (110), (011), and (101) are omitted.
The parallel drive synchronous shift control includes the following first shift control and second shift control.
In the first speed change control, the control device 18 drives the T2 speed change mechanism 52 while being driven by the first motor (M1) 13 and the T1 speed change mechanism 51, or is driven by the second motor (M2) 14 and the T2 speed change mechanism 52. The second shift control is a control for controlling the first motor (M1) 13 or the second motor (M2) 14 to control the first input shaft (Xi1). ) Change the rotational speed of 31 or the second input shaft (Xi2) 32 to the same rotational speed as the input shaft of the gear mechanisms 511, 513, 521, and 523 used after the shifting of the T1 transmission mechanism 51 or the T2 transmission mechanism 52. In this control, the gear mechanisms 511, 513, 521, and 523 are connected.
The travel mode (xyz) will be described. x is the number of motors that directly drive the first wheel (left wheel) 19, and y is the number of motors that drive the first wheel (left wheel) 19 and the second wheel (right wheel) 20 by a differential mechanism (Def) 37. , Z is the number of motors that directly drive the second wheel (right wheel) 20.

図２は本発明の動力システムおよびそれと比較するモデルの分類を説明する図である。
Model 2122bは特許文献１および特許文献２の代表的なモデルである。
軸構成はX1-二軸構成であり、第１入力軸(Xi1)13と第２入力軸(Xi2)14、第１出力軸(Xo1)34と第２出力軸(Xo2)35、それらと同軸の第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを有する。
第１系統動力伝達機構50はA1-フルギア変速機であり、T1変速機構51とT2変速機構52は全ての変速段数を有し、第１入力軸(Xi1)13、第２入力軸(Xi2)14の動力を第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bに伝達する。第１入力軸(Xi1)13と第２入力軸(Xi2)14を接続する入力軸中間クラッチ機構(IC)53を有する。
第２系統動力伝達機構60はB1-直接駆動機構であり、第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bの動力を第１出力軸(Xo1)34、第２出力軸(Xo2)35に直接伝達する。
第３系統動力伝達機構70はC1-分配駆動機構であり、第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bの動力を差動機構入力軸(Xid)38に伝達し、第１出力軸(Xo1)34、第２出力軸(Xo2)35に分配伝達する。第１中間伝達軸(Xm1)36aと差動機構入力軸(Xid)38を接続するC3aクラッチ機構702、第２中間伝達軸(Xm2)36bと差動機構入力軸(Xid)38を接続するC3bクラッチ機構703を有する。
Model 2125aはModel 2122bを三軸構成に変更したモデルである。
軸構成はX2-三軸構成であり、第１入力軸(Xi1)13と第１出力軸(Xo1)34から独立した第１中間伝達軸(Xm1)36a、第２入力軸(Xi2)14と第２出力軸(Xo2)35から独立した第２中間伝達軸(Xm2)36b)を有する。
Model 2125bはModel 2125aの入力軸中間クラッチ機構(IC)53の位置を変更したモデルである。
第１系統動力伝達機構50はA2-フルギア変速機構であり、T1変速機構51とT2変速機構52は全ての変速段数を有し、第１入力軸(Xi1)13、第２入力軸(Xi2)14の動力を第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bに伝達する。第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを接続する入力軸中間クラッチ機構(IC)53を有する。
Model 2161はModel 2122bの、Model 2162aはModel 2125aの、Model 2162bはModel 2125bの第３系統動力伝達機構70を変更したモデルである。
第３系統動力伝達機構70はC2-分配駆動機構であり、第２中間伝達軸(Xm2)36bの動力のみを差動機構入力軸(Xid)38に伝達し、第１出力軸(Xo1)34、第２出力軸(Xo2)35に分配伝達する。第２中間伝達軸(Xm2)36bと差動機構入力軸(Xid)38を接続するC3bクラッチ機構703を有する。
Model 2171はModel 2162の第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを一体化して中間伝達軸(Xm)36としたモデルである。
軸構成はX3-三軸構成であり、第１入力軸(Xi1)13、第２入力軸(Xi2)14、第１出力軸(Xo1)34、第２出力軸(Xo2)35から独立した中間伝達軸(Xm)36を有する。
第１系統動力伝達機構50はA3-フルギア変速機構であり、T1変速機構51とT2変速機構52は全ての変速段数を有し、第１入力軸(Xi1)13、第２入力軸(Xi2)14の動力を中間伝達軸(Xm)36に伝達する。
第２系統動力伝達機構60はB2-直接駆動機構であり、中間伝達軸(Xm)36の動力を第１出力軸(Xo1)34、第２出力軸(Xo2)35に直接伝達する。
第３系統動力伝達機構70はC3-分配駆動機構であり、中間伝達軸(Xm)36の動力を差動機構入力軸(Xid)38に伝達し、第１出力軸(Xo1)34、第２出力軸(Xo2)35に分配伝達する。中間伝達軸(Xm)36と差動機構入力軸(Xid)38を接続するC3クラッチ機構701を有する。
Model 2172はModel 2171の第１系統動力伝達機構50を変更したモデルである。
第１系統動力伝達機構50はA4-ハーフギア変速機構であり、T1変速機構51とT2変速機構52は一方が奇数段で他方が偶数段の変速段数を有し、さらに入力軸中間クラッチ機構(IC)53を有する。
Model 2173とModel 6174はそれぞれModel 2171とModel 2172をハイブリッド動力とした動力システムであり、内燃機関(E)16、第３モータ(M3)15、第３系統動力伝達機構80を有する。
Model 2171a、Model 2172a、Model 2173、Model 2174の第２系統動力伝達機構60のB2-直接駆動機構とModel 2171b、Model 2172bの第２系統動力伝達機構60のB2-直接駆動機構は本質的には同じものである。 FIG. 2 is a diagram for explaining the classification of the power system of the present invention and a model to be compared with the power system.
Model 2122b is a representative model of Patent Document 1 and Patent Document 2.
The shaft configuration is an X1-biaxial configuration, the first input shaft (Xi1) 13 and the second input shaft (Xi2) 14, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35, coaxial with them The first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b.
The first system power transmission mechanism 50 is an A1-full gear transmission, and the T1 transmission mechanism 51 and the T2 transmission mechanism 52 have all speeds, and the first input shaft (Xi1) 13 and the second input shaft (Xi2). 14 is transmitted to the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b. An input shaft intermediate clutch mechanism (IC) 53 for connecting the first input shaft (Xi1) 13 and the second input shaft (Xi2) 14 is provided.
The second system power transmission mechanism 60 is a B1-direct drive mechanism, and the power of the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b is supplied to the first output shaft (Xo1) 34, the second output. Directly transmitted to the axis (Xo2) 35.
The third system power transmission mechanism 70 is a C1-distribution drive mechanism that transmits the power of the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b to the differential mechanism input shaft (Xid) 38. , Distributed to the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35. C3a clutch mechanism 702 connecting the first intermediate transmission shaft (Xm1) 36a and the differential mechanism input shaft (Xid) 38, C3b connecting the second intermediate transmission shaft (Xm2) 36b and the differential mechanism input shaft (Xid) 38 A clutch mechanism 703 is provided.
Model 2125a is a model obtained by changing Model 2122b to a three-axis configuration.
The shaft configuration is an X2-triaxial configuration, a first intermediate transmission shaft (Xm1) 36a independent of the first input shaft (Xi1) 13, the first output shaft (Xo1) 34, and the second input shaft (Xi2) 14. A second intermediate transmission shaft (Xm2) 36b) independent of the second output shaft (Xo2) 35 is provided.
Model 2125b is a model in which the position of the input shaft intermediate clutch mechanism (IC) 53 of Model 2125a is changed.
The first system power transmission mechanism 50 is an A2-full gear speed change mechanism, and the T1 speed change mechanism 51 and the T2 speed change mechanism 52 have all speeds, and the first input shaft (Xi1) 13 and the second input shaft (Xi2). 14 is transmitted to the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b. An input shaft intermediate clutch mechanism (IC) 53 for connecting the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b is provided.
Model 2161 is a model 2122b, Model 2162a is a model 2125a, and Model 2162b is a model obtained by changing the third system power transmission mechanism 70 of Model 2125b.
The third system power transmission mechanism 70 is a C2-distribution drive mechanism, which transmits only the power of the second intermediate transmission shaft (Xm2) 36b to the differential mechanism input shaft (Xid) 38, and the first output shaft (Xo1) 34. , Distributed to the second output shaft (Xo2) 35. A C3b clutch mechanism 703 that connects the second intermediate transmission shaft (Xm2) 36b and the differential mechanism input shaft (Xid) 38 is provided.
Model 2171 is a model in which the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b of Model 2162 are integrated into an intermediate transmission shaft (Xm) 36.
The shaft configuration is an X3-triaxial configuration, which is independent of the first input shaft (Xi1) 13, the second input shaft (Xi2) 14, the first output shaft (Xo1) 34, and the second output shaft (Xo2) 35. A transmission shaft (Xm) 36 is provided.
The first system power transmission mechanism 50 is an A3-full gear speed change mechanism, and the T1 speed change mechanism 51 and the T2 speed change mechanism 52 have all speeds, and the first input shaft (Xi1) 13 and the second input shaft (Xi2). 14 power is transmitted to the intermediate transmission shaft (Xm) 36.
The second system power transmission mechanism 60 is a B2-direct drive mechanism that directly transmits the power of the intermediate transmission shaft (Xm) 36 to the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35.
The third system power transmission mechanism 70 is a C3-distribution drive mechanism, which transmits the power of the intermediate transmission shaft (Xm) 36 to the differential mechanism input shaft (Xid) 38, the first output shaft (Xo1) 34, the second Distribute to the output shaft (Xo2) 35. A C3 clutch mechanism 701 that connects the intermediate transmission shaft (Xm) 36 and the differential mechanism input shaft (Xid) 38 is provided.
Model 2172 is a model obtained by changing the first system power transmission mechanism 50 of Model 2171.
The first system power transmission mechanism 50 is an A4-half gear transmission mechanism, and the T1 transmission mechanism 51 and the T2 transmission mechanism 52 have an odd number of gears and an even number of gears, and the input shaft intermediate clutch mechanism (IC ) 53.
Model 2173 and Model 6174 are power systems that use Model 2171 and Model 2172 as hybrid power, respectively, and have an internal combustion engine (E) 16, a third motor (M3) 15, and a third power transmission mechanism 80.
Model 2171a, Model 2172a, Model 2173, Model 2174 2nd power transmission mechanism 60 B2-direct drive mechanism and Model 2171b, Model 2172b 2nd system power transmission mechanism 60 B2 direct drive mechanism are essentially The same thing.

図３はModel 2171とModel 2172の動力システムの全体概要構成を説明する図である。
動力システムは、第１モータ(M1)13、第２モータ(M2)14、第１車輪(左車輪)19、第２車輪(右車輪)20、動力伝達装置30、第１入力軸(Xi1)31、第２入力軸(Xi2)32、第１出力軸(Xo1)34 、第２出力軸(Xo2)35、二次電池11、インバータ12、制御装置18、運転制御システム90を有する。
さらに、運転制御システム90には、運転制御システム90にはステアリング・エンコーダ91、ステアリング・アクチェーター92、Gセンサー93、ヨーセンサー94、光学カメラ装置95、GPSデジタルマップ装置96が接続される。 FIG. 3 is a diagram for explaining the overall schematic configuration of the power system of Model 2171 and Model 2172.
The power system includes a first motor (M1) 13, a second motor (M2) 14, a first wheel (left wheel) 19, a second wheel (right wheel) 20, a power transmission device 30, and a first input shaft (Xi1). 31, a second input shaft (Xi 2) 32, a first output shaft (Xo 1) 34, a second output shaft (Xo 2) 35, a secondary battery 11, an inverter 12, a control device 18, and an operation control system 90.
Further, a steering encoder 91, a steering actuator 92, a G sensor 93, a yaw sensor 94, an optical camera device 95, and a GPS digital map device 96 are connected to the driving control system 90.

図４は本発明の基本的な電気動力の動力システムであるModel 2171aとModel 2171bの詳細な部分構成を説明する図である。
図４aはModel 2171aであり、軸構成は中間伝達軸(Xm)36を有するX3-三軸構成であり、第１モータ(M1)13、第２モータ(M2)14、第１入力軸(Xi1)31、第２入力軸(Xi2)32、中間伝達軸(Xm)36、第１出力軸(Xo1)34、第２出力軸(Xo2)35を有する。
第１系統動力伝達機構50はT1変速機構51とT2変速機構52が全ての変速段数を有するA3-フルギア変速機構であり、T1変速機構51を構成するT1変速機構第１速歯車機構511、T1変速機構第１速クラッチ機構512、T1変速機構第２速歯車機構513、T1変速機構第２速クラッチ機構514、T2変速機構52 を構成するT2変速機構第１速歯車機構521、T2変速機構第１速クラッチ機構522、T2変速機構第２速歯車機構523、T2変速機構第２速クラッチ機構524を有する。
第２系統動力伝達機構60はB2-直接駆動機構であり、中間伝達軸(Xm)36の動力を第１出力軸(Xo1)34に伝達するC1クラッチ機構601、中間伝達軸(Xm)36の動力を第２出力軸(Xo2)35に伝達するC2クラッチ機構602を有する。
第３系統動力伝達機構70はC3-分配駆動機構であり、中間伝達軸(Xm)36の動力を差動機構入力軸(Xid)38に伝達するC3クラッチ機構701を有する。
さらに、第１入力軸回転速度センサー41、第２入力軸回転速度センサー42、第１出力軸回転速度センサー44、第２出力軸回転速度センサー45、中間伝達軸回転速度センサー46を有する。
図４bはModel 2171bであり、Model 2171aの第２系統動力伝達機構60のC2クラッチ機構602と第３系統動力伝達機構70のC3クラッチ機構701が独立した構造であるのに対して、第２系統動力伝達機構60のC2クラッチ機構602と第３系統動力伝達機構70のC3クラッチ機構701が一体の構造である。Model 2171aとModel 2171bは本質的には同じ構造であり、制御方法は同じである。 FIG. 4 is a diagram illustrating a detailed partial configuration of Model 2171a and Model 2171b which are basic electric power systems of the present invention.
FIG. 4a shows a Model 2171a. The shaft configuration is an X3-triaxial configuration having an intermediate transmission shaft (Xm) 36. The first motor (M1) 13, the second motor (M2) 14, and the first input shaft (Xi1). ) 31, a second input shaft (Xi2) 32, an intermediate transmission shaft (Xm) 36, a first output shaft (Xo1) 34, and a second output shaft (Xo2) 35.
The first system power transmission mechanism 50 is an A3-full gear speed change mechanism in which the T1 speed change mechanism 51 and the T2 speed change mechanism 52 have all speeds, and the T1 speed change mechanism first speed gear mechanism 511, T1 constituting the T1 speed change mechanism 51. T2 speed change mechanism first speed gear mechanism 521, T2 speed change mechanism 52, T1 speed change mechanism second speed gear mechanism 513, T1 speed change mechanism second speed clutch mechanism 514, T2 speed change mechanism 52 A first speed clutch mechanism 522, a T2 speed change mechanism second speed gear mechanism 523, and a T2 speed change mechanism second speed clutch mechanism 524 are provided.
The second system power transmission mechanism 60 is a B2-direct drive mechanism that transmits the power of the intermediate transmission shaft (Xm) 36 to the first output shaft (Xo1) 34, and the intermediate transmission shaft (Xm) 36. A C2 clutch mechanism 602 that transmits power to the second output shaft (Xo2) 35 is provided.
The third system power transmission mechanism 70 is a C3-distribution drive mechanism, and has a C3 clutch mechanism 701 that transmits the power of the intermediate transmission shaft (Xm) 36 to the differential mechanism input shaft (Xid) 38.
Furthermore, it has a first input shaft rotational speed sensor 41, a second input shaft rotational speed sensor 42, a first output shaft rotational speed sensor 44, a second output shaft rotational speed sensor 45, and an intermediate transmission shaft rotational speed sensor 46.
FIG. 4b shows a Model 2171b, in which the C2 clutch mechanism 602 of the second system power transmission mechanism 60 of the Model 2171a and the C3 clutch mechanism 701 of the third system power transmission mechanism 70 are independent structures. The C2 clutch mechanism 602 of the power transmission mechanism 60 and the C3 clutch mechanism 701 of the third system power transmission mechanism 70 are integrated. Model 2171a and Model 2171b have essentially the same structure, and the control method is the same.

図５と図６はModel 2171の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図である。
図５aは走行モード(010)であり、第１モータ(M1)13、T1変速機構51、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35 を分配駆動する走行モードである。
図５bは走行モード(020)であり、第１モータ(M1)13、T1変速機構51、第２モータ(M2)14、T2変速機構52、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図６aは走行モード(001)であり、第１モータ(M1)13、T1変速機構51、C2クラッチ機構602 で第２出力軸(Xo2)35を直接駆動する走行モードである。
図６bは走行モード(002)であり、第１モータ(M1)13、T1変速機構51、第２モータ(M2)14、T2変速機構52、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動する走行モードである。
モータ数総和制御方式可変定格出力制御は、走行モード(010)と走行モード(020)を切換える制御、走行モード(001)と走行モード(002)を切換える制御、走行モード(100)と走行モード(200)を切換える制御である。
モータ数差分制御方式トルクベクタリング制御は、走行モード(100)、走行モード(010)、走行モード(001)を切換える制御、走行モード(200)、走行モード(020)、走行モード(002)を切換える制御である。
Model 2122bと比べて走行モード(110)、(011)、(101)が省略されている。 FIG. 5 and FIG. 6 are diagrams for explaining the motor number sum control method variable rated output control and the motor number difference control method torque vectoring control of the power system of Model 2171.
FIG. 5a shows the travel mode (010), in which the first output shaft (Xo1) 34 and the second output shaft include the first motor (M1) 13, the T1 transmission mechanism 51, the C3 clutch mechanism 701, and the differential mechanism (Def) 37. This is a travel mode in which (Xo2) 35 is distributed.
FIG. 5b shows a travel mode (020) in which the first motor (M1) 13, the T1 transmission mechanism 51, the second motor (M2) 14, the T2 transmission mechanism 52, the C3 clutch mechanism 701, and the differential mechanism (Def) 37 In this travel mode, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven.
FIG. 6A shows a travel mode (001) in which the first output shaft (Xo2) 35 is directly driven by the first motor (M1) 13, the T1 transmission mechanism 51, and the C2 clutch mechanism 602.
FIG. 6B shows the travel mode (002). The first motor (M1) 13, the T1 transmission mechanism 51, the second motor (M2) 14, the T2 transmission mechanism 52, the C2 clutch mechanism 602 and the second output shaft (Xo2) 35 are shown. This is a travel mode in which is directly driven.
The total number of motors control system variable rated output control is a control that switches between driving mode (010) and driving mode (020), control that switches between driving mode (001) and driving mode (002), driving mode (100) and driving mode ( 200).
Motor number difference control methodTorque vectoring control is a mode that switches between travel mode (100), travel mode (010), travel mode (001), travel mode (200), travel mode (020), travel mode (002). It is the control to switch.
The driving modes (110), (011), and (101) are omitted as compared with the Model 2122b.

Model 2171の動力システムの第１速走行モード(010)から第１速走行モード(020)へ切換えるモータ数総和制御方式可変定格出力制御について詳細に説明する。
図５aの第１速走行モード(010)は、第１モータ(M1)13、T1変速機構51のT1変速機構第１速歯車機構511、T1変速機構第１速クラッチ機構512、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図５bの第１速走行モード(020)へ切換えるには、第２モータ(M2)14を起動して、第１モータ(M1)13で駆動しながら、第２モータ(M2)14でT2変速機構52のT2変速機構第1速歯車機構521に同期をとって、 T2変速機構第１速クラッチ機構522を接続し、第１モータ(M1)13と第２モータ(M2)14で駆動する。
「同期を取って」とは、第１入力軸回転速度センサー41、第２入力軸回転速度センサー42、中間伝達軸回転速度センサー46の検出値に基づいてT2変速機構第１速クラッチ機構522の入力と出力の回転速度を一致さす制御である。
第１速走行モード(020)から第１速走行モード(010)への切換えも同様であり、いずれも切換え時の駆動トルク抜けと切換え時の衝撃は発生しない。 The motor number total control method variable rated output control for switching from the first speed travel mode (010) to the first speed travel mode (020) of the power system of Model 2171 will be described in detail.
The first speed travel mode (010) in FIG. 5a is the first motor (M1) 13, the T1 speed change mechanism first speed gear mechanism 511 of the T1 speed change mechanism 51, the T1 speed change mechanism first speed clutch mechanism 512, and the C3 clutch mechanism 701. This is a travel mode in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the differential mechanism (Def) 37.
To switch to the first speed travel mode (020) of FIG. 5b, the second motor (M2) 14 is started and driven by the first motor (M1) 13, while the second motor (M2) 14 is used for the T2 speed change. In synchronization with the T2 transmission mechanism first speed gear mechanism 521 of the mechanism 52, the T2 transmission mechanism first speed clutch mechanism 522 is connected and driven by the first motor (M1) 13 and the second motor (M2) 14.
“Synchronize” means that the T2 speed change mechanism first speed clutch mechanism 522 is based on the detection values of the first input shaft rotational speed sensor 41, the second input shaft rotational speed sensor 42, and the intermediate transmission shaft rotational speed sensor 46. This is a control to match the input and output rotation speeds.
The switching from the first speed traveling mode (020) to the first speed traveling mode (010) is the same, and in either case, there is no drive torque loss at the time of switching and no shock at the time of switching.

Model 2171の動力システムの第１速走行モード(001)から第１速走行モード(002)へ切換えるモータ数総和制御方式可変定格出力制御について詳細に説明する。
図６aの第１速走行モード(001)は、第１モータ(M1)13、T1変速機構51のT1変速機構第１速歯車機構511、T1変速機構第１速クラッチ機構512、C2クラッチ機構602で第２出力軸(Xo2)35 を直接駆動する走行モードである。
図６bの第１速走行モード(002)へ切換えるには、第２モータ(M2)14を起動して、第２モータ(M2)14でT2変速機構52のT2変速機構第1速歯車機構521に同期をとってT2変速機構第１速クラッチ機構522を接続し、第１モータ(M1)13 と第２モータ(M2)14で駆動する。
第１速走行モード(002)から第１速走行モード(001)への切換えも同様であり、いずれも切換え時の駆動トルク抜けと切換え時の衝撃は発生しない。 The motor number total control method variable rated output control for switching from the first speed travel mode (001) to the first speed travel mode (002) of the power system of Model 2171 will be described in detail.
The first speed travel mode (001) in FIG. 6A is the first motor (M1) 13, the T1 speed change mechanism first speed gear mechanism 511 of the T1 speed change mechanism 51, the T1 speed change mechanism first speed clutch mechanism 512, and the C2 clutch mechanism 602. In this mode, the second output shaft (Xo2) 35 is directly driven.
To switch to the first speed travel mode (002) in FIG. 6b, the second motor (M2) 14 is started, and the T2 transmission mechanism first speed gear mechanism 521 of the T2 transmission mechanism 52 is activated by the second motor (M2) 14. The first speed clutch mechanism 522 is connected to the T2 transmission mechanism in synchronization with the first motor (M1) 13 and the second motor (M2) 14 to drive.
The switching from the first speed travel mode (002) to the first speed travel mode (001) is the same, and in either case, there is no drive torque loss at the time of switching and no shock at the time of switching.

電気動力またはハイブリッド動力の自動車にとってモータの温度上昇は重要な課題である。モータは温度上昇によって出力が低下しエネルギー効率は低下する。Model 2171の動力システムの走行モード(001)、走行モード(010)、走行モード(100)においては、第１モータ(M1)13による駆動と第２モータ(M2)14による駆動のいずれも可能であり、第１モータ(M1)13と第２モータ(M2)14を適時切換えることによりモータの温度上昇を低減することができる。   Increasing motor temperature is an important issue for electric or hybrid powered vehicles. As the temperature of the motor increases, the output decreases and the energy efficiency decreases. In the driving mode (001), driving mode (010), and driving mode (100) of the Model 2171 power system, either driving by the first motor (M1) 13 or driving by the second motor (M2) 14 is possible. Yes, the temperature rise of the motor can be reduced by switching the first motor (M1) 13 and the second motor (M2) 14 in a timely manner.

Model 2171の動力システムのモータ数差分制御方式トルクベクタリング制御について詳細に説明する。
Model 2171のモータ数差分制御方式トルクベクタリング制御は、左旋回走行のための走行モード(100)、(200)、直進走行のための走行モード(010)、(020)、右旋回走行のための走行モード(001)、(002)の切換えを行う制御である。特許文献１と特許文献２の動力システムの走行モード(110)、(011)、(101)は省略している。
モータ数差分制御方式トルクベクタリング制御は次にどの走行モードへ切り替えるかを判断する判断制御と最小の切換え時のトルク抜けと最小の切換え時の衝撃で切換えを行う切換え制御からなる。
判断制御には二つの方式がある。第１の方式は現在の走行が直進走行か左旋回走行か右旋回走行かを検出して判断する検出判断制御であり、第２の方式は次の走行が直進走行か左旋回走行か右旋回走行かを予測して判断する予測判断制御である。
切換え制御は切換え時の駆動トルク抜けと切換え時の衝撃は発生しない。三つの方式がある。第１の方式はモータで同期をとってクラッチの入力を出力の回転速度と一致させて接続するモータ同期切換え制御であり、第２の方式は第１出力軸(Xo1)34と第２出力軸(Xo2)35の回転速度が等しい直進走行時に切換えを行う直進走行・出力軸同期切換え制御であり、第３の方式は内側車輪の接地力低下により空転して第１出力軸(Xo1)34と第２出力軸(Xo2)35の回転速度が等しくなる旋回走行時に切換えを行う旋回空転走行・出力軸同期切換え制御である。
モータ同期切換え制御、直進走行・出力軸同期切換え制御、旋回空転走行・出力軸同期切換え制御によって、最小の切換え時のトルク抜けと最小の切換え時の衝撃で切換えを行うことが可能になったので、過渡的な走行モード(110)、(011)、(101)の省略が可能になった。 The motor number difference control system torque vectoring control of the power system of Model 2171 will be described in detail.
Model 2171 motor number difference control method Torque vectoring control consists of travel modes (100) and (200) for left-turn travel, travel modes (010) and (020) for straight travel, and right-turn travel This is a control for switching between the travel modes (001) and (002). The driving modes (110), (011), and (101) of the power systems of Patent Document 1 and Patent Document 2 are omitted.
The motor number difference control method torque vectoring control includes determination control for determining which travel mode to switch to next, and switching control for switching by torque loss at the minimum switching and shock at the minimum switching.
There are two types of judgment control. The first method is detection determination control that detects and determines whether the current traveling is a straight traveling, a left turning traveling, or a right turning traveling, and the second method is a determination whether the next traveling is a straight traveling, a left turning traveling, or a right traveling. This is prediction determination control for predicting and determining whether the vehicle is turning.
In the switching control, there is no drive torque loss at the time of switching and no impact at the time of switching. There are three methods. The first method is motor synchronous switching control that synchronizes with the motor and connects the clutch input in accordance with the rotational speed of the output. The second method is the first output shaft (Xo1) 34 and the second output shaft. (Xo2) 35 is a straight-running / output shaft synchronous switching control that switches during straight-running with the same rotational speed of 35. The third method is idling due to a decrease in the ground contact force of the inner wheel and the first output shaft (Xo1) 34 This is a turning idling traveling / output shaft synchronous switching control for switching during turning traveling in which the rotation speed of the second output shaft (Xo2) 35 becomes equal.
With motor synchronous switching control, straight running / output shaft synchronous switching control, turning idle running / output shaft synchronous switching control, it is now possible to perform switching with torque loss at the minimum switching and shock at the minimum switching. The transitional driving modes (110), (011), and (101) can be omitted.

Model 2171の動力システムのモータ数差分制御方式トルクベクタリング制御の検出判断制御と予測判断制御の概要について図８で説明する。図８aは直線から右Rに変化する道路であり、図８bは右Rから直線に変化する道路であり、図８cは右Rから左Rに変化する道路である。
運転制御システム90(図３)は、それに接続されたステアリング・エンコーダ91(図３)、ステアリング・アクチェーター92(図３)、Gセンサー93(図３)、ヨーセンサー94(図３)から直進走行か旋回走行かを検出して検出走行情報として出力する。または、光学カメラ装置95(図３)、GPSデジタルマップ装置96(図３)の道路の情報から次の走行が直進走行か旋回走行かを予測して予測走行情報を出力し、制御装置18は運転制御システム90の検出走行情報または予測走行情報に基づいてモータ数差分制御方式トルクベクタリング制御を行う。
検出判断制御について説明する。運転制御システム90が図８a, 図８b, 図８c のB-Cの位置で検出走行情報を出力し、制御装置18は検出走行情報が直進走行(図８b)であれば走行モード(010), (020)へ、左旋回走行(図８c)であれば走行モード(001), (002)へ、右旋回走行(図８a)であれば走行モード(100), (200)への切換えが好ましいと判断する。
予測判断制御について説明する。運転制御システム90が図８a, 図８b, 図８c のA-Bの位置で予測走行情報を出力し、制御装置18は予測走行情報が直進走行(図８b)であれば走行モード(010), (020)へ、左旋回走行(図８c)であれば走行モード(001), (002)へ、右旋回走行(図８a)であれば走行モード(100), (200)への切換えが好ましいと判断する。
実際に走行モードの切換えを行うか行わないかの判断は他の情報も含めて判断が行われる。例えば低速で走行している場合は、走行モード(010)に固定し、モータ数差分制御方式トルクベクタリング制御を行わないことがある。 The outline of detection judgment control and prediction judgment control of the motor number difference control method torque vectoring control of the power system of Model 2171 will be described with reference to FIG. 8a shows a road that changes from a straight line to a right R, FIG. 8b shows a road that changes from a right R to a straight line, and FIG. 8c shows a road that changes from a right R to a left R.
The driving control system 90 (FIG. 3) is driven straight from a steering encoder 91 (FIG. 3), a steering actuator 92 (FIG. 3), a G sensor 93 (FIG. 3), and a yaw sensor 94 (FIG. 3) connected thereto. It detects whether the vehicle is turning, and outputs it as detected travel information. Alternatively, predicting whether the next traveling is a straight traveling or a turning traveling from the road information of the optical camera device 95 (FIG. 3) and the GPS digital map device 96 (FIG. 3), and outputs predicted traveling information. The motor number difference control method torque vectoring control is performed based on the detected travel information or the predicted travel information of the operation control system 90.
The detection determination control will be described. The driving control system 90 outputs the detected travel information at the position BC in FIGS. 8a, 8b, and 8c, and the controller 18 determines the travel modes (010), (020) if the detected travel information is straight travel (FIG. 8b). It is preferable to switch to travel mode (001), (002) for left turn travel (FIG. 8c), and to travel mode (100), (200) for right turn travel (FIG. 8a). to decide.
The prediction determination control will be described. The driving control system 90 outputs the predicted traveling information at the position AB in FIGS. 8a, 8b, and 8c, and the controller 18 determines the traveling modes (010), (020) if the predicted traveling information is straight traveling (FIG. 8b). It is preferable to switch to travel mode (001), (002) for left turn travel (FIG. 8c), and to travel mode (100), (200) for right turn travel (FIG. 8a). to decide.
Judgment on whether or not to actually switch the driving mode is made including other information. For example, when traveling at a low speed, the motor mode difference control method torque vectoring control may not be performed while the traveling mode (010) is fixed.

Model 2171の動力システムのモータ数差分制御方式トルクベクタリング制御のモータ同期切換え制御と出力軸同期切換え制御の概要について図８で説明する。
モータ同期切換え制御は、検出判断制御と予測判断制御のいずれとの組合せも可能であり、図８a, 図８b, 図８cのA-B-Cのいずれの位置でも切換え制御が可能である。切換え時の駆動トルク抜けと切換え時の衝撃は発生するが、モータは内燃機関に比べて回転速度制御の速度と精度が高いのでそれらの影響は小さい。
直進走行・出力軸同期切換え制御と旋回空転走行・出力軸同期切換え制御は、検出判断制御と予測判断制御との組合せと図８a, 図８b, 図８cにおける制御が可能な位置に制限がある。しかし、モータ同期切換え制御のような切換え時の駆動トルク抜けと切換え時の衝撃は発生しない。
直進走行・出力軸同期切換え制御は、検出判断制御との組合せにより、図８b, 図８cのBの位置において走行モード(010), (020)への切換えを行い、予測判断方式との組合せにより、図８aのBの位置において走行モード(100), (200)への切換え、図８bのBの位置において走行モード(010), (020)への切換え、図８cのBの位置において走行モード(001), (002)への切換えを行う。
旋回空転走行・出力軸同期切換え方式は、
検出判断方式との組合せにより、図８aのCの位置において走行モード(100), (200)への切換え、図8cのCの位置において走行モード(001), (002)への切換えを行う。 The outline of motor synchronous switching control and output shaft synchronous switching control of the motor number difference control method torque vectoring control of the power system of Model 2171 will be described with reference to FIG.
The motor synchronous switching control can be a combination of detection determination control and prediction determination control, and switching control can be performed at any position of ABC in FIGS. 8a, 8b, and 8c. The drive torque loss at the time of switching and the impact at the time of switching occur, but the influence of the motor is small because the speed and accuracy of the rotational speed control are higher than those of the internal combustion engine.
In the straight travel / output shaft synchronous switching control and the turning idling / output shaft synchronous switching control, the combination of the detection determination control and the prediction determination control and the positions where the control in FIGS. 8a, 8b, and 8c can be performed are limited. However, there is no drive torque loss at the time of switching such as motor synchronous switching control and no impact at the time of switching.
The straight running / output shaft synchronous switching control is switched to the running mode (010), (020) at the position B in FIGS. 8b and 8c by combination with detection judgment control, and in combination with the prediction judgment method. 8a, switching to driving mode (100), (200) at position B, switching to driving mode (010), (020) at position B in FIG. 8b, driving mode at position B in FIG. 8c Switch to (001), (002).
The rotation idling / output shaft synchronous switching method is
By combination with the detection judgment method, switching to the running modes (100) and (200) is performed at the position C in FIG. 8a, and switching to the running modes (001) and (002) is performed at the position C in FIG. 8c.

図９はモータ数差分制御方式トルクベクタリング制御のモータ同期切換え制御について第２系統動力伝達機構60と第３系統動力伝達機構70の制御を説明する図である。
走行モード(010)(図９a)から走行モード(001)(図９c)への切換え、走行モード(020)から走行モード(002)への切換えについて説明する。
制御装置18は、C3クラッチ機構701を切断して過渡的に走行モード (000)(図９b)とし、中間伝達軸回転速度センサー46と第２出力軸回転速度センサー45の検出値に基づいて、第１モータ(M1)13、第２モータ(M2)14でC2クラッチ機構602の入力である中間動力伝達軸(Xm)36 の回転速度をC2クラッチ機構602の出力である第２出力軸(Xo2)35の回転速度と一致させてC2クラッチ機構602を接続し、走行モード(001)(図９c)、走行モード(002) とする。
走行モード(001)から走行モード(010)への切換え、走行モード(002)から走行モード(020)への切換えについて説明する。
制御装置18は、C2クラッチ機構602を切断し、中間伝達軸回転速度センサー46の検出値と、第１出力軸回転速度センサー44の検出値と第２出力軸回転速度センサー45の検出値から算出(中間値を求める)した差動機構入力軸(Xid)38の回転速度に基づいて、第１モータ(M1)13、第２モータ(M2)14でC3クラッチ機構701の入力である中間動力伝達軸(Xm)36の回転速度を出力である差動機構入力軸(Xid)38の回転速度と一致させてC3クラッチ機構701を接続する。
走行モード(100)と走行モード(200)についてはC2クラッチ機構602をC1クラッチ機構601に置き換えることにより同様の制御になる。 FIG. 9 is a diagram for explaining the control of the second system power transmission mechanism 60 and the third system power transmission mechanism 70 in the motor synchronous switching control of the motor number difference control method torque vectoring control.
Switching from the traveling mode (010) (FIG. 9a) to the traveling mode (001) (FIG. 9c) and switching from the traveling mode (020) to the traveling mode (002) will be described.
The control device 18 disconnects the C3 clutch mechanism 701 to transition to transit mode (000) (FIG. 9b), and based on the detection values of the intermediate transmission shaft rotational speed sensor 46 and the second output shaft rotational speed sensor 45, The first motor (M1) 13 and the second motor (M2) 14 use the second output shaft (Xo2) that outputs the rotational speed of the intermediate power transmission shaft (Xm) 36, which is the input of the C2 clutch mechanism 602, to the C2 clutch mechanism 602. ) The C2 clutch mechanism 602 is connected in accordance with the rotational speed of 35, and the travel mode (001) (FIG. 9c) and the travel mode (002) are set.
Switching from the traveling mode (001) to the traveling mode (010) and switching from the traveling mode (002) to the traveling mode (020) will be described.
The control device 18 disconnects the C2 clutch mechanism 602 and calculates from the detected value of the intermediate transmission shaft rotational speed sensor 46, the detected value of the first output shaft rotational speed sensor 44, and the detected value of the second output shaft rotational speed sensor 45. Based on the rotational speed of the differential mechanism input shaft (Xid) 38 (to obtain an intermediate value), the intermediate motor power transmission, which is the input of the C3 clutch mechanism 701, by the first motor (M1) 13 and the second motor (M2) 14 The C3 clutch mechanism 701 is connected with the rotational speed of the shaft (Xm) 36 matched with the rotational speed of the differential mechanism input shaft (Xid) 38 as an output.
The driving mode (100) and the driving mode (200) are controlled in the same manner by replacing the C2 clutch mechanism 602 with the C1 clutch mechanism 601.

図１０はModel 2171の動力システムのモータ数差分制御方式トルクベクタリング制御の直進走行・出力軸同期切換え制御と旋回空転走行・出力軸同期切換え制御について第２系統動力伝達機構60と第３系統動力伝達機構70の制御を詳細に説明する図である。直進走行・出力軸同期切換え制御は第１出力軸(Xo1)34と第２出力軸(Xo2)35の回転速度が等しい直進走行状態に切換えを行い、旋回空転走行・出力軸同期切換え制御は旋回走行中に内側車輪が接地力低下により空転して回転速度が上昇して第１出力軸(Xo1)34と第２出力軸(Xo2)35の回転速度が等しくなる空転走行状態に切換えを行うが、それらの制御は同じである。
走行モード(010)(図１０a)から走行モード(001)(図１０c)への切換え、走行モード(020)から走行モード(002)への切換えについて説明する。
制御装置18は、第１出力軸回転速度センサー44、第２出力軸回転速度センサー45 の検出値が等しい時に、C3クラッチ機構701の切断とC2クラッチ機構602を接続を同時に行う。過渡的に走行モード(011)、走行モード(022) となっても支障はない。
走行モード(001)から走行モード(010)への切換えと走行モード(002)から走行モード(020)への切換えについて説明する。
制御装置18は、第１出力軸回転速度センサー44、第２出力軸回転速度センサー45の検出値が等しい時に、C2クラッチ機構602の切断とC3クラッチ機構701の接続を同時に行う。
走行モード(100)と走行モード(200)についてはC2クラッチ機構602をC1クラッチ機構601に置き換えることにより同様の制御になる。
常に、C1クラッチ機構601、C2クラッチ機構602またはC3クラッチ機構701のいずれかが接続されている(図９b)ので切換え時の駆動トルク抜けは発生しない。また、切換え時に、第１モータ(M1)13、第２モータ(M2)14の回転速度は変化しないので切換え時の衝撃は発生しない。 FIG. 10 shows the second system power transmission mechanism 60 and the third system power for the straight traveling / output shaft synchronous switching control and the swiveling idle driving / output shaft synchronous switching control of torque vectoring control of the motor number difference control method of the Model 2171 power system. FIG. 5 is a diagram for explaining in detail the control of a transmission mechanism 70. In the straight running / output shaft synchronous switching control, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are switched to the straight running state in which the rotation speed is equal. While traveling, the inner wheel is idled due to a decrease in grounding force, and the rotational speed is increased to switch to the idle running state where the rotational speeds of the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are equal. Their control is the same.
Switching from the travel mode (010) (FIG. 10a) to the travel mode (001) (FIG. 10c) and switching from the travel mode (020) to the travel mode (002) will be described.
The control device 18 simultaneously disconnects the C3 clutch mechanism 701 and connects the C2 clutch mechanism 602 when the detected values of the first output shaft rotational speed sensor 44 and the second output shaft rotational speed sensor 45 are equal. There is no problem even if the vehicle is in transit mode (011) or transit mode (022).
Switching from the traveling mode (001) to the traveling mode (010) and switching from the traveling mode (002) to the traveling mode (020) will be described.
The control device 18 simultaneously disconnects the C2 clutch mechanism 602 and connects the C3 clutch mechanism 701 when the detected values of the first output shaft rotational speed sensor 44 and the second output shaft rotational speed sensor 45 are equal.
The driving mode (100) and the driving mode (200) are controlled in the same manner by replacing the C2 clutch mechanism 602 with the C1 clutch mechanism 601.
Since any one of the C1 clutch mechanism 601, the C2 clutch mechanism 602, and the C3 clutch mechanism 701 is always connected (FIG. 9b), there is no drive torque loss at the time of switching. Further, since the rotational speeds of the first motor (M1) 13 and the second motor (M2) 14 do not change at the time of switching, no shock is generated at the time of switching.

図１１はModel 2171 の動力システムの走行モード(010)の並列駆動同期変速制御について第１系統動力伝達機構50の制御を説明する図である。
図１１aは第１速走行モード(010)であり、第１モータ(M1)13、T1変速機構51のT1変速機構第１速歯車機構511、T1変速機構第１速クラッチ機構512、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図１１bは過渡的走行モード(020)であり、第２モータ(M2)14を起動して、第２モータ(M2)14、T2変速機構52で駆動しながら、第１モータ(M1)13でT1変速機構51の目的の(次に使用する)T1変速機構第２速歯車機構513に同期をとってT1変速機構第２速クラッチ機構514を接続する走行モードである。
図１１cは第２速走行モード(010)であり、T2変速機構52を切断し、第２モータ(M2)14を停止し、第１モータ(M1)13、T1変速機構51のT1変速機構第２速歯車機構513、T2変速機構第２速クラッチ機構524で駆動する速走行モードである。
「同期を取って」とは、第１入力軸回転速度センサー41、第２入力軸回転速度センサー42、中間伝達軸回転速度センサー46の検出値に基づいてT1変速機構第１速クラッチ機構512の入力と出力の回転速度を一致さす制御である。 FIG. 11 is a diagram for explaining the control of the first system power transmission mechanism 50 for the parallel drive synchronous shift control in the travel mode (010) of the model 2171 power system.
FIG. 11a shows the first speed travel mode (010), which is the first motor (M1) 13, the T1 speed change mechanism first speed gear mechanism 511 of the T1 speed change mechanism 51, the T1 speed change mechanism first speed clutch mechanism 512, and the C3 clutch mechanism. Reference numeral 701 denotes a travel mode in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the differential mechanism (Def) 37.
FIG. 11b shows a transitional driving mode (020) in which the second motor (M2) 14 is started and driven by the first motor (M1) 13 while being driven by the second motor (M2) 14 and the T2 transmission mechanism 52. This is a travel mode in which the T1 speed change mechanism second speed clutch mechanism 514 is connected in synchronization with the target (next use) T1 speed change mechanism second speed gear mechanism 513 of the T1 speed change mechanism 51.
FIG. 11c shows the second speed travel mode (010), in which the T2 transmission mechanism 52 is disconnected, the second motor (M2) 14 is stopped, the first motor (M1) 13, and the T1 transmission mechanism 51 of the T1 transmission mechanism 51 are stopped. This is a high speed driving mode in which the second speed gear mechanism 513 and the T2 speed change mechanism second speed clutch mechanism 524 are driven.
“Synchronize” means that the T1 speed change mechanism first speed clutch mechanism 512 is based on the detection values of the first input shaft rotational speed sensor 41, the second input shaft rotational speed sensor 42, and the intermediate transmission shaft rotational speed sensor 46. This is a control to match the input and output rotation speeds.

図１２はModel 2171の動力システムの走行モード(020)の並列駆動同期変速制御について第１系統動力伝達機構50の制御を説明する図である。
図１２aは第１速走行モード(020)であり、第１モータ(M1)13、T1変速機構51のT1変速機構第１速歯車機構511、T1変速機構第１速クラッチ機構512、T1変速機構52のT2変速機構第１速歯車機構521、T2変速機構第１速クラッチ機構522、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図１２bは過渡的走行モード(020)であり、第１モータ(M1)13、T1変速機構51で駆動しながら、第２モータ(M2)14でT2変速機構52の目的の(次に使用する)T2変速機構第２速歯車機構523に同期をとってT2変速機構第２速クラッチ機構524 を接続する走行モードである。
図１２cは第２速走行モード(020)であり、第２モータ(M2)14、T2変速機構52で駆動しながら、第１モータ(M1)13でT1変速機構51の目的の(次に使用する)T1変速機構第２速歯車機構513に同期をとってT1変速機構第２速クラッチ機構514を接続し、第１モータ(M1)13、T1変速機構51のT1変速機構第２速歯車機構513 、T2変速機構第２速クラッチ機構524、第２モータ(M2)14、T2変速機構52のT2変速機構第２速歯車機構523、T2変速機構第２速クラッチ機構524で駆動する走行モードである。
Model 2171の走行モード(100)と走行モード(001)の並列駆動同期変速制御と走行モード(010)の並列駆動同期変速制御との差異、走行モード(200)と走行モード(002)の並列駆動同期変速制御と走行モード(020)の並列駆動同期変速制御との差異は、C3クラッチ機構701が C1クラッチ機構601、C2クラッチ機構602に変わるだけである。 FIG. 12 is a diagram for explaining the control of the first system power transmission mechanism 50 for the parallel drive synchronous shift control in the travel mode (020) of the power system of Model 2171.
FIG. 12a shows the first speed travel mode (020), the first motor (M1) 13, the T1 speed change mechanism first speed gear mechanism 511 of the T1 speed change mechanism 51, the T1 speed change mechanism first speed clutch mechanism 512, and the T1 speed change mechanism. 52 T2 transmission mechanism first speed gear mechanism 521, T2 transmission mechanism first speed clutch mechanism 522, C3 clutch mechanism 701, differential mechanism (Def) 37, first output shaft (Xo1) 34 and second output shaft (Xo2) ) 35 is a traveling mode in which the drive is distributed.
FIG. 12b shows the transitional driving mode (020), which is driven by the first motor (M1) 13 and the T1 transmission mechanism 51 while the second motor (M2) 14 is used for the purpose of the T2 transmission mechanism 52 (to be used next). This is a travel mode in which the T2 speed change mechanism second speed clutch mechanism 524 is connected in synchronization with the T2 speed change mechanism second speed gear mechanism 523.
FIG. 12c shows the second speed travel mode (020), which is driven by the second motor (M2) 14 and the T2 transmission mechanism 52 while the first motor (M1) 13 is used for the purpose of the T1 transmission mechanism 51 (next use). The T1 speed change mechanism second speed gear mechanism 513 is synchronized with the T1 speed change mechanism second speed clutch mechanism 514 to connect the first motor (M1) 13 and the T1 speed change mechanism 51 to the T1 speed change mechanism second speed gear mechanism. 513, a T2 speed change mechanism second speed clutch mechanism 524, a second motor (M2) 14, a T2 speed change mechanism second speed gear mechanism 523 of the T2 speed change mechanism 52, and a T2 speed change mechanism second speed clutch mechanism 524. is there.
Difference between parallel drive synchronous shift control of travel mode (100) and travel mode (001) of model 2171 and parallel drive synchronous shift control of travel mode (010), parallel drive of travel mode (200) and travel mode (002) The only difference between the synchronous shift control and the parallel drive synchronous shift control in the travel mode (020) is that the C3 clutch mechanism 701 is changed to a C1 clutch mechanism 601 and a C2 clutch mechanism 602.

図１３はModel 2171aとModel 2171bの変形実施例であるModel 2172aとModel 2172bの動力システムの詳細な部分構成を説明する図である。
図１３aは、Model 2172aであり、第１系統動力伝達機構50はA4-ハーフギア変速機構機構であり、T1変速機構51は偶数段の減速比のT1変速機構第２速歯車機構513とT1変速機構第２クラッチ機構514を有し、T2変速機構52 は奇数段の減速比のT2変速機構第１速歯車機構521とT2変速機構第２速クラッチ機構522を有し、さらに入力軸中間クラッチ機構(IC)53を有する。 FIG. 13 is a diagram illustrating a detailed partial configuration of a power system of Model 2172a and Model 2172b, which are modified examples of Model 2171a and Model 2171b.
FIG. 13a is a Model 2172a, the first system power transmission mechanism 50 is an A4-half gear transmission mechanism, and the T1 transmission mechanism 51 is a T1 transmission mechanism second speed gear mechanism 513 and a T1 transmission mechanism with an even speed reduction ratio. The second clutch mechanism 514 includes a T2 transmission mechanism first speed gear mechanism 521 and a T2 transmission mechanism second speed clutch mechanism 522 having an odd speed reduction ratio, and an input shaft intermediate clutch mechanism ( IC) 53.

図１４と図１５はModel 2172の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図である。
図１４aは第１速走行モード(010)であり、第２モータ(M2)14、T2変速機構52、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図１４bは第１速走行モード(020)であり、第１モータ(M1)13、第２モータ(M2)14、入力軸中間クラッチ機構(IC)53、T2変速機構52、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図１５aは第１速走行モード(001)であり、第２モータ(M2)14、T2変速機構52、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動する走行モードである。
図１５bは第１速走行モード(002)であり、第１モータ(M1)13、第２モータ(M2)14、入力軸中間クラッチ機構(IC)53、T2変速機構52、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動する走行モードである。
モータ数総和制御方式可変定格出力制御は、走行モード(010)と走行モード(020)を切換える制御、走行モード(001)と走行モード(002)を切換える制御、走行モード(100)と走行モード(200)を切換える制御である。
モータ数差分制御方式トルクベクタリング制御は、走行モード(100)と走行モード(010)と走行モード(001)を切換える制御、走行モード(200)と走行モード(020)と走行モード(002)を切換える制御であり、第２系統動力伝達機構60と第３系統動力伝達機構70のみの制御なので Model 2171のモータ数差分制御方式トルクベクタリング制御と同じである。 FIG. 14 and FIG. 15 are diagrams for explaining the motor number total control method variable rated output control and the motor number difference control method torque vectoring control of the power system of Model 2172.
FIG. 14a shows the first speed travel mode (010). The second motor (M2) 14, the T2 transmission mechanism 52, the C3 clutch mechanism 701, the differential mechanism (Def) 37 and the first output shaft (Xo1) 34 and This is a traveling mode in which the two output shafts (Xo2) 35 are distributed and driven.
FIG. 14b shows the first speed travel mode (020). The first motor (M1) 13, the second motor (M2) 14, the input shaft intermediate clutch mechanism (IC) 53, the T2 transmission mechanism 52, the differential mechanism (Def) 37) is a travel mode in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven.
FIG. 15A shows the first speed travel mode (001), which is a travel mode in which the second output shaft (Xo2) 35 is directly driven by the second motor (M2) 14, the T2 transmission mechanism 52, and the C2 clutch mechanism 602.
FIG. 15b shows the first speed travel mode (002), which includes the first motor (M1) 13, the second motor (M2) 14, the input shaft intermediate clutch mechanism (IC) 53, the T2 transmission mechanism 52, and the C2 clutch mechanism 602. This is a traveling mode in which the second output shaft (Xo2) 35 is directly driven.
The total number of motors control system variable rated output control is a control that switches between driving mode (010) and driving mode (020), control that switches between driving mode (001) and driving mode (002), driving mode (100) and driving mode ( 200).
Motor number difference control methodTorque vectoring control is a switch between driving mode (100), driving mode (010) and driving mode (001), driving mode (200), driving mode (020) and driving mode (002). Since the control is a switching control and only the second system power transmission mechanism 60 and the third system power transmission mechanism 70 are controlled, it is the same as the model 2171 motor number difference control system torque vectoring control.

Model 2172の動力システムの第１速走行モード(010)から第１速走行モード(020)へ切換えるモータ数総和制御方式可変定格出力制御について詳細に説明する。
図１４aの第１速走行モード(010)は、第２モータ(M2)14、T2変速機構52のT2変速機構第１速歯車機構521、T2変速機構第１速クラッチ機構522、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図１４bの第１速走行モード(020)へ切換えるには、第１モータ(M1)13を起動して、同期をとって入力軸中間クラッチ機構(IC)53を接続する。
「同期を取って」とは、第１入力軸回転速度センサー41、第２入力軸回転速度センサー42の検出値に基づいて入力軸中間クラッチ機構(IC)53の入力と出力の回転速度を一致さす制御である。
第１速走行モード(020)から第１速走行モード(010)への切換えも同様であり、いずれも切換え時の駆動トルク抜けと切換え時の衝撃は発生しない。 The motor total sum control method variable rated output control for switching from the first speed travel mode (010) to the first speed travel mode (020) of the power system of Model 2172 will be described in detail.
The first speed travel mode (010) in FIG. 14a is the second motor (M2) 14, the T2 speed change mechanism first speed gear mechanism 521 of the T2 speed change mechanism 52, the T2 speed change mechanism first speed clutch mechanism 522, and the C3 clutch mechanism 701. This is a travel mode in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the differential mechanism (Def) 37.
To switch to the first speed travel mode (020) of FIG. 14b, the first motor (M1) 13 is started and the input shaft intermediate clutch mechanism (IC) 53 is connected in synchronization.
“Synchronize” means that the input and output rotational speeds of the input shaft intermediate clutch mechanism (IC) 53 coincide based on the detection values of the first input shaft rotational speed sensor 41 and the second input shaft rotational speed sensor 42. This is control.
The switching from the first speed traveling mode (020) to the first speed traveling mode (010) is the same, and in either case, there is no drive torque loss at the time of switching and no shock at the time of switching.

Model 2172の動力システムの第１速走行モード(001)から第１速走行モード(002)へ切換えるモータ数総和制御方式可変定格出力制御について詳細に説明する。
図１５aの第１速走行モード(001)は、第２モータ(M2)14、T2変速機構52のT2変速機構第１速歯車機構521、T2変速機構第１速クラッチ機構522、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動する走行モードである。
図１５bの第１速走行モード(002)へ切換えるには、第１モータ(M1)13を起動して、同期をとって入力軸中間クラッチ機構(IC)53を接続する。
第１速走行モード(002)から第１速走行モード(001)への切換えも同様であり、いずれも切換え時の駆動トルク抜けと切換え時の衝撃は発生しない。 The motor total sum control method variable rated output control for switching from the first speed travel mode (001) to the first speed travel mode (002) of the power system of Model 2172 will be described in detail.
The first speed travel mode (001) of FIG. 15a is the second motor (M2) 14, the T2 speed change mechanism first speed gear mechanism 521 of the T2 speed change mechanism 52, the T2 speed change mechanism first speed clutch mechanism 522, and the C2 clutch mechanism 602. In this mode, the second output shaft (Xo2) 35 is directly driven.
In order to switch to the first speed travel mode (002) of FIG. 15b, the first motor (M1) 13 is started and the input shaft intermediate clutch mechanism (IC) 53 is connected in synchronization.
The switching from the first speed travel mode (002) to the first speed travel mode (001) is the same, and in either case, there is no drive torque loss at the time of switching and no shock at the time of switching.

図１６はModel 2172の動力システムの走行モード(010)の並列駆動同期変速制御について第１系統動力伝達機構50の制御を説明する図である。
図１６aは第１速走行モード(010)であり、第２モータ(M2)14、T2変速機構52のT2変速機構第１速歯車機構521、T2変速機構第１速クラッチ機構522、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図1６bは過渡的走行モード(020)であり、第１モータ(M1)13を起動して、第１モータ(M1)13でT1変速機構51の目的のT1変速機構第２速歯車機構513 に同期をとってT1変速機構第２速クラッチ機構514を接続する走行モードである。
図１６cは第２速走行モード(010)であり、T2変速機構52を切断し、第２モータ(M2)14を停止し、第１モータ(M1)13、T1変速機構51 のT1変速機構第２速歯車機構513 、T2変速機構第２速クラッチ機構524で駆動する走行モードである。 FIG. 16 is a diagram for explaining the control of the first system power transmission mechanism 50 for the parallel drive synchronous shift control in the travel mode (010) of the power system of Model 2172.
FIG. 16a shows the first speed travel mode (010), the second motor (M2) 14, the T2 speed change mechanism first speed gear mechanism 521 of the T2 speed change mechanism 52, the T2 speed change mechanism first speed clutch mechanism 522, and the C3 clutch mechanism. Reference numeral 701 denotes a travel mode in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the differential mechanism (Def) 37.
FIG. 16b shows a transitional driving mode (020), in which the first motor (M1) 13 is activated and the first motor (M1) 13 causes the T1 speed change mechanism 51 to the target T1 speed change mechanism second speed gear mechanism 513. This is a travel mode in which the T1 speed change mechanism second speed clutch mechanism 514 is connected in synchronization.
FIG. 16c shows the second speed travel mode (010), in which the T2 transmission mechanism 52 is disconnected, the second motor (M2) 14 is stopped, the first motor (M1) 13, and the T1 transmission mechanism 51 of the T1 transmission mechanism 51 are connected. The second speed gear mechanism 513 is a travel mode driven by the T2 speed change mechanism second speed clutch mechanism 524.

図１７はModel 2172の動力システムの走行モード(020)の並列駆動同期変速制御について第１系統動力伝達機構50の制御を説明する図である。
図１７aは第１速走行モード(020)であり、第１モータ(M1)13、入力軸中間クラッチ機構(IC)35、第２モータ(M2)14、T2変速機構52のT2変速機構第１速歯車機構521、T2変速機構第１速クラッチ機構522、C3クラッチ機構701、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図１７bは過渡的走行モード(020)であり、第２モータ(M2)14、T2変速機構52で駆動しながら、入力軸中間クラッチ機構(IC)53を切断し、第１モータ(M1)13でT1変速機構51の目的のT1変速機構第２速歯車機構513に同期をとってT1変速機構第２速クラッチ機構514を接続する走行モードである。
図１７cは第２速走行モード(020)であり、第１モータ(M1)13、T1変速機構51で駆動しながら、T2変速機構52のT2変速機構第１速クラッチ機構522を切断し、第２モータ(M2)14で同期を取って入力軸中間クラッチ機構(IC)53を接続し、第２モータ(M2)14、入力軸中間クラッチ機構(IC)53、第１モータ(M1)13、T1変速機構51のT1変速機構第２速歯車機構513 、T2変速機構第２速クラッチ機構524で駆動する走行モードである。
Model 2172の走行モード(100)と走行モード(001)の並列駆動同期変速制御と走行モード(010)の並列駆動同期変速制御との差異、走行モード(200)と走行モード(002)の並列駆動同期変速制御と走行モード(020)の並列駆動同期変速制御との差異は、C3クラッチ機構701が C1クラッチ機構601、C2クラッチ機構602に変わるだけである。 FIG. 17 is a diagram for explaining the control of the first system power transmission mechanism 50 for the parallel drive synchronous shift control in the travel mode (020) of the power system of Model 2172.
FIG. 17A shows the first speed travel mode (020). The first motor (M1) 13, the input shaft intermediate clutch mechanism (IC) 35, the second motor (M2) 14, the T2 speed change mechanism 52 of the T2 speed change mechanism 52 Traveling in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the speed gear mechanism 521, the T2 speed change mechanism, the first speed clutch mechanism 522, the C3 clutch mechanism 701, and the differential mechanism (Def) 37. Mode.
FIG. 17b shows a transitional travel mode (020), in which the input shaft intermediate clutch mechanism (IC) 53 is disconnected while being driven by the second motor (M2) 14 and the T2 transmission mechanism 52, and the first motor (M1) 13 This is a travel mode in which the T1 speed change mechanism second speed clutch mechanism 514 is connected in synchronization with the target T1 speed change mechanism second speed gear mechanism 513 of the T1 speed change mechanism 51.
FIG. 17c shows the second speed travel mode (020), in which the T2 transmission mechanism first speed clutch mechanism 522 of the T2 transmission mechanism 52 is disconnected while being driven by the first motor (M1) 13 and the T1 transmission mechanism 51. Two motors (M2) 14 are synchronized to connect the input shaft intermediate clutch mechanism (IC) 53, the second motor (M2) 14, the input shaft intermediate clutch mechanism (IC) 53, the first motor (M1) 13, This is a travel mode in which the T1 speed change mechanism second speed gear mechanism 513 of the T1 speed change mechanism 51 and the T2 speed change mechanism second speed clutch mechanism 524 are driven.
Difference between parallel drive synchronous shift control of model 2172 travel mode (100) and travel mode (001) and parallel drive synchronous shift control of travel mode (010), parallel drive of travel mode (200) and travel mode (002) The only difference between the synchronous shift control and the parallel drive synchronous shift control in the travel mode (020) is that the C3 clutch mechanism 701 is changed to a C1 clutch mechanism 601 and a C2 clutch mechanism 602.

図１８はModel 2173とModel 2174の動力システムの全体概要構成を説明する図である。
図３のModel 2171とModel 2172の動力システムの全体概要構成との差異は、第３モータ(M3)15、内燃機関(E)16、燃料噴射装置17を有することである。運転制御システム90に接続されるステアリング・エンコーダ91等の図示は省略しているが図３と同様に接続可能である。 FIG. 18 is a diagram for explaining the overall schematic configuration of the power systems of Model 2173 and Model 2174.
3 differs from the overall schematic configuration of the power system of Model 2171 and Model 2172 in that a third motor (M3) 15, an internal combustion engine (E) 16, and a fuel injection device 17 are provided. Although illustration of the steering encoder 91 etc. connected to the driving control system 90 is omitted, it can be connected in the same manner as in FIG.

図１９はModel 2173の詳細な部分構成を説明する図である。
Model 2173の動力システムのModel 2171aの動力システムとの差異は、第３モータ(M3)15、内燃機関(E)16、それらが接続される第３入力軸(Xi3)33、第３入力軸(Xi3)33の動力を差動機構(Def)37に伝達する第４系統動力伝達機構80を有することである。第４系統動力伝達機構80はC4クラッチ機構801、第３入力軸回転速度センサー43を有する。 FIG. 19 is a diagram illustrating a detailed partial configuration of Model 2173.
The difference between the power system of Model 2173 and the power system of Model 2171a is that the third motor (M3) 15, the internal combustion engine (E) 16, the third input shaft (Xi3) 33 to which they are connected, the third input shaft ( Xi3) 33 is provided with a fourth power transmission mechanism 80 that transmits the power of the differential mechanism (Def) 37. The fourth system power transmission mechanism 80 includes a C4 clutch mechanism 801 and a third input shaft rotation speed sensor 43.

図２０と図２１はModel 2173の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図である。
第３モータ(M3)15または内燃機関(E)16で駆動する走行モード(010)と、
第３モータ(M3)15と内燃機関(E)16で駆動する走行モード(020)と、
第１モータ(M1)13または第２モータ(M2)14、第３モータ(M3)15または内燃機関(E)16で駆動する走行モード(110)、走行モード(020)、走行モード(011)と、
第１モータ(M1)13と第２モータ(M2)14、第３モータ(M3)15または内燃機関(E)16で駆動する走行モード(210)、走行モード(030)、走行モード(012)と、
第１モータ(M1)13または第２モータ(M2)14、第３モータ(M3)15と内燃機関(E)16で駆動する走行モード(120)、走行モード(030)、走行モード(021)と、
第１モータ(M1)13と第２モータ(M2)14、第３モータ(M3)15と内燃機関(E)16で駆動する走行モード(220)、走行モード(040)、走行モード(022)が可能である。
図２０aは走行モード(030)であり、第１モータ(M1)13、T1変速機構51、C3クラッチ機構701、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図２０bは走行モード(040)であり、第１モータ(M1)13、T1変速機構51、第２モータ(M2)14、T2変速機構52、C3クラッチ機構701、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80、差動機構(Def)37で第１出力軸(Xo1)34 と第２出力軸(Xo2)35を分配駆動する走行モードである。
図２１aは走行モード(021)であり、第１モータ(M1)13、T1変速機構51、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動し、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
図２１bは走行モード(022)であり、第１モータ(M1)13、T1変速機構51、第２モータ(M2)14、T2変速機構52、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動し、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。 FIGS. 20 and 21 are diagrams for explaining the motor number sum control method variable rated output control and the motor number difference control method torque vectoring control of the power system of Model 2173.
A travel mode (010) driven by a third motor (M3) 15 or an internal combustion engine (E) 16,
A travel mode (020) driven by a third motor (M3) 15 and an internal combustion engine (E) 16,
Travel mode (110), travel mode (020), travel mode (011) driven by first motor (M1) 13 or second motor (M2) 14, third motor (M3) 15 or internal combustion engine (E) 16 When,
Travel mode (210), travel mode (030), travel mode (012) driven by first motor (M1) 13 and second motor (M2) 14, third motor (M3) 15 or internal combustion engine (E) 16 When,
Travel mode (120), travel mode (030), travel mode (021) driven by the first motor (M1) 13 or the second motor (M2) 14, the third motor (M3) 15 and the internal combustion engine (E) 16 When,
Travel mode (220), travel mode (040), travel mode (022) driven by first motor (M1) 13 and second motor (M2) 14, third motor (M3) 15 and internal combustion engine (E) 16 Is possible.
FIG. 20a shows the travel mode (030), in which the first motor (M1) 13, T1 transmission mechanism 51, C3 clutch mechanism 701, third motor (M3) 15, internal combustion engine (E) 16, C4 clutch mechanism 80, difference In this travel mode, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the moving mechanism (Def) 37.
FIG. 20b shows the travel mode (040), in which the first motor (M1) 13, the T1 transmission mechanism 51, the second motor (M2) 14, the T2 transmission mechanism 52, the C3 clutch mechanism 701, the third motor (M3) 15, In this travel mode, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the internal combustion engine (E) 16, the C4 clutch mechanism 80, and the differential mechanism (Def) 37.
FIG. 21a shows the travel mode (021), in which the second output shaft (Xo2) 35 is directly driven by the first motor (M1) 13, the T1 transmission mechanism 51, and the C2 clutch mechanism 602, and the third motor (M3) 15, In this travel mode, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are distributed and driven by the internal combustion engine (E) 16, the C4 clutch mechanism 80, and the differential mechanism (Def) 37.
FIG. 21b shows the travel mode (022), in which the first motor (M1) 13, the T1 transmission mechanism 51, the second motor (M2) 14, the T2 transmission mechanism 52, the C2 clutch mechanism 602 and the second output shaft (Xo2) 35 are shown. The first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are driven by the third motor (M3) 15, the internal combustion engine (E) 16, the C4 clutch mechanism 80, and the differential mechanism (Def) 37. Is a travel mode in which the drive is distributed.

Model 2173の動力システムのモータ数総和制御方式可変定格出力制御は、Model 2171のモータ数総和制御方式可変定格出力制御以外に、走行モード(010)、走行モード(020)、走行モード(030)、走行モード(040)の切換え、走行モード(011)、走行モード(022)の切換えの制御が可能である。
Model 2173の動力システムのモータ数差分制御方式トルクベクタリング制御はModel 2171のモータ数差分制御方式トルクベクタリング制御以外に、走行モード(110)、走行モード(020)、走行モード(011)、走行モード(210)、走行モード(030)、走行モード(012)の切換え、走行モード(120)、走行モード(030)、走行モード(021)、走行モード(220)、走行モード(040)、走行モード(022)の切換えの制御が可能である。 Model 2173 power system total motor control system variable rated output control, in addition to Model 2171 motor total control system variable rated output control, travel mode (010), travel mode (020), travel mode (030), Switching of the running mode (040), switching of the running mode (011) and the running mode (022) can be controlled.
Model 2173 power system difference control system torque vectoring control is not limited to Model 2171 motor number difference control system torque vectoring control, travel mode (110), travel mode (020), travel mode (011), travel Switching mode (210), travel mode (030), travel mode (012), travel mode (120), travel mode (030), travel mode (021), travel mode (220), travel mode (040), travel Switching of mode (022) can be controlled.

Model 2173の動力システムの並列駆動同期変速制御は、Model 2171の動力システムの並列駆動同期変速制御と、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80で駆動しながら第１モータ(M1)13でT1変速機構51 の同期をとる並列駆動同期変速制御、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80で駆動しながら第２モータ(M2)14でT2変速機構52の同期をとる並列駆動同期変速制御が可能である。   The parallel drive synchronous shift control of the model 2173 power system is the same as the parallel drive synchronous shift control of the model 2171 power system and is driven by the third motor (M3) 15, the internal combustion engine (E) 16, and the C4 clutch mechanism 80. Parallel drive synchronous transmission control that synchronizes the T1 transmission mechanism 51 with one motor (M1) 13, the third motor (M3) 15, the internal combustion engine (E) 16, and the second motor (M2) while being driven by the C4 clutch mechanism 80 At 14, parallel drive synchronous shift control that synchronizes the T2 transmission mechanism 52 is possible.

図２２はModel 2174の詳細な部分構成を説明する図である。
Model 2174の動力システムのModel 2172aの動力システムとの差異は、第３モータ(M3)15、内燃機関(E)16、それらが接続される第３入力軸(Xi3)33、第３入力軸(Xi3)33の動力を差動機構(Def)37に伝達する第４系統動力伝達機構80を有することである。第４系統動力伝達機構80はC4クラッチ機構801、第３入力軸回転速度センサー43を有する。 FIG. 22 is a diagram illustrating a detailed partial configuration of Model 2174.
The difference between the Model 2174 power system and the Model 2172a power system is that the third motor (M3) 15, the internal combustion engine (E) 16, the third input shaft (Xi3) 33 to which they are connected, the third input shaft ( Xi3) 33 is provided with a fourth power transmission mechanism 80 that transmits the power of the differential mechanism (Def) 37. The fourth system power transmission mechanism 80 includes a C4 clutch mechanism 801 and a third input shaft rotation speed sensor 43.

図２３と図２４はModel 2174の動力システムのモータ数総和制御方式可変定格出力制御とモータ数差分制御方式トルクベクタリング制御を説明する図である。
Model 2174の動力システムはModel 2173の動力システムと同じ走行モードが可能である。
図２３aは走行モード(030)であり、Model 2173の動力システムの走行モード(030)と同様である。
図２３bは走行モード(040)であり、第１モータ(M1)13、第２モータ(M2)14、入力軸中間クラッチ機構(IC)53、T1変速機構51、C3クラッチ機構701、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80、差動機構(Def)37で第１出力軸(Xo1)34 と第２出力軸(Xo2)35を分配駆動する走行モードである。
図２４aは走行モード(021)であり、Model 2173の動力システムの走行モード(021)と同様である。
図２４bは走行モード(022)であり、第１モータ(M1)13、第２モータ(M2)14、入力軸中間クラッチ機構(IC)53、T1変速機構51、C2クラッチ機構602で第２出力軸(Xo2)35を直接駆動し、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80、差動機構(Def)37で第１出力軸(Xo1)34と第２出力軸(Xo2)35を分配駆動する走行モードである。
Model 2174の動力システムのモータ数総和制御方式可変定格出力制御は、Model 2172のモータ数総和制御方式可変定格出力制御と、走行モード(010)、走行モード(020)、走行モード(030)、走行モード(040)を切換えるモータ数総和制御方式可変定格出力制御、走行モード(011)、走行モード(022)を切換えるモータ数総和制御方式可変定格出力制御が可能である。
Model 2174の動力システムのモータ数差分制御方式トルクベクタリング制御はModel 2172のモータ数差分制御方式トルクベクタリング制御と、走行モード(110)、走行モード(020)、走行モード(011)、走行モード(210)、走行モード(030)、走行モード(012)を切換えるモータ数差分制御方式トルクベクタリング制御、走行モード(120)、走行モード(030)、走行モード(021)、走行モード(220)、走行モード(040)、走行モード(022)を切換えるモータ数差分制御方式トルクベクタリング制御が可能である。 FIG. 23 and FIG. 24 are diagrams for explaining the motor number sum control method variable rated output control and the motor number difference control method torque vectoring control of the power system of Model 2174.
The power system of Model 2174 can have the same driving mode as the power system of Model 2173.
FIG. 23a shows the travel mode (030), which is the same as the travel mode (030) of the power system of Model 2173.
FIG. 23b shows the travel mode (040), in which the first motor (M1) 13, the second motor (M2) 14, the input shaft intermediate clutch mechanism (IC) 53, the T1 transmission mechanism 51, the C3 clutch mechanism 701, and the third motor. (M3) 15, internal combustion engine (E) 16, C4 clutch mechanism 80, differential mechanism (Def) 37 is a travel mode in which the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are driven in a distributed manner. .
FIG. 24 a shows the travel mode (021), which is the same as the travel mode (021) of the power system of Model 2173.
FIG. 24b shows the travel mode (022), in which the first output is generated by the first motor (M1) 13, the second motor (M2) 14, the input shaft intermediate clutch mechanism (IC) 53, the T1 transmission mechanism 51, and the C2 clutch mechanism 602. The shaft (Xo2) 35 is directly driven, and the first output shaft (Xo1) 34 and the second output are driven by the third motor (M3) 15, the internal combustion engine (E) 16, the C4 clutch mechanism 80, and the differential mechanism (Def) 37. This is a traveling mode in which the shaft (Xo2) 35 is driven in a distributed manner.
Model 2174 power system total motor control method variable rated output control, Model 2172 motor total control system variable rated output control, travel mode (010), travel mode (020), travel mode (030), travel Motor number sum control system variable rated output control for switching mode (040), motor number sum control system variable rated output control for switching between travel mode (011) and travel mode (022) are possible.
Model 2174 power system difference control method torque vectoring control is model 2172 motor number difference control method torque vectoring control, travel mode (110), travel mode (020), travel mode (011), travel mode (210), travel mode (030), travel mode (012) switching motor number difference control method torque vectoring control, travel mode (120), travel mode (030), travel mode (021), travel mode (220) The motor number difference control system torque vectoring control for switching between the running mode (040) and the running mode (022) is possible.

Model 2174 の動力システムの並列駆動同期変速制御は、Model 2172の動力システムの並列駆動同期変速制御と、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80で駆動しながら第１モータ(M1)13でT1変速機構51 の同期をとる並列駆動同期変速制御、第３モータ(M3)15、内燃機関(E)16、C4クラッチ機構80で駆動しながら第２モータ(M2)14でT2変速機構52の同期をとる並列駆動同期変速制御が可能である。   The parallel drive synchronous shift control of the model 2174 power system consists of the parallel drive synchronous shift control of the model 2172 power system and the third motor (M3) 15, internal combustion engine (E) 16, and C4 clutch mechanism 80. Parallel drive synchronous transmission control that synchronizes the T1 transmission mechanism 51 with one motor (M1) 13, the third motor (M3) 15, the internal combustion engine (E) 16, and the second motor (M2) while being driven by the C4 clutch mechanism 80 At 14, parallel drive synchronous shift control that synchronizes the T2 transmission mechanism 52 is possible.

本発明のModel 2171とModel 2172の動力システムの車体の横方向の寸法が、 特許文献１、特許文献２の代表的なモデルであるModel 2122bよりも短くなることを、実施例５のModel 2122bとModel 2125、実施例６のModel 2161とModel 2162、実施例７のModel 2171、実施例８のModel 2172のモデルを比較することにより説明する。
図２５はModel 2122bとそれを３軸化したModel 2125a、Model 2125bの動力システムの横方向の寸法を説明する図である。
図２５aはModel 2122bであり、第１入力軸(Xi1)31と第２入力軸(Ai2)32を接続する入力軸中間クラッチ機構(IC)53、第１中間伝達軸(Xm1)36aと第１出力軸(Xo1)34との接続を行うC1クラッチ機構601、差動機構入力軸 (Xid)38 との接続を接続を行うC3aクラッチ機構702、第２中間伝達軸(Xm2)36bと第２出力軸(Xo2)35との接続を行うC2クラッチ機構602、差動機構入力軸(Xid)38 との接続を接続を行うC3bクラッチ機構703 を有する。
Model 2122b の動力システムの車体の横方向の寸法はS=6.00(単位なし)である。
図２５bはModel 2125aであり、Model 2122bでは第１出力軸(Xo1)34、第２出力軸 (Xo2)35と同軸であった第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bが独立して三軸化することにより、動力システムの車体の横方向の寸法はS=4.20となり、Model 2122bよりdS=1.80短い。
図２５cはModel 2125bであり、Model 2125aの入力軸中間クラッチ機構(IC)53を第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36b に移動した構成であり、動力システムの車体の横方向の寸法はModel 2125aと同じS=4.20である。 The model 2171 and Model 2172 of the power system according to the present invention has a lateral dimension of the vehicle body that is shorter than Model 2122b, which is a typical model of Patent Document 1 and Patent Document 2, and This will be described by comparing the models of Model 2125, Model 2161 and Model 2162 of Example 6, Model 2171 of Example 7, and Model 2172 of Example 8.
FIG. 25 is a diagram for explaining the dimensions in the lateral direction of Model 2122b and the power system of Model 2125a and Model 2125b in which it is triaxialized.
FIG. 25a shows a Model 2122b, an input shaft intermediate clutch mechanism (IC) 53 connecting the first input shaft (Xi1) 31 and the second input shaft (Ai2) 32, a first intermediate transmission shaft (Xm1) 36a and the first C1 clutch mechanism 601 for connection to output shaft (Xo1) 34, C3a clutch mechanism 702 for connection to differential mechanism input shaft (Xid) 38, second intermediate transmission shaft (Xm2) 36b and second output A C2 clutch mechanism 602 for connecting to the shaft (Xo2) 35 and a C3b clutch mechanism 703 for connecting to the differential mechanism input shaft (Xid) 38 are provided.
The lateral dimension of the body of the model 2122b power system is S = 6.00 (no unit).
FIG. 25b shows the Model 2125a. In the Model 2122b, the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) that are coaxial with the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35 are shown. ) 36b independently triaxial, the lateral dimension of the power system body is S = 4.20, dS = 1.80 shorter than Model 2122b.
FIG. 25c is a model 2125b, which is a configuration in which the input shaft intermediate clutch mechanism (IC) 53 of the model 2125a is moved to the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b. The lateral dimension of the car body is S = 4.20, which is the same as Model 2125a.

図２６はModel 2122b、Model 2125a、Model 2125bの制御を説明する図である。
Model 2125a、Model 2125bはModel 2122bと同様に、走行モード(100), (010), (001), (200), (110), (020), (011), (002), (101)が可能である。
図２６aはModel 2122bとModel 2125aの走行モード(002)の制御であり、図２６bはModel 2125bの走行モード(002)の制御である。入力軸中間クラッチ(IC)53が第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36b に移動しても動力伝達が変化しないことが分かる。 FIG. 26 is a diagram for explaining control of Model 2122b, Model 2125a, and Model 2125b.
Model 2125a and Model 2125b have the same driving modes (100), (010), (001), (200), (110), (020), (011), (002), (101) as the Model 2122b. Is possible.
FIG. 26a shows the control of the travel mode (002) of Model 2122b and Model 2125a, and FIG. 26b shows the control of the travel mode (002) of Model 2125b. It can be seen that the power transmission does not change even if the input shaft intermediate clutch (IC) 53 moves to the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b.

図２７はModel 2161、Model 2162a、Model 2162bの動力システムの横方向の寸法を説明する図である。
Model 2161、Model 2162a、Model 2162bはModel 2122b、Model 2125a、Model 2125bのC3aクラッチ機構702を省略し、C3bクラッチ機構703をC3クラッチ機構701としたモデルである。
図２７aはModel 2161であり、動力システムの車体の横方向の寸法はS=5.60(単位なし)で、Model 2122bよりdS=0.40短い。
図２７bはModel 2162aであり、動力システムの車体の横方向の寸法はS=3.90で、Model 2125aよりdS=0.30短く、Model 2122bよりdS=2.10 短い。
図２７cはModel 2162bであり、動力システムの車体の横方向の寸法はModel 2162aと同じS=3.90である。 FIG. 27 is a diagram for explaining the lateral dimensions of the power systems of Model 2161, Model 2162a, and Model 2162b.
Model 2161, Model 2162a, and Model 2162b are models in which the C3a clutch mechanism 702 of Model 2122b, Model 2125a, and Model 2125b is omitted, and the C3b clutch mechanism 703 is replaced with the C3 clutch mechanism 701.
FIG. 27a shows a Model 2161. The lateral dimension of the vehicle body of the power system is S = 5.60 (no unit), which is dS = 0.40 shorter than the Model 2122b.
FIG. 27b is Model 2162a, where the lateral dimension of the vehicle body of the power system is S = 3.90, dS = 0.30 shorter than Model 2125a and dS = 2.10 shorter than Model 2122b.
FIG. 27c is Model 2162b, and the lateral dimension of the vehicle body of the power system is S = 3.90, which is the same as Model 2162a.

図２８はModel 2161、Model 2162a、Model 2162bの制御を説明する図である。
Model 2161、Model 2162a、Model 2162bは走行モード(100), (010), (001), (200), (020), (002), (101)の制御が可能である。Model 2122b、Model 2125aと比べると走行モード(110), (011)が省略され、Model 2171、Model 2172と比べると走行モード(101)が可能な制御である。
実施例１のModel 2171, Model 2172で説明したモータ同期切換え制御方式と出力軸同期切換え制御方式によって、切換え時の駆動トルク抜けと切換え時の衝撃の問題は解決されるので走行モード(110), (011)を省略が可能になった。
図２８aはModel 2161とModel 2162aの走行モード(002)の制御であり、図２８bはModel 2162bの走行モード(002)の制御である。 FIG. 28 is a diagram for explaining control of Model 2161, Model 2162a, and Model 2162b.
Model 2161, Model 2162a, and Model 2162b can control driving modes (100), (010), (001), (200), (020), (002), and (101). Compared with Model 2122b and Model 2125a, the travel modes (110) and (011) are omitted, and compared with Model 2171 and Model 2172, the travel mode (101) is possible.
The motor synchronous switching control method and output shaft synchronous switching control method described in Model 2171 and Model 2172 of Example 1 solve the problem of drive torque loss at the time of switching and shock at the time of switching. (011) can be omitted.
FIG. 28a shows the control of the travel mode (002) of Model 2161 and Model 2162a, and FIG. 28b shows the control of the travel mode (002) of Model 2162b.

図２９はModel 2171a, Model 2171bの動力システムの横方向の寸法を説明する図である。
Model 2171a, Model 2171bの詳細な部分構成は既に実施例１で説明しているように、Model 2162bの入力軸中間クラッチ機構(IC)53を省略し、第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを一体の中間伝達軸(Xm)36としたモデルである。
図２９aはModel 2171aであり、C2クラッチ機構602とC3クラッチ機構701は独立した構成である。動力システムの車体の横方向の寸法はS=3.60(単位なし)であり、Model 2162aよりdS=0.30短く、Model 2122bよりdS=2.40短い。
図２９bはModel 2171bであり、C2クラッチ機構602とC3クラッチ機構701は一体になった構成である。動力システムの車体の横方向の寸法はModel 2171aと同じS=3.60である。 FIG. 29 is a diagram for explaining the lateral dimensions of the power systems of Model 2171a and Model 2171b.
As described in the first embodiment, the detailed partial configuration of the Model 2171a and Model 2171b omits the input shaft intermediate clutch mechanism (IC) 53 of the Model 2162b and replaces the first intermediate transmission shaft (Xm1) 36a with the first intermediate transmission shaft (Xm1) 36a. 2 is a model in which the intermediate transmission shaft (Xm2) 36b is an integral intermediate transmission shaft (Xm) 36.
FIG. 29a shows a Model 2171a, in which the C2 clutch mechanism 602 and the C3 clutch mechanism 701 are independent. The lateral dimension of the vehicle body of the power system is S = 3.60 (no unit), dS = 0.30 shorter than Model 2162a and dS = 2.40 shorter than Model 2122b.
FIG. 29b shows a Model 2171b, in which the C2 clutch mechanism 602 and the C3 clutch mechanism 701 are integrated. The lateral dimension of the body of the power system is S = 3.60, the same as Model 2171a.

図３０はModel 2172aとModel 2172bの動力システムの横方向の寸法を説明する図である。
Model 2172aとModel 2172bの詳細な部分構成は既に実施例２で説明しているように、Model 2171a, Model 2171bの構成に入力軸中間クラッチ機構(IC)53 を再度追加し、Model 2171aとModel 2171bのT1変速機構第１速歯車機構511、T1変速機構第１速クラッチ機構512、T2変速機構第２速歯車機構523、T2変速機構第２速クラッチ機構524 を省略したモデルである。
図３０aはModel 2172aである。動力システムの車体の横方向の寸法はS=3.30(単位なし)であり、Model 2171aよりdS=0.30 短く、Model 2122bよりdS=2.70 短い。
図３０bはModel 2172bである。動力システムの車体の横方向の寸法はS=3.50(単位なし)であり、Model 2171bよりdS=0.10 短く、Model 2122bよりdS=2.50 短い。 FIG. 30 is a diagram for explaining the lateral dimensions of the power systems of Model 2172a and Model 2172b.
As described in the second embodiment, the detailed partial configuration of the Model 2172a and Model 2172b is such that the input shaft intermediate clutch mechanism (IC) 53 is added again to the configurations of the Model 2171a and Model 2171b, and the Model 2171a and Model 2171b. The T1 speed change mechanism first speed gear mechanism 511, the T1 speed change mechanism first speed clutch mechanism 512, the T2 speed change mechanism second speed gear mechanism 523, and the T2 speed change mechanism second speed clutch mechanism 524 are omitted.
FIG. 30a is Model 2172a. The lateral dimension of the body of the power system is S = 3.30 (no unit), dS = 0.30 shorter than Model 2171a and dS = 2.70 shorter than Model 2122b.
FIG. 30b is Model 2172b. The lateral dimension of the body of the power system is S = 3.50 (no unit), dS = 0.10 shorter than Model 2171b and dS = 2.50 shorter than Model 2122b.

以上をまとめると、本発明のModel 2171a、Model 2171b、Model 2172a、Model 2172bの動力システムの車体の横方向の寸法はS=3.30〜3.60(単位なし)であり、特許文献１、特許文献２の代表的なモデルであるModel 2122bよりdS=2.40〜2.70 短くなっている。   In summary, the lateral dimensions of the vehicle body of the power system of Model 2171a, Model 2171b, Model 2172a, and Model 2172b of the present invention are S = 3.30 to 3.60 (no unit). It is dS = 2.40-2.70 shorter than Model 2122b which is a typical model.

11 二次電池
12 インバータ
13 第１モータ(M1)
14 第２モータ(M2)
15 第３モータ(M3)
16 内燃機関(E)
17 燃料噴射装置
18 制御装置
19 第１車輪(左車輪)
20 第２車輪(右車輪)
21 第１モータ温度センサー
22 第２モータ温度センサー
30 動力伝達装置
31 第１入力軸(Xi1)
32 第２入力軸(Xi2)
33 第３入力軸(Xi3)
34 第１出力軸(Xo1)
35 第２出力軸(Xo2)
36 中間伝達軸(Xm)
36a 第１中間伝達軸(Xm1)
36b 第２中間伝達軸(Xm2)
37 差動機構(Def)
38 差動機構入力軸(Xid)
41 第１入力軸回転速度センサー
42 第２入力軸回転速度センサー
43 第３入力軸回転速度センサー
44 第１出力軸回転速度センサー
45 第２出力軸回転速度センサー
46 中間伝達軸回転速度センサー
50 第１系統動力伝達機構
51 T1変速機構
511 T1変速機構第１速歯車機構
512 T1変速機構第１速クラッチ機構
513 T1変速機構第２速歯車機構
514 T1変速機構第２速クラッチ機構
52 T2変速機構
521 T2変速機構第１速歯車機構
522 T2変速機構第１速クラッチ機構
523 T2変速機構第２速歯車機構
524 T2変速機構第２速クラッチ機構
53 入力軸中間クラッチ機構(IC)
60 第２系統動力伝達機構
601 C1クラッチ機構
602 C2クラッチ機構
70 第３系統動力伝達機構
701 C3クラッチ機構
702 C3aクラッチ機構
703 C3bクラッチ機構
80 第４系統動力伝達機構
801 C4クラッチ機構
90 運転制御システム
91 ステアリング・エンコーダ
92 ステアリング・アクチェーター
93 Gセンサー
94 ヨーセンサー
95 光学カメラ装置
96 GPSデジタルマップ装置 11 Secondary battery
12 Inverter
13 First motor (M1)
14 Second motor (M2)
15 Third motor (M3)
16 Internal combustion engine (E)
17 Fuel injector
18 Control unit
19 First wheel (left wheel)
20 Second wheel (right wheel)
21 First motor temperature sensor
22 Second motor temperature sensor
30 Power transmission device
31 1st input shaft (Xi1)
32 2nd input shaft (Xi2)
33 3rd input shaft (Xi3)
34 Output 1 shaft (Xo1)
35 Second output shaft (Xo2)
36 Intermediate transmission shaft (Xm)
36a 1st intermediate transmission shaft (Xm1)
36b Second intermediate transmission shaft (Xm2)
37 Differential mechanism (Def)
38 Differential mechanism input shaft (Xid)
41 1st input shaft rotation speed sensor
42 Second input shaft rotation speed sensor
43 3rd input shaft rotation speed sensor
44 1st output shaft rotation speed sensor
45 Second output shaft rotation speed sensor
46 Intermediate transmission shaft rotation speed sensor
50 1st power transmission mechanism
51 T1 transmission mechanism
511 T1 transmission mechanism 1st gear mechanism
512 T1 transmission mechanism 1st speed clutch mechanism
513 T1 transmission mechanism 2nd gear mechanism
514 T1 speed change mechanism 2nd speed clutch mechanism
52 T2 transmission mechanism
521 T2 transmission mechanism 1st gear mechanism
522 T2 transmission mechanism 1st speed clutch mechanism
523 T2 speed change mechanism 2nd speed gear mechanism
524 T2 transmission mechanism 2nd speed clutch mechanism
53 Input shaft intermediate clutch mechanism (IC)
60 Second power transmission mechanism
601 C1 clutch mechanism
602 C2 clutch mechanism
70 Third system power transmission mechanism
701 C3 clutch mechanism
702 C3a clutch mechanism
703 C3b clutch mechanism
80 4th power transmission mechanism
801 C4 clutch mechanism
90 Operation control system
91 Steering encoder
92 Steering actuator
93 G sensor
94 Yaw sensor
95 Optical camera device
96 GPS digital map device


図２は本発明の動力システムおよびそれと比較するモデルの分類を説明する図である。

Model 2122bは特許文献１および特許文献２の代表的なモデルである。

軸構成はX1-二軸構成であり、第１入力軸(Xi1)13と第２入力軸(Xi2)14、第１出力軸(Xo1)34と第２出力軸(Xo2)35、それらと同軸の第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを有する。

第１系統動力伝達機構50はA1-フルギア変速機であり、T1変速機構51とT2変速機構52は全ての変速段数を有し、第１入力軸(Xi1)13、第２入力軸(Xi2)14の動力を第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bに伝達する。第１入力軸(Xi1)13と第２入力軸(Xi2)14を接続する入力軸中間クラッチ機構(IC)53を有する。

第２系統動力伝達機構60はB1-直接駆動機構であり、第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bの動力を第１出力軸(Xo1)34、第２出力軸(Xo2)35に直接伝達する。

第３系統動力伝達機構70はC1-分配駆動機構であり、第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bの動力を差動機構入力軸(Xid)38に伝達し、第１出力軸(Xo1)34、第２出力軸(Xo2)35に分配伝達する。第１中間伝達軸(Xm1)36aと差動機構入力軸(Xid)38を接続するC3aクラッチ機構702、第２中間伝達軸(Xm2)36bと差動機構入力軸(Xid)38を接続するC3bクラッチ機構703を有する。

Model 2125aはModel 2122bを三軸構成に変更したモデルである。

軸構成はX2-三軸構成であり、第１入力軸(Xi1)13と第１出力軸(Xo1)34から独立した第１中間伝達軸(Xm1)36a、第２入力軸(Xi2)14と第２出力軸(Xo2)35から独立した第２中間伝達軸(Xm2)36b)を有する。

Model 2125bはModel 2125aの入力軸中間クラッチ機構(IC)53の位置を変更したモデルである。

第１系統動力伝達機構50はA2-フルギア変速機構であり、T1変速機構51とT2変速機構52は全ての変速段数を有し、第１入力軸(Xi1)13、第２入力軸(Xi2)14の動力を第１中間伝達軸(Xm1)36a、第２中間伝達軸(Xm2)36bに伝達する。第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを接続する入力軸中間クラッチ機構(IC)53を有する。

Model 2161はModel 2122bの、Model 2162aはModel 2125aの、Model 2162bはModel 2125bの第３系統動力伝達機構70を変更したモデルである。

第３系統動力伝達機構70はC2-分配駆動機構であり、第２中間伝達軸(Xm2)36bの動力のみを差動機構入力軸(Xid)38に伝達し、第１出力軸(Xo1)34、第２出力軸(Xo2)35に分配伝達する。第２中間伝達軸(Xm2)36bと差動機構入力軸(Xid)38を接続するC3bクラッチ機構703を有する。

Model 2171はModel 2162の第１中間伝達軸(Xm1)36aと第２中間伝達軸(Xm2)36bを一体化して中間伝達軸(Xm)36としたモデルである。

軸構成はX3-三軸構成であり、第１入力軸(Xi1)13、第２入力軸(Xi2)14、第１出力軸(Xo1)34、第２出力軸(Xo2)35から独立した中間伝達軸(Xm)36を有する。

第１系統動力伝達機構50はA3-フルギア変速機構であり、T1変速機構51とT2変速機構52は全ての変速段数を有し、第１入力軸(Xi1)13、第２入力軸(Xi2)14の動力を中間伝達軸(Xm)36に伝達する。

第２系統動力伝達機構60はB2-直接駆動機構であり、中間伝達軸(Xm)36の動力を第１出力軸(Xo1)34、第２出力軸(Xo2)35に直接伝達する。

第３系統動力伝達機構70はC3-分配駆動機構であり、中間伝達軸(Xm)36の動力を差動機構入力軸(Xid)38に伝達し、第１出力軸(Xo1)34、第２出力軸(Xo2)35に分配伝達する。中間伝達軸(Xm)36と差動機構入力軸(Xid)38を接続するC3クラッチ機構701を有する。

Model 2172はModel 2171の第１系統動力伝達機構50を変更したモデルである。

第１系統動力伝達機構50はA4-ハーフギア変速機構であり、T1変速機構51とT2変速機構52は一方が奇数段で他方が偶数段の変速段数を有し、さらに入力軸中間クラッチ機構(IC)53を有する。

Model 2173とModel 2174はそれぞれModel 2171とModel 2172をハイブリッド動力とした動力システムであり、内燃機関(E)16、第３モータ(M3)15、第３系統動力伝達機構80を有する。

Model 2171a、Model 2172a、Model 2173、Model 2174の第２系統動力伝達機構60のB2-直接駆動機構とModel 2171b、Model 2172bの第２系統動力伝達機構60のB2-直接駆動機構は本質的には同じものである。
FIG. 2 is a diagram for explaining the classification of the power system of the present invention and a model to be compared with the power system.

Model 2122b is a representative model of Patent Document 1 and Patent Document 2.

The shaft configuration is an X1-biaxial configuration, the first input shaft (Xi1) 13 and the second input shaft (Xi2) 14, the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35, coaxial with them The first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b.

The first system power transmission mechanism 50 is an A1-full gear transmission, and the T1 transmission mechanism 51 and the T2 transmission mechanism 52 have all speeds, and the first input shaft (Xi1) 13 and the second input shaft (Xi2). 14 is transmitted to the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b. An input shaft intermediate clutch mechanism (IC) 53 for connecting the first input shaft (Xi1) 13 and the second input shaft (Xi2) 14 is provided.

The second system power transmission mechanism 60 is a B1-direct drive mechanism, and the power of the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b is supplied to the first output shaft (Xo1) 34, the second output. Directly transmitted to the axis (Xo2) 35.

The third system power transmission mechanism 70 is a C1-distribution drive mechanism that transmits the power of the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b to the differential mechanism input shaft (Xid) 38. , Distributed to the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35. C3a clutch mechanism 702 connecting the first intermediate transmission shaft (Xm1) 36a and the differential mechanism input shaft (Xid) 38, C3b connecting the second intermediate transmission shaft (Xm2) 36b and the differential mechanism input shaft (Xid) 38 A clutch mechanism 703 is provided.

Model 2125a is a model obtained by changing Model 2122b to a three-axis configuration.

The shaft configuration is an X2-triaxial configuration, a first intermediate transmission shaft (Xm1) 36a independent of the first input shaft (Xi1) 13, the first output shaft (Xo1) 34, and the second input shaft (Xi2) 14. A second intermediate transmission shaft (Xm2) 36b) independent of the second output shaft (Xo2) 35 is provided.

Model 2125b is a model in which the position of the input shaft intermediate clutch mechanism (IC) 53 of Model 2125a is changed.

The first system power transmission mechanism 50 is an A2-full gear speed change mechanism, and the T1 speed change mechanism 51 and the T2 speed change mechanism 52 have all speeds, and the first input shaft (Xi1) 13 and the second input shaft (Xi2). 14 is transmitted to the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b. An input shaft intermediate clutch mechanism (IC) 53 for connecting the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b is provided.

Model 2161 is a model 2122b, Model 2162a is a model 2125a, and Model 2162b is a model obtained by changing the third system power transmission mechanism 70 of Model 2125b.

The third system power transmission mechanism 70 is a C2-distribution drive mechanism, which transmits only the power of the second intermediate transmission shaft (Xm2) 36b to the differential mechanism input shaft (Xid) 38 and the first output shaft (Xo1) 34. , Distributed to the second output shaft (Xo2) 35. A C3b clutch mechanism 703 that connects the second intermediate transmission shaft (Xm2) 36b and the differential mechanism input shaft (Xid) 38 is provided.

Model 2171 is a model in which the first intermediate transmission shaft (Xm1) 36a and the second intermediate transmission shaft (Xm2) 36b of Model 2162 are integrated into an intermediate transmission shaft (Xm) 36.

The shaft configuration is an X3-triaxial configuration, which is independent of the first input shaft (Xi1) 13, the second input shaft (Xi2) 14, the first output shaft (Xo1) 34, and the second output shaft (Xo2) 35. A transmission shaft (Xm) 36 is provided.

The first system power transmission mechanism 50 is an A3-full gear speed change mechanism, and the T1 speed change mechanism 51 and the T2 speed change mechanism 52 have all speeds, and the first input shaft (Xi1) 13 and the second input shaft (Xi2). 14 power is transmitted to the intermediate transmission shaft (Xm) 36.

The second system power transmission mechanism 60 is a B2-direct drive mechanism that directly transmits the power of the intermediate transmission shaft (Xm) 36 to the first output shaft (Xo1) 34 and the second output shaft (Xo2) 35.

The third system power transmission mechanism 70 is a C3-distribution drive mechanism, which transmits the power of the intermediate transmission shaft (Xm) 36 to the differential mechanism input shaft (Xid) 38, the first output shaft (Xo1) 34, the second Distribute to the output shaft (Xo2) 35. A C3 clutch mechanism 701 that connects the intermediate transmission shaft (Xm) 36 and the differential mechanism input shaft (Xid) 38 is provided.

Model 2172 is a model obtained by changing the first system power transmission mechanism 50 of Model 2171.

The first system power transmission mechanism 50 is an A4-half gear transmission mechanism, and the T1 transmission mechanism 51 and the T2 transmission mechanism 52 have an odd number of gears and an even number of gears, and the input shaft intermediate clutch mechanism (IC ) 53.

Model 2173 and Model 2174 are power systems using hybrid power of Model 2171 and Model 2172, respectively, and have an internal combustion engine (E) 16, a third motor (M3) 15, and a third power transmission mechanism 80.

Model 2171a, Model 2172a, Model 2173, Model 2174 2nd power transmission mechanism 60 B2-direct drive mechanism and Model 2171b, Model 2172b 2nd system power transmission mechanism 60 B2 direct drive mechanism are essentially The same thing.

Claims (9)

電気動力またはハイブリッド動力の自動車のための動力システムであって、
前記動力システムは、
第１モータ(M1)(13)、それが接続される第１入力軸(Xi1)(31)、第２モータ(M2)(14)、それが接続される第２入力軸(Xi2)(32)、第１車輪(左車輪)(19)、それが接続される第１出力軸(Xo1)(34)、第２車輪(右車輪)(20)、それが接続される第２出力軸(Xo2)(35)、前記第１車輪と前記第２車輪に動力を分配伝達する差動機構(Def)(37)、それが接続される差動機構入力軸(Xid)(38)を有し、
さらに、中間伝達軸(Xm)(36)、前記第１入力軸の動力と前記第２入力軸の動力を前記中間伝達軸に伝達する第１系統動力伝達機構(50)、前記中間伝達軸の動力を前記第１出力軸と前記第２出力軸に直接伝達する第２系統動力伝達機構(60)、前記中間伝達軸の動力を前記差動機構入力軸に伝達して前記第１出力軸と前記第２出力軸に分配伝達する第３系統動力伝達機構(70)、制御装置(18)を有すること、
前記制御装置は、前記第１系統動力伝達機構を制御して、前記第１入力軸と前記第２入力軸の動力の前記中間伝達軸への伝達とその切断を行うことにより、前記第１車輪と前記第２車輪へ動力を伝達するモータ数の総和の制御を行うモータ数総和制御方式可変定格出力制御を行うこと、
また、前記制御装置は、前記第２系統動力伝達機構と前記第３系統動力伝達機構を制御して、前記中間伝達軸の動力の、前記第１出力軸への直接伝達とその切断、前記第２出力軸への直接伝達とその切断、前記第１出力軸と前記第２出力軸への分配伝達とその切断を行うことにより、前記第１車輪に動力を伝達するモータ数と前記第２車輪に動力を伝達するモータ数の差分の制御を行うモータ数差分制御方式トルクベクタリング制御を行うこと、
を特徴とする動力システム。 A power system for electric or hybrid powered vehicles,
The power system is
First motor (M1) (13), first input shaft (Xi1) (31) to which it is connected, second motor (M2) (14), second input shaft (Xi2) (32) to which it is connected ), First wheel (left wheel) (19), first output shaft (Xo1) (34) to which it is connected, second wheel (right wheel) (20), second output shaft to which it is connected ( Xo2) (35), differential mechanism (Def) (37) for distributing and transmitting power to the first wheel and the second wheel, and a differential mechanism input shaft (Xid) (38) to which it is connected ,
Further, an intermediate transmission shaft (Xm) (36), a first system power transmission mechanism (50) for transmitting the power of the first input shaft and the power of the second input shaft to the intermediate transmission shaft, A second system power transmission mechanism (60) for directly transmitting power to the first output shaft and the second output shaft; and transmitting the power of the intermediate transmission shaft to the differential mechanism input shaft to transmit the power to the first output shaft. A third power transmission mechanism (70) for distributing and transmitting to the second output shaft, and a control device (18);
The control device controls the first system power transmission mechanism to transmit the power of the first input shaft and the second input shaft to the intermediate transmission shaft and to cut the first wheel. And motor number sum total control system variable rated output control for controlling the sum of the number of motors that transmit power to the second wheel,
Further, the control device controls the second system power transmission mechanism and the third system power transmission mechanism to directly transmit the power of the intermediate transmission shaft to the first output shaft and to disconnect the power, The number of motors for transmitting power to the first wheel and the second wheel by performing direct transmission to the two output shafts and cutting thereof, distribution transmission to the first output shaft and the second output shaft and cutting thereof. Performing motor number difference control method torque vectoring control for controlling the difference in the number of motors that transmit power to
Power system characterized by 請求項１の動力システムにおいて、
前記第１系統動力伝達機構(50)は前記第１入力軸(Xi1)(31)の動力を前記中間伝達軸(Xm)(36)に伝達するT1変速機構(51)と、前記第２入力軸(Xi2)(32)の動力を前記中間伝達軸に伝達するT2変速機構(52)を有すること、
前記T1変速機構と前記T2変速機構は一組または複数組の歯車機構(511, 513, 521, 523)を有すること、
前記制御装置(18)は下記第１の変速制御と第２の変速制御からなる並列駆動同期変速制御を行うこと、
前記第１の変速制御は、前記第１モータ(M1)(13)と前記T1変速機構で駆動しながら前記T2変速機構の変速または接続を、または前記第２モータ(M2)(14)と前記T2変速機構で駆動しながら前記T1変速機構の変速または接続を行う制御であること、
前記第２の変速制御は、前記第１モータまたは前記第２モータを制御して前記第１入力軸または前記第２入力軸の回転速度を、前記T1変速機構または前記T2変速機構の変速後に使用する前記歯車機構の入力軸と同じ回転速度に変化させて前記歯車機構の接続を行う制御であること、
を特徴とする動力システム。 The power system of claim 1.
The first system power transmission mechanism (50) includes a T1 transmission mechanism (51) for transmitting the power of the first input shaft (Xi1) (31) to the intermediate transmission shaft (Xm) (36), and the second input. Having a T2 transmission mechanism (52) for transmitting the power of the shaft (Xi2) (32) to the intermediate transmission shaft;
The T1 transmission mechanism and the T2 transmission mechanism have one or more sets of gear mechanisms (511, 513, 521, 523);
The control device (18) performs parallel drive synchronous shift control including the following first shift control and second shift control,
The first shift control is performed by shifting or connecting the T2 transmission mechanism while being driven by the first motor (M1) (13) and the T1 transmission mechanism, or the second motor (M2) (14) and the Control for shifting or connecting the T1 transmission mechanism while being driven by the T2 transmission mechanism;
In the second speed change control, the first motor or the second motor is controlled to use the rotational speed of the first input shaft or the second input shaft after the speed change of the T1 speed change mechanism or the T2 speed change mechanism. The control is to connect the gear mechanism by changing to the same rotational speed as the input shaft of the gear mechanism.
Power system characterized by 請求項２の動力システムにおいて、
前記T1変速機構(51)は複数組の前記歯車機構(511, 513)を、前記T2変速機構(52)は複数組の前記歯車機構(521, 523)を有すること、
前記T1変速機構の複数組の前記歯車機構と前記T2変速機構の前記歯車機構の減速比の組合せが同じであること、
を特徴とする動力システム。 The power system of claim 2,
The T1 transmission mechanism (51) includes a plurality of sets of the gear mechanisms (511, 513), and the T2 transmission mechanism (52) includes a plurality of sets of the gear mechanisms (521, 523);
A plurality of sets of the gear mechanisms of the T1 transmission mechanism and a combination of reduction ratios of the gear mechanisms of the T2 transmission mechanism are the same;
Power system characterized by 請求項３の動力システムにおいて、
前記制御装置(18)は 第１モータ温度センサー(21)と第２モータ温度センサー22から前記第１モータ(M1)(13)と前記第２モータ(M2)(14)の温度に関する情報を取得可能であること、または温度に関する情報を代用することが出来るi情報を取得可能であること、
前記制御装置は、前記第１モータと前記第２モータの一方のモータによる駆動時に、駆動モータの温度または代用値が規定値を超えた場合、停止していた他方のモータによる駆動に切り替える制御を行うこと、
を特徴とする動力システム。 The power system of claim 3,
The controller (18) obtains information on the temperatures of the first motor (M1) (13) and the second motor (M2) (14) from the first motor temperature sensor (21) and the second motor temperature sensor 22. I can obtain information that can be used as a substitute for temperature information,
When the temperature of the drive motor or the substitute value exceeds a specified value during driving by one of the first motor and the second motor, the control device performs control to switch to driving by the other motor that has been stopped. What to do,
Power system characterized by 請求項２の動力システムにおいて、
前記第１系統動力伝達機構(50)は、前記第１入力軸(Xi1)(31)と前記第２入力軸(Xi2)(32)を相互に接続する入力軸中間クラッチ機構(IC)(53)を有すること、
前記T1変速機構(51)と前記T2変速機構(52)は一方が奇数段の減速比の一つまたは複数の前記歯車機構(511, 521)を、他方が偶数段の減速比の一つまたは複数の前記歯車機構(513, 523)を有すること、
前記制御装置(18)は、前記入力軸中間クラッチ機構の接続を切断し、前記第１の変速制御と第２の変速制御からなる並列駆動同期変速制御を行うこと、
を特徴とする動力システム。 The power system of claim 2,
The first system power transmission mechanism (50) includes an input shaft intermediate clutch mechanism (IC) (53) for connecting the first input shaft (Xi1) (31) and the second input shaft (Xi2) (32) to each other. )
One of the T1 speed change mechanism (51) and the T2 speed change mechanism (52) has one or a plurality of the gear mechanisms (511, 521) with an odd speed reduction ratio, and the other has one of the speed reduction ratios with an even speed. Having a plurality of the gear mechanisms (513, 523),
The control device (18) disconnects the input shaft intermediate clutch mechanism and performs parallel drive synchronous shift control including the first shift control and the second shift control;
Power system characterized by 請求項３または５の動力システムにおいて、
前記動力システムは、さらに、内燃機関(E)(16)、または内燃機関(E)(16)と第３モータ(M3)(15)、それらが接続される第３入力軸(Xi3)(33)、前記第３入力軸の動力を前記差動機構入力軸(Xid)(38)に伝達する第４系統動力伝達機構(80)を有すること、
前記制御装置(18)は、さらに、前記第４系統動力伝達機構を制御して、前記第３入力軸の動力の前記差動機構入力軸(Xid)(38)への伝達とその切断を行うとともに、前記第１車輪(左車輪)(19)と前記第２車輪(右車輪)(20)へ動力を伝達するモータ数の総和の制御を行う前記モータ数総和制御方式可変定格出力制御と、前記第１車輪に動力を伝達するモータ数と前記第２車輪に動力を伝達するモータ数の差分の制御を行う前記モータ数差分制御方式トルクベクタリング制御を行うこと、
前記制御装置は、さらに、下記第１の変速制御と第２の変速制御からなる並列駆動同期変速制御を行うこと、
前記第１の変速制御は、前記第３入力軸の動力と前記第４系統動力伝達機構で駆動しながら前記T1変速機構(51)または前記T2変速機構(52)の変速を行う制御であること、
前記第２の変速制御は、前記第１モータ(M1)(13)または前記第２モータ(M2)(14)を制御して前記第１入力軸(Xi1)(31)または前記第２入力軸(Xi2)(32)の回転速度を、前記T1変速機構または前記T2変速機構の変速後に使用する前記歯車機構(511, 513, 521, 523)の入力軸と同じ回転速度に変化させて前記歯車機構の接続を行う制御であること、
を特徴とする動力システム。 The power system according to claim 3 or 5,
The power system further includes an internal combustion engine (E) (16), or an internal combustion engine (E) (16) and a third motor (M3) (15), and a third input shaft (Xi3) (33) to which they are connected. ) Having a fourth power transmission mechanism (80) for transmitting the power of the third input shaft to the differential mechanism input shaft (Xid) (38);
The control device (18) further controls the fourth system power transmission mechanism to transmit and disconnect the power of the third input shaft to the differential mechanism input shaft (Xid) (38). And the motor number total control method variable rated output control for controlling the total number of motors that transmit power to the first wheel (left wheel) (19) and the second wheel (right wheel) (20); Performing the motor number difference control method torque vectoring control for controlling the difference between the number of motors transmitting power to the first wheel and the number of motors transmitting power to the second wheel;
The control device further performs parallel drive synchronous shift control including the following first shift control and second shift control,
The first shift control is a control for shifting the T1 transmission mechanism (51) or the T2 transmission mechanism (52) while being driven by the power of the third input shaft and the fourth system power transmission mechanism. ,
In the second shift control, the first motor (M1) (13) or the second motor (M2) (14) is controlled to control the first input shaft (Xi1) (31) or the second input shaft. (Xi2) By changing the rotational speed of (32) to the same rotational speed as the input shaft of the gear mechanism (511, 513, 521, 523) used after the T1 transmission mechanism or the T2 transmission mechanism is changed, the gear Control that connects the mechanism,
Power system characterized by 請求項１または２の動力システムにおいて、
前記動力システムは、道路の形状に関する情報から次の走行が直進走行か旋回走行かを予測して予測走行情報を出力する運転制御システム(90)を有すること、
前記制御装置(18)は、前記予測走行情報に基づいて走行モードの切換えを行う、予測判断方式のモータ数差分制御方式トルクベクタリング制御を行うこと、
を特徴とする動力システム。 The power system according to claim 1 or 2,
The power system has an operation control system (90) for predicting whether the next traveling is a straight traveling or a turning traveling from information on the shape of the road and outputting predicted traveling information;
The control device (18) performs a motor number difference control method torque vectoring control of a prediction determination method for switching a driving mode based on the predicted driving information,
Power system characterized by 請求項１または２の動力システムにおいて、
前記制御装置(18)は、第１出力軸(Xo1)(34)と第２出力軸(Xo2)(35)の回転速度が等しい直進走行時に走行モードの切換えを行う、直進走行・出力軸同期切換え方式のモータ数差分制御方式トルクベクタリング制御を行うこと、
を特徴とする動力システム。 The power system according to claim 1 or 2,
The control device (18) switches the travel mode during straight travel where the rotation speeds of the first output shaft (Xo1) (34) and the second output shaft (Xo2) (35) are equal. Switch type motor number difference control method Perform torque vectoring control,
Power system characterized by 請求項１または２の動力システムにおいて、
旋回走行時に、内側車輪の接地力が低下して空転し、第１出力軸(Xo1)と第２出力軸(Xo2)の回転速度が等しくなった時に走行モードの切換えを行う、旋回空転走行・出力軸同期切換え方式のモータ数差分制御方式トルクベクタリング制御を行うこと、
を特徴とする動力システム。 The power system according to claim 1 or 2,
When turning, the ground contact force of the inner wheel decreases and the wheel rotates idly. When the rotation speed of the first output shaft (Xo1) and the second output shaft (Xo2) becomes equal, the driving mode is switched. Perform motor vector difference control system torque vectoring control of output shaft synchronous switching system,
Power system characterized by
JP2018101294A 2018-05-28 2018-05-28 Power system with torque vectoring control, variable rated output control and shift control for electric vehicles Active JP6471281B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2018101294A JP6471281B1 (en) 2018-05-28 2018-05-28 Power system with torque vectoring control, variable rated output control and shift control for electric vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2018101294A JP6471281B1 (en) 2018-05-28 2018-05-28 Power system with torque vectoring control, variable rated output control and shift control for electric vehicles

Publications (2)

Publication Number Publication Date
JP6471281B1 JP6471281B1 (en) 2019-02-13
JP2019206204A true JP2019206204A (en) 2019-12-05

Family

ID=65356043

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2018101294A Active JP6471281B1 (en) 2018-05-28 2018-05-28 Power system with torque vectoring control, variable rated output control and shift control for electric vehicles

Country Status (1)

Country Link
JP (1) JP6471281B1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102214107B1 (en) * 2020-02-06 2021-02-08 한양대학교 에리카산학협력단 Hybrid apparatus for transmitting speed
CN112706598A (en) * 2021-01-12 2021-04-27 中国重汽集团济南动力有限公司 Vehicle with double-motor drive axle
WO2023001098A1 (en) * 2021-07-22 2023-01-26 中国第一汽车股份有限公司 Power system and control method for electric vehicle, and electric vehicle
AT525812A4 (en) * 2022-04-19 2023-08-15 Avl List Gmbh ELECTRIC DRIVE AXLE
US11933392B2 (en) 2021-04-28 2024-03-19 Dana Graziano S.R.L. Hybrid drive unit

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7124955B2 (en) * 2019-03-28 2022-08-24 三菱自動車工業株式会社 left and right wheel drive
CN110497791B (en) * 2019-09-16 2022-09-06 范巨新 Intelligent transmission device for vehicle
CN113335044A (en) * 2021-07-22 2021-09-03 中国第一汽车股份有限公司 Power system of electric automobile with double transmissions and control method thereof
CN113829861A (en) * 2021-10-11 2021-12-24 东风汽车集团股份有限公司 Electric drive system and vehicle

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0993714A (en) * 1995-09-20 1997-04-04 Mitsubishi Motors Corp Driver for electric vehicle
JP2001048491A (en) * 1999-08-05 2001-02-20 Toyota Autom Loom Works Ltd Industrial vehicle driving device, and gear shaft supporting structure for counter balance three-wheel folklift truck and industrial vehicle driving device
JP2013132960A (en) * 2011-12-26 2013-07-08 Fuji Heavy Ind Ltd Driving device of vehicle
JP2015508353A (en) * 2011-12-22 2015-03-19 ドクター エンジニール ハー ツェー エフ ポルシェ アクチエンゲゼルシャフトＤｒ． Ｉｎｇ． ｈ．ｃ．Ｆ． Ｐｏｒｓｃｈｅ Ａｋｔｉｅｎｇｅｓｅｌｌｓｃｈａｆｔ A drive train for a purely electric vehicle with two electric motors
JP6186555B1 (en) * 2016-06-29 2017-08-23 矢野　隆志 Power system with shift control and torque vectoring control for electric vehicles
JP6186554B1 (en) * 2016-06-29 2017-08-23 矢野　隆志 Power system with torque vectoring control and variable rated output control for electric vehicles

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0993714A (en) * 1995-09-20 1997-04-04 Mitsubishi Motors Corp Driver for electric vehicle
JP2001048491A (en) * 1999-08-05 2001-02-20 Toyota Autom Loom Works Ltd Industrial vehicle driving device, and gear shaft supporting structure for counter balance three-wheel folklift truck and industrial vehicle driving device
JP2015508353A (en) * 2011-12-22 2015-03-19 ドクター エンジニール ハー ツェー エフ ポルシェ アクチエンゲゼルシャフトＤｒ． Ｉｎｇ． ｈ．ｃ．Ｆ． Ｐｏｒｓｃｈｅ Ａｋｔｉｅｎｇｅｓｅｌｌｓｃｈａｆｔ A drive train for a purely electric vehicle with two electric motors
JP2013132960A (en) * 2011-12-26 2013-07-08 Fuji Heavy Ind Ltd Driving device of vehicle
JP6186555B1 (en) * 2016-06-29 2017-08-23 矢野　隆志 Power system with shift control and torque vectoring control for electric vehicles
JP6186554B1 (en) * 2016-06-29 2017-08-23 矢野　隆志 Power system with torque vectoring control and variable rated output control for electric vehicles

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102214107B1 (en) * 2020-02-06 2021-02-08 한양대학교 에리카산학협력단 Hybrid apparatus for transmitting speed
CN112706598A (en) * 2021-01-12 2021-04-27 中国重汽集团济南动力有限公司 Vehicle with double-motor drive axle
US11933392B2 (en) 2021-04-28 2024-03-19 Dana Graziano S.R.L. Hybrid drive unit
WO2023001098A1 (en) * 2021-07-22 2023-01-26 中国第一汽车股份有限公司 Power system and control method for electric vehicle, and electric vehicle
AT525812A4 (en) * 2022-04-19 2023-08-15 Avl List Gmbh ELECTRIC DRIVE AXLE
AT525812B1 (en) * 2022-04-19 2023-08-15 Avl List Gmbh ELECTRIC DRIVE AXLE
EP4265459A1 (en) 2022-04-19 2023-10-25 AVL List GmbH Electric drive axle

Also Published As

Publication number Publication date
JP6471281B1 (en) 2019-02-13

Similar Documents

Publication Publication Date Title
JP6471281B1 (en) Power system with torque vectoring control, variable rated output control and shift control for electric vehicles
EP3100884B1 (en) Method for controlling engine unit in vehicle, and vehicle
JP5429400B2 (en) Hybrid drive device for vehicle
CN105829765B (en) Driving device
KR101481304B1 (en) Hybrid powertrain used double clutch transmission
WO2015113419A1 (en) Vehicle and vehicle cruise control method
CN105644335A (en) Dual-motor power system and dual-motor hybrid power system for vehicle
CN104070983A (en) Hybrid drivetrain and method for controlling the same
CN104553737A (en) Power transmission system of hybrid electric vehicle
KR101714221B1 (en) Power train system for hybrid electric vehicle
US20190308497A1 (en) Power transmission system and vehicle having same
CN103358880A (en) Drive device for vehicle and control method thereof
JP2008030708A (en) Drive system
CN104369656A (en) A transmission system of a hybrid electric vehicle
JP2019516604A (en) Vehicle driveline system
CN205112982U (en) Hybrid vehicle's driving system and hybrid vehicle
KR102383223B1 (en) Power transmission system of hybrid electric vehicle
JP6807914B2 (en) Power system for torque vectoring control for electric vehicles
JP2015024793A (en) Driving device for hybrid vehicle
KR101694037B1 (en) Power train for Electric vehicle
CN104553732A (en) Transmission system of hybrid electric vehicle
JP2013154682A (en) Driving device of hybrid vehicle
JP2013166417A (en) Drive apparatus for hybrid vehicle
JP2017154511A (en) Driving device for vehicle
JP2017088069A (en) Hybrid-vehicular drive force control apparatus

Legal Events

Date Code Title Description
A871 Explanation of circumstances concerning accelerated examination

Free format text: JAPANESE INTERMEDIATE CODE: A871

Effective date: 20180528

A975 Report on accelerated examination

Free format text: JAPANESE INTERMEDIATE CODE: A971005

Effective date: 20180904

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20181002

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20181122

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20190108

R150 Certificate of patent or registration of utility model

Ref document number: 6471281

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250