KR101014654B1 - Transmission using planetary/differential gear and control method thereof and vehicle using the same - Google Patents

Transmission using planetary/differential gear and control method thereof and vehicle using the same Download PDF

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Publication number
KR101014654B1
KR101014654B1 KR1020100054265A KR20100054265A KR101014654B1 KR 101014654 B1 KR101014654 B1 KR 101014654B1 KR 1020100054265 A KR1020100054265 A KR 1020100054265A KR 20100054265 A KR20100054265 A KR 20100054265A KR 101014654 B1 KR101014654 B1 KR 101014654B1
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South Korea
Prior art keywords
gear
vehicle
motor
transmission
shaft
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KR1020100054265A
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Korean (ko)
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윤용산
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한국과학기술원
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed 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
    • B60K20/00—Arrangement or mounting of change-speed gearing control devices in vehicles
    • 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
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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 transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Disclosed is a vehicular transmission apparatus that is not provided with a clutch. The transmission includes a transmission gear train having an input shaft having a drive gear train and an output shaft having a driven gear train engaged with the drive gear train, a motor / generator device capable of switching the operation mode to a motor or a generator, and an engine of a vehicle. And a power interruption device disposed between the output shaft and the input shaft of the transmission gear train or between the output shaft of the transmission gear train and the drive wheel shaft of the vehicle. The shifting gear train is synchronized. The power control device connects the output shaft of the engine of the vehicle and the rotation shaft of the motor / generator device in parallel, and suppresses or permits rotation of the rotation shaft of the motor / generator device and the output shaft of the engine of the vehicle.

Description

Transmission using planetary / differential gear device and control method thereof and vehicle using the same {Transmission Using Planetary / Differential Gear and Control Method about and Vehicle Using the Same}

The present invention relates to a transmission using a planetary / differential gear device, and more particularly, by using a planetary / differential gear device and a locking / unlocking device to intermittently block / connect the torque applied to the transmission gear train. The present invention relates to a transmission that does not require a separate clutch by performing a function of a clutch in a device and a vehicle using the same.

BACKGROUND OF THE INVENTION [0002] A transmission device used in a conventional vehicle includes a plurality of transmission gears including an input shaft having a drive gear train and an output shaft having a driven gear train, and a clutch for connecting or disconnecting the connection between the output shaft of the engine and the input shaft of the transmission gear train. Clutch and brake device. In such a conventional transmission, a hydraulic system is required to drive a plurality of clutch and brake devices. The hydraulic system complicates the structure of the transmission, which is the reason for the increased cost and the weight of the vehicle. In addition, the loss of power is increased by the operation of the clutch and brake device.

On the other hand, in recent years, hybrid vehicles that are being developed may use a continuously variable transmission using a pulley and a belt. When the continuously variable transmission is used, the shift is made smoother than the transmission using the clutch and brake device, but the efficiency is reduced.

In this regard, Japanese Patent Laid-Open No. 10-2001-0061207 discloses a power transmission device for a hybrid electric vehicle that does not require the construction of a complicated hydraulic circuit. However, since the apparatus does not have a transmission means, the vehicle cannot be driven at various speeds.

Patent 951967 discloses a power train of a hybrid electric vehicle with an automated manual transmission. The device combines an planetary gearset with a motor / generator in an automated manual transmission, allowing shifting between electronic continuously variable mode and automated manual mode. However, even in this apparatus, the crankshaft of the engine and the input shaft including the drive gears are connected via the clutch, and the clutch requires the operation of the clutch.

U.S. Pat. No. 7720520 discloses a drive train for a vehicle without a clutch. In this apparatus, the speed of the output shaft of the drive motor is synchronized with the speed of the input shaft of the transmission by using a plurality of synchronization devices in the shift operation. However, the synchronization device in this device includes a hydraulic accumulator hydraulically connected with a hydraulic drive motor, for which a hydraulic circuit and a hydraulic pump are provided. In other words, although the clutch is not provided, the hydraulic system is required as in the conventional transmission, and the structure of the entire apparatus is complicated and the weight is increased.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems and, by not using the clutch device and the hydraulic device, to simplify the structure of the device and to reduce the weight loss while reducing the weight provided by the clutch provides a transmission device that can increase efficiency. It aims to do it. In addition, an object of the present invention is to provide a transmission having a simplified structure by eliminating a separate synchronization device by using a synchronous meshed transmission gear train.

It is also an object of the present invention to provide a transmission with a simple structure and a reduced weight that can be used in a hybrid vehicle.

According to an aspect of the present invention, there is provided a vehicle transmission apparatus comprising: a shift gear train having an input shaft including a drive gear train and an output shaft including a driven gear train engaged with the drive gear train; A motor / generator device capable of switching the operating mode to a motor or generator; And between an output shaft of the engine of the vehicle and an input shaft of the transmission gear train or between the output shaft of the transmission gear train and the drive wheel shaft of the vehicle, and connecting the drive shaft of the vehicle and the rotation shaft of the motor / generator device in parallel, wherein the motor And a power interruption device that suppresses or permits rotation of the rotation shaft of the generator device and the drive shaft of the vehicle.

The aforementioned power control device includes at least one planetary gear device or differential gear device disposed between an engine of the vehicle and an input shaft of the transmission gear train or between an output shaft of the transmission gear train and a drive wheel shaft of the vehicle. Alternatively, one gear of the differential gear device and the rotation shaft of the motor / generator device may be connected.

According to another form of this invention, the vehicle provided with the above-mentioned vehicular speed change apparatus is provided.

According to still another aspect of the present invention, there is provided a method of controlling the above-described vehicle transmission apparatus, the method comprising: (a) receiving a transmission ratio of a vehicle; (b) setting the motor / generator device to a no-load state; (c) allowing rotation of the output shaft of the engine of the vehicle and the rotation shaft of the motor / generator device such that rotation of the output shaft of the engine is transmitted to the motor / generator device set to no load via the power interruption device; (d) connecting the drive gear and the driven gear of the transmission gear train according to the speed ratio input in the step (a); And (e) suppressing rotation of the rotation shaft of the motor / generator device.

In the above-described method for controlling a vehicle transmission apparatus, the method may include gradually changing a rotation speed of a motor / generator device connected to the power interruption device in order to prevent an impact during a shift.

According to the present invention, by using the synchronous-shifted gear train without using the clutch device and the hydraulic device for the transmission, the transmission is increased in efficiency because the structure is simple and the weight is reduced while the loss by the clutch and brake device is reduced. Is provided.

In addition, according to the present invention there is provided a transmission having a simple structure and a reduced weight that can be used in a hybrid vehicle using an engine and a motor together.

1 is a view schematically showing a transmission device according to an embodiment of the present invention.
2 is a view schematically illustrating a transmission apparatus according to another embodiment of the present invention.
3 is a view schematically illustrating a transmission apparatus according to another embodiment of the present invention.
4 is a view showing the use of a differential gear as a power interruption device in the transmission shown in FIG.
FIG. 5 is a view showing a planetary gear device as a power interruption device in the transmission device shown in FIG. 1.
FIG. 6 is a view illustrating the use of a differential gear as a power interruption device in the shifting device shown in FIG. 2.
FIG. 7 is a view showing the use of the planetary gear device as the power interruption device in the speed change device shown in FIG. 2.
FIG. 8 is a view illustrating the use of a dual differential gear device as a power interruption device in the shifting device shown in FIG. 3.

Hereinafter, with reference to the accompanying drawings, a preferred embodiment of the present invention will be described in detail.

A vehicle transmission apparatus according to the present invention is provided with an output shaft and a motor / And a power interruption device that suppresses or permits rotation of the rotation shaft of the generator device.

The shift gear train 300 is a synchronous engagement transmission used in a vehicle transmission, and includes an input shaft connected with a plurality of drive gears and an output shaft connected with a plurality of driven gears engaged with the drive gears. By shifting the driving gear and the driven gear which are engaged at the time of shifting of the vehicle to the synchronous clutch type, the rotational speed ratio of the input shaft and the output shaft of the transmission gear train is changed.

As shown in Figures 1 to 3, the power control device includes a planetary / differential gear device 210. Since the planetary gear device and the differential gear device are mechanically equivalent, any of the two gear devices may be used in the transmission device according to the present invention. Therefore, in the present specification, the planetary gear device or the differential gear device used in the power interruption device is referred to as "planetary / differential gear device". The power control device may be disposed between the output shaft of the engine 100 of the vehicle and the input shaft of the transmission gear train 300 or between the output shaft of the transmission gear train 300 and the shaft of the driving wheel 500 of the vehicle. The power interruption device inhibits or permits rotation of the output shaft of the vehicle engine and the rotation shaft of the motor / generator device. For this purpose, the power interruption device is provided with a locking / unlocking device. The locking / unlocking device is described in detail below with reference to FIGS. 4 to 8.

The first shaft extending from the power interrupter 210 is connected to the motor / generators MG1 and 220. According to the position of the power control device, the second shaft is connected to the input shaft or the output shaft of the transmission gear train 300 and the third shaft is connected to the output shaft of the engine 100 of the vehicle or the axis of the driving wheel 500 of the vehicle ( Connected to the input shaft of 400). That is, in the embodiment illustrated in FIG. 1, the second shaft is connected to the input shaft of the transmission gear train 300, and the third shaft is connected to the output shaft of the engine 100 of the vehicle. Two shafts are connected to the output shaft of the transmission gear train 300 and the third shaft is connected to the input shaft of the differential gear device 400 connected to the shaft of the driving wheel 500 of the vehicle.

The motor / generator device can be switched between operating modes by a motor or a generator, and the torque can be arbitrarily adjusted. Accordingly, by setting the magnitude of the torque to zero, the torques of all the rotating shafts of the power interruption device become zero at the same time, so that the effect of power insulation of the power interruption device can be obtained. In addition, by raising the driving force of the motor / generator device to a specific value, all the rotating shafts of the power interruption device simultaneously generate torque corresponding to the driving force of the motor / generator device, so that the power interruption device performs the power transmission function.

The embodiment shown in FIG. 3 is a modification of the embodiment shown in FIG. 2, and the dual planetary / differential gear device formed by combining the planetary / differential gear device of the power control device and the differential gear device connected to the drive wheel shaft of the vehicle ( 700). The first shaft of the dual planetary / differential gear device 700 is also connected to the motor / generator MG1, the second shaft is connected to the output shaft of the shifting gear train 300, and the third and fourth axes are respectively the left and the right of the vehicle. It is connected to the drive wheel 500 shaft on the right. The dual planetary / differential gear device 700 may be composed of two differential gear devices, two planetary gear devices, or one planetary gear device and one differential gear device.

Meanwhile, in the embodiment shown in FIGS. 1 and 2, an additional motor / generator MG2 may be provided between the output shaft of the transmission gear train 300 and the differential gear device 400 connected with the vehicle wheel 500 axis. have. In addition, in the embodiment shown in FIG. 3, an additional motor / generator 400 may be connected with the fifth shaft of the dual planetary / differential gear device 700.

As described above, the vehicle transmission apparatus according to the present invention is connected to the planetary / differential gear device constituting the power interruption device, and is connected to the motor / generator via the power interruption device. As the input means, the engine of the vehicle and the motor / generator are used together. The output shaft of the motor / generator connected to the power interrupter and the drive shaft of the vehicle are connected in parallel by the planetary / differential gear mechanism. Here, the drive shaft means all the shafts for transmitting power from the engine of the vehicle to the drive wheels. That is, a power interruption device having a planetary / differential gear device connects the engine and the motor / generator device in parallel.

Hereinafter, a method of operating the transmission device according to the present invention will be described.

When the speed ratio of the vehicle is determined by the driver's operation or the like, the motor / generator is set to the no-load state. The above-mentioned locking / unlocking device allows rotation of the output shaft of the engine of the vehicle and the rotation shaft of the motor / generator device, whereby the rotation of the output shaft of the engine is set to no load via the planetary / differential gear device of the power interrupter. Delivered to the generator device. After that, the connection state between the drive gear and the driven gear in the transmission gear train is released. The control unit determines the newly engaged drive gear and the driven gear according to the given speed ratio. Accordingly, the corresponding drive gears and driven gears of the synchronous meshed transmission gear train are engaged, and the shifting operation is completed.

On the other hand, in order to reduce the burden on the synchronous clutch parts of the synchronous clutch shifting gear and shorten the shifting time, the speed of the motor / generator is adjusted in advance just before the driving gear and the driven gear of the synchronous clutch shifting gear train are engaged. Can be. At this time, the speed adjustment of the motor / generator device is calculated from the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator device under the no-load state described above, the amount of change in the speed ratio, and the like. The motor / generator device is switched back to no-load state after adjusting the speed, and the synchronous-shift gear train engages the drive gear and the driven gear in a combination corresponding to a given speed ratio after fine adjustment.

When the shift operation is completed, that is, when the drive gear and the driven gear of the shift gear train mesh, the rotation of the rotation shaft of the motor / generator device is suppressed using the lock / unlock device. When the rotation of the rotation shaft of the motor / generator device is suppressed, the torque of the output shaft of the engine is transmitted to the transmission gear train via the planetary / differential gear device.

Hereinafter, the case where the power interruption device includes a differential gear device or a planetary gear device in the embodiment shown in FIG. 1 will be described with reference to the drawings.

4 and 5 respectively show a case where a differential gear or planetary gear is used in the power interruption device in the embodiment shown in FIG. In FIG. 4, in order to distinguish the differential gear of the power interrupter from the differential gear connected to the drive wheels, the differential gear of the power interrupter is called the first differential gear, and the differential gear connected to the drive wheels is referred to as the second differential. It is called a gear device.

As shown in FIG. 4, the first gear 211 of the first differential gear device 210 is connected to the output shaft of the engine of the vehicle, and the third gear 213 facing the third gear 213 of the transmission gear train 300 is connected. It is connected to the input shaft. At least one second gear 212 is disposed between and engaged with the first gear 211 and the third gear 213. The second gear 212 may perform a rotating motion about its own rotation axis and an orbital motion moving along the gear surfaces of the first gear 211 and the third gear 213. The carrier 214 connecting the rotation shaft of each second gear 212 is connected to the motor / generator (MG1, 220). For example, as illustrated, a gear may be provided on an outer circumferential surface of the carrier 214 and a pinion connected to the rotation shafts of the motors / generators MG1 and 220 may be engaged with the carrier. Accordingly, the motor / generators MG1 and 220 are related only to the orbital motion of the second gear 212, and the rotational motion of the second gear 212 may be performed without restriction.

The output shaft of the synchronous clutch transmission gear train 300 is connected to the input shaft of the second differential gear device 400 connected to the driving wheel 500 of the vehicle. The shift gear train 300 is provided with a drive gear train on the input shaft and a driven gear train on the output shaft, and the speed ratio between the input shaft and the output shaft is determined according to the gear ratio of the gears engaged with the drive gear train and the drive gear train.

The lock / unlock device is provided on the output shaft of the engine and the rotation shaft of the motor / generator MG1. According to the adjustment of the controller, the locking / unlocking device may maintain each rotating shaft in a locked state or an unlocked state. In the locked state, the rotating shaft cannot rotate, and in the unlocked state, the rotating shaft can rotate. As the locking / unlocking device, for example, a band brake device can be applied.

Hereinafter, the operation of the transmission apparatus according to the above-described embodiment during the shift operation will be described.

When the vehicle is driven by the driving force of the engine, the power of the output shaft of the engine 100 is transmitted to the transmission gear train 300 via the first differential gear device 210. That is, the rotation of the output shaft of the engine 100 is the first differential gear device via the first gear 211, the second gear 212 and the third gear 213 of the first differential gear device 210 in sequence. It leads to the rotation of the input shaft of the transmission gear train 300 connected to the output shaft of (210). While driving by the driving force of the engine, the motor / generator 220 connected to the carrier 214 of the second gear 212 remains in a stopped state. That is, the lock / unlock device 241 connected to the output shaft of the vehicle engine is kept in the unlocked state and the lock / unlock device 242 connected to the rotation shaft of the motor / generator 220 is kept in the locked state. In this case, the second gear 212 does not rotate but only rotates about its own rotation axis. Therefore, according to the configuration of the first differential gear device 210, the rotation of the input shaft of the engine 100 can be transmitted to the transmission gear train (300). On the other hand, since the output shaft of the transmission gear train 300 is connected to the second differential gear device 400 of the driving wheel 500, the vehicle is placed in a driving state by the rotation of the driving wheel 500.

When the speed of the vehicle is to be shifted, the shift target is input to the controller 250. The shift target may be, for example, given a predetermined speed ratio with respect to the speed of the engine 100 output shaft. According to the shift target, the speed ratio between the input shaft and the output shaft of the shift gear train after shifting is determined, and the drive gear and the driven gear to be engaged with each other in the shift gear train 300 are determined. The controller 250 sets the motors / generators MG1 and 220 to the no-load state and adjusts to release all the lock / unlock devices 241 and 242. Thus, the motor / generators MG1 and 220 are free to rotate in the no-load state. Accordingly, the torque of the output shaft of the engine is transmitted to the motor / generators MG1 and 220 in the no-load state via the first differential gear device, and is not transmitted to the transmission gear train. After that, the connection state between the drive gear and the driven gear in the transmission gear train is released. The control unit determines the newly engaged drive gear and the driven gear according to the given speed ratio. Accordingly, the corresponding drive gears and driven gears of the synchronous meshed transmission gear train are engaged, and the shifting operation is completed.

On the other hand, in order to reduce the burden on the synchronous clutch parts of the synchronous clutch shifting gear and shorten the shifting time, the speeds of the motors / generators MG1 and 220 just before the drive gears and the driven gears of the synchronous clutch shifting gear train are engaged. You can adjust it in advance. At this time, the speed adjustment of the motors / generators MG1 and 220 is calculated from the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator under the no-load state described above, the amount of change in the speed ratio, and the like. The motor / generator device is switched back to no-load state after adjusting the speed, and the synchronous-shift gear train engages the drive gear and the driven gear in a combination corresponding to a given speed ratio after fine adjustment.

After the shift operation is completed, the lock / unlock device 242 connected to the rotation shafts of the motors / generators MG1 and 220 is again locked and all the torque of the output shaft of the engine is transmitted to the shift gear train. In this case, the vehicle is in a running state driven by the engine. Alternatively, the motor / generators MG1 and 220 may be kept in the unlocked state without directly switching the lock / unlock device 242 connected to the rotating shafts of the motors / generators MG1 and 220 in order to reduce shocks during shifting. You can slowly change the speed of).

The motor / generators MG1 and 220 may be used as starter motors when the vehicle starts up. Operating the motor / generators MG1 and 220 causes the second gear 212 of the first differential gear device 210 to idle through the carrier 214. Since the output shaft of the first differential gear device 210 and the input shaft of the transmission gear train 300 are connected, the rotation of the third gear 213 connected to the output shaft of the first differential gear device 210 in a state where the vehicle is stopped. This is not free. In this state, when the second gear 212 idles, the rotation axis of the first gear 211, that is, the input shaft of the first differential gear device 210 rotates. Since the input shaft of the first differential gear device 210 is connected to the output shaft of the engine 100, the crankshaft of the engine 100 is forcibly rotated and the starting operation is performed. At start-up, all lock / unlock devices 241, 242 remain unlocked.

In addition, the motor / generators MG1 and 220 may operate as generators when the vehicle travels downhill or brakes. That is, the motor / generators MG1 and 220 are switched to generators when driving downhill or braking. Then, the lock / unlock device 241 connected to the output shaft of the engine is switched to the locked state, and the lock / unlock device 242 connected to the motor / generators MG1 and 220 is kept in the unlocked state. Then, the rotation of the first gear 211 of the first differential gear device 210 is stopped, and the second gear 212 is capable of idle motion. In this case, power may be generated by forcibly rotating the motors / generators MG1 and 220 using the rotation of the input shaft of the second differential gear device 400 as the vehicle proceeds. The generated power can be used for charging a battery (not shown).

In addition to the motors / generators MG1 and 220 connected to the second gear 212 of the first differential gear device 210, the output shaft of the shift gear train 300 and the second differential gear device 400 of the driving wheel 500 may be used. Auxiliary motor / generators MG2 and 230 may be disposed between the input shafts. The auxiliary motor / generators MG2 and 230 may be used to generate additional torque required for driving uphill or generate power for charging the battery. In addition, it directly controls the deceleration / acceleration when the vehicle is running.

Meanwhile, the first differential gear device shown in FIG. 4 may be arranged in other ways. That is, one of the three gears indicated by the first gear, the second gear, and the third gear of the first differential gear device is connected to the output shaft of the engine, and one of the other two gears is connected to the motor / generator, The other gear can be connected to the input shaft of the gearbox.

5 shows an embodiment in which the planetary gear device is applied instead of the differential gear device of the power control device. Except that the differential gear device is replaced by the planetary gear device in the embodiment shown in FIG. 5, the other matters are the same as the embodiment described in FIG. 4, and only the operation of the planetary gear device will be described below.

In the illustrated embodiment, the input shaft of the planetary gear device 210a is the rotational axis of the sun gear 211a, and the output shaft is the rotational axis of the ring gear 213a. Therefore, the rotation shaft of the sun gear 211a is connected to the output shaft of the vehicle engine 100 and the rotation shaft of the ring gear 213a is connected to the input shaft of the transmission gear train 300. The planetary gear 212a is connected to the carrier 214a, and the rotation axis of the carrier 214a is connected to the motor / generators MG1 and 220. Compared to the embodiment shown in FIG. 4, the first gear 211 of the first differential gear device 210 corresponds to the sun gear 211a, and the second gear 212 is connected to the planetary gear 212a. The third gear 213 corresponds to the ring gear 213a, respectively.

By adjusting the gear ratio of the sun gear, the planetary gear and the ring gear, it is possible to adjust the speed ratio of the input shaft and the output shaft of the planetary gear device 210a in the normal driving state. That is, the differential gear device of FIG. 4 and the planetary gear device of FIG. 5 may be designed to be mechanically equivalent. Accordingly, the shift operation and the like can be made in the same manner as described in FIG.

On the other hand, the planetary gear device shown in Fig. 5 may be arranged in other ways as well. That is, one of the three gears indicated by the sun gear, the planetary gear, and the ring gear of the planetary gear unit is connected to the output shaft of the engine, one of the other two gears is connected to the motor / generator, and the other gear is connected. Can be connected to the input shaft of the transmission gear train.

In the following, the case where the power interruption device includes a differential gear device or a planetary gear device in the embodiment shown in FIG. 2 will be described with reference to the drawings.

6 and 7 respectively show a case where a differential gear or planetary gear is used as the power interruption device in the embodiment shown in FIG. Like the embodiment shown in FIG. 4, in the embodiment shown in FIG. 6, two differential gears are provided. Therefore, the differential gear device of the power interruption device is called the first differential gear device, and the differential gear device connected to the drive wheels is called the second differential gear device.

As shown in FIG. 6, the first gear 211 of the first differential gear device 210 is connected to the output shaft of the shifting gear train, and the third gear 213 facing the second gear 213 is connected to the driving wheels of the vehicle. It is connected to the input shaft of the differential gear unit. A plurality of second gears 212 disposed between the first gear 211 and the third gear 213 and meshing with the second gear 212 are connected to the carrier 214 by a rotation axis thereof, and the carrier 214 is a motor / It is connected to the generator MG1.

As in the above-described embodiment, the shift gear train is synchronised. In the shift gear train, a drive gear train is provided on the input shaft and a driven gear train is provided on the output shaft. The speed ratio of the input shaft and the output shaft is determined according to the gear ratios of the gears engaged with each other in the drive gear train and the driven gear train.

The lock / unlock devices 241 and 242 are provided on the output shaft of the transmission gear train and the rotation shaft of the motor / generator MG1. According to the adjustment of the controller, the locking / unlocking device may maintain each rotating shaft in a locked state or an unlocked state. In the locked state, the rotating shaft cannot rotate, and in the unlocked state, the rotating shaft can rotate. As the locking / unlocking device, for example, a band brake device can be applied.

When the vehicle is driven by the driving of the engine, the power of the output shaft of the engine is directly transmitted to the shift gear train, and the output shaft of the shift gear train is connected to the input shaft of the first differential gear device of the power interruption device. The lock / unlock device 241 connected to the output shaft of the transmission gear train is kept in the unlocked state, and the lock / unlock device 242 connected to the rotation shaft of the motor / generator MG1 is kept in the locked state. Accordingly, the motor / generator MG1 connected to the second gear 212 of the first differential gear device 210 is in a stopped state. Under this setting, rotation of the output shaft of the transmission gear train can be transmitted to the second differential gear device connected with the drive wheels.

When the speed of the vehicle is to be shifted, the shift target is input to the controller. The shift target can be given, for example, at a predetermined speed ratio with respect to the speed of the engine output shaft. According to the shift target, the speed ratio between the input shaft and the output shaft of the shift gear train after the shift is determined, and the drive gear and the driven gear to be engaged with each other in the shift gear train are determined.

First, the control unit sets the motor / generators MG1 and 220 to rotate freely under no load. Then, all lock / unlock devices 241, 242 are adjusted to their unlocked state. In this state, the rotation of the output shaft of the transmission gear train is transmitted to the motor / generator MG1 via the first differential gear device and no torque is transmitted to the second differential gear device. After that, the connection state between the drive gear and the driven gear in the transmission gear train is released. The control unit determines the newly engaged drive gear and the driven gear according to the given speed ratio. Accordingly, the corresponding drive gears and driven gears of the synchronous meshed transmission gear train are engaged, and the shifting operation is completed.

On the other hand, in order to reduce the burden on the synchronous clutch parts of the synchronous clutch shifting gear and shorten the shifting time, the speeds of the motors / generators MG1 and 220 just before the drive gears and the driven gears of the synchronous clutch shifting gear train are engaged. You can adjust it in advance. At this time, the speed adjustment of the motors / generators MG1 and 220 is calculated from the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator under the no-load state described above, the amount of change in the speed ratio, and the like. The motor / generator device is switched back to no-load state after adjusting the speed, and the synchronous-shift gear train engages the drive gear and the driven gear in a combination corresponding to a given speed ratio after fine adjustment.

After the shift operation is completed, the lock / unlock device 242 connected to the rotation shafts of the motors / generators MG1 and 220 is again locked and the torques of the output shafts of the shift gear train are all transmitted to the second differential gear device. In this case, the vehicle is in a running state driven by the engine. Alternatively, the motor / generators MG1 and 220 may be kept in the unlocked state without directly switching the lock / unlock device 242 connected to the rotating shafts of the motors / generators MG1 and 220 in order to reduce shocks during shifting. You can slowly change the speed of).

Similar to the embodiment described above, the motor / generator can be used as a starter motor at the start of the vehicle. When the motor / generator is activated, the second gear of the first differential gear unit rotates. In the state where the output shaft of the first differential gear device and the input shaft of the second differential gear device are connected, the third gear of the first differential gear device is not free to rotate, so that the rotation axis of the first gear, that is, the output shaft of the shift gear train rotates. The rotation of the output shaft of the transmission gear is forcibly rotated by the output shaft of the engine via the driven gear and the driving gear engaged therewith, and the engine starts. In this case, all the lock / unlock devices 241, 242 remain in the unlocked state.

In addition, the motor / generator may operate as a generator when the vehicle travels downhill. In other words, when the motor / generator is driven downhill, the electric power can be generated using the rotation from the output shaft of the engine by switching to the generator. The generated power can be used for charging a battery (not shown).

In addition to the motor / generator connected to the second gear of the first differential gear, an auxiliary motor / generator may be arranged between the first differential gear and the second differential gear. The auxiliary motor / generator may be used for generating additional torque required for driving uphill or generating power for charging the battery. In addition, it is possible to directly control the deceleration / acceleration of the vehicle.

On the other hand, the first differential gear device shown in Fig. 6 may be arranged in other ways as well. That is, one of the three gears of the first differential gear device, the first gear, the second gear, and the third gear, is connected to the output shaft of the engine, and one of the other two gears is connected to the motor / generator, The other gear can be connected to the input shaft of the shifting gear train.

FIG. 7 illustrates an embodiment in which a planetary gear device is applied instead of the first differential gear device shown in FIG. 6. Except that the first differential gear device is replaced by the planetary gear device in the embodiment shown in FIG. 7, the other matters are the same as the embodiment described in FIG. 6, and only the operation of the planetary gear device will be described below.

In the illustrated embodiment, the input shaft of the planetary gear device 210a is the rotational axis of the sun gear 211a, and the output shaft is the rotational axis of the ring gear 213a. Therefore, the rotation shaft of the sun gear 211a is connected to the output shaft of the transmission gear train, and the rotation shaft of the ring gear 213a is connected to the input shaft of the differential gear device connected to the driving wheel. The planetary gear 212a is connected by a carrier 214a, and the rotation axis of the carrier 214a is connected to the motor / generator MG1. Compared with the embodiment shown in FIG. 6, the first gear of the first differential gear device corresponds to the sun gear, the second gear corresponds to the planetary gear, and the third gear corresponds to the ring gear, respectively.

By adjusting the gear ratio of the sun gear, the planetary gear and the ring gear, the speed ratio of the input shaft and the output shaft of the planetary gear device can be adjusted. That is, the first differential gear device of FIG. 6 and the planetary gear device of FIG. 7 may be designed to be mechanically equivalent. Accordingly, the shift operation or the like can be made in the same manner as described in FIG. 6.

On the other hand, the planetary gear device shown in Fig. 7 may be arranged in other ways as well. That is, one of the three gears indicated by the sun gear, the planetary gear, and the ring gear of the planetary gear unit is connected to the output shaft of the engine, one of the other two gears is connected to the motor / generator, and the other gear is connected. Can be connected to the input shaft of the transmission gear train.

Hereinafter, a case in which the dual planetary / differential gear device is composed of two differential devices in the embodiment shown in FIG. 3 will be described with reference to the drawings. As described above, the dual planetary / differential gear unit is a combination of two planetary gear units or a differential gear unit or a planetary gear unit and one differential gear unit.

8 shows an embodiment using two differential gears as dual planetary / differential gears. The first input shaft of the dual differential gear device is connected to the output shaft of the shifting gear train using a gear, a chain or a belt, and the output shaft is connected to the rotation shaft of the driving wheel. In addition, the second input shaft of the dual differential gear unit is connected to the motor / generator. As in the above embodiment, an additional motor / generator can be provided and connected to the third input shaft of the dual differential gear device.

In the illustrated embodiment, the dual differential gear device has a structure in which a second differential gear device 400b is disposed inside the first differential gear device 210b and the rotation shafts of the second gears 212b and 402b are connected to each other. Has The rotating shaft of the first gear 211b of the first differential gear device 210b is connected to the output shaft of the shift gear train. Therefore, the rotation shaft of the first gear 211b corresponds to the first input shaft of the dual differential gear device 201b. The rotating shaft of the third gear 213b facing the first gear 211b is connected to the motor / generators MG1 and 220 and corresponds to the second input shaft of the dual differential gear device. The first gear 401b and the third gear 403b of the second differential gear device 400b are connected to the rotation shaft of the driving wheel, respectively. The rotation shafts of the first and third gears of the second differential gear device 400b correspond to the output shafts of the dual differential gear device. Meanwhile, the rotation shaft of the second gear 212b of the first differential gear device 210b and the rotation shaft of the second gear 402b of the second differential gear device 400b are connected to each other. Therefore, when the second gear 212b of the first differential gear device 210b is idle, the second gear 402b of the second differential gear device 400b is also idle. However, the rotational motion of each second gear can be made independently of each other. The third input shaft, in connection with the further motor / generator, is connected with the axis of rotation of the second gears and thus relates to the idle motion of the second gears.

In the shift gear train, a drive gear train is provided on the input shaft and a driven gear train is provided on the output shaft. The speed ratio of the input shaft and the output shaft is determined according to the gear ratios of the gears engaged with each other in the drive gear train and the driven gear train.

The lock / unlock devices 241 and 242 are provided on the output shaft of the transmission gear train and the rotation shaft of the motor / generator MG1. According to the adjustment of the controller, the locking / unlocking device may maintain each rotating shaft in a locked state or an unlocked state. In the locked state, the rotating shaft cannot rotate, and in the unlocked state, the rotating shaft can rotate. As the locking / unlocking device, for example, a band brake device can be applied.

When the vehicle is driven by the driving of the engine, the power of the output shaft of the engine is directly transmitted to the shift gear train, and the output shaft of the shift gear train is connected to the first input shaft of the first differential gear device. While driving by the engine, the motor / generators MG1 and 220 connected to the third gear 213b of the first differential gear device 210b may be stopped by the locking / unlocking device 242. Therefore, the second gear 212b of the first differential gear device 210b is idle by the rotation of the first gear 211b of the first differential gear device 210b. The orbital motion of the second gear 212b of the first differential gear device 210b is transmitted to the second gear 402b of the second differential gear device 400b by the connected rotation shaft, and then the second differential connected to the drive wheels. It is transmitted to the first and third gears 401b and 403b of the gear device 400b. Therefore, the rotation of the output shaft of the transmission gear train is transmitted to the second differential gear device 400b connected to the driving wheels.

When shifting the traveling speed of the vehicle, the shift target is input to the controller. The shift target can be given, for example, at a predetermined speed ratio with respect to the speed of the engine output shaft. According to the shift target, the speed ratio between the input shaft and the output shaft of the shift gear train after the shift is determined, and the drive gear and the driven gear to be engaged with each other in the shift gear train are determined. The control unit adjusts to release all lock / unlock devices 241 and 242, and the motor / generators MG1 and 220 are free to rotate under no load. After that, the connection state between the drive gear and the driven gear in the transmission gear train is released. The control unit determines the newly engaged drive gear and the driven gear according to the given speed ratio. Accordingly, the corresponding drive gears and driven gears of the synchronous meshed transmission gear train are engaged, and the shifting operation is completed.

On the other hand, in order to reduce the burden on the synchronous clutch parts of the synchronous clutch shifting gear and shorten the shifting time, the speeds of the motors / generators MG1 and 220 just before the drive gears and the driven gears of the synchronous clutch shifting gear train are engaged. You can adjust it in advance. At this time, the speed adjustment of the motor / generators MG1 and 220 is calculated from the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generators MG1 and 220 in the no-load state described above, the amount of change in the speed ratio, and the like. The motor / generator device is switched back to no-load state after adjusting the speed, and the synchronous-shift gear train engages the drive gear and the driven gear in a combination corresponding to a given speed ratio after fine adjustment.

When the shifting operation is completed, the motor / generators MG1 and 220 may immediately switch to a locked state or may gradually change the rotational speed to mitigate an impact during shifting.

The motor / generators MG1 and 220 may be used as starter motors when the vehicle starts up. When starting at the stop, lock the second differential gear device 400b, connect the drive gear and the driven gear of the shift gear train, and then drive the motor / generators MG1 and 220 to forcibly rotate the output shaft of the engine. Start the engine. When the vehicle is in operation, the engine is started by forcibly rotating the output shaft of the engine by driving the motors / generators MG1 and 220 under the condition that the running speed of the vehicle is maintained by inertia. The input change after engine start is canceled by the motor / generators MG1 and 220.

When the vehicle is driving downhill, the motor / generators MG1 and 220 may operate as generators. When slowing downhill, the running speed of the vehicle is controlled by regenerative power generation by the motor / generators MG1 and 220.

As described above, an auxiliary motor / connected to a rotation shaft connecting the second gears of the first and second differential gear units in addition to the motor / generator connected to the rotation shaft of the third gear 212b of the first differential gear device 210b. Generator MG2 may be disposed. The auxiliary motor / generator MG2 may be used for generating additional torque required for driving uphill or generating power for charging the battery. In addition, it is possible to directly control the deceleration / acceleration of the vehicle.

Meanwhile, the differential gear device shown in FIG. 8 can be arranged in other ways as well. That is, one of the three gears of the first differential gear device, the first gear, the second gear, and the third gear, is connected to the output shaft of the engine, and one of the other two gears is connected to the motor / generator, The other gear can be connected to the input shaft of the gearbox.

Although the invention has been described in detail based on the embodiments shown in the accompanying drawings, it is apparent that various modifications are possible without departing from the scope of the invention. Nothing described herein is intended to narrow the scope of the invention to the scope of the appended claims. The foregoing examples are for illustrative purposes only and are not intended to exclude those having other embodiments.

100: engine
210, 210a: planetary / differential geared power interrupters
220: motor / generator
230: auxiliary motor / generator
241, 242: lock / unlock
250: control unit
300: shift gear train
400: differential gear
500: driven wheels
700: dual planetary / differential geared power interrupter

Claims (46)

A shift gear train having an input shaft having a drive gear train and an output shaft having a driven gear train engaged with the drive gear train, the shift gear train being synchronously engaged;
A motor / generator device capable of switching the operating mode to a motor or generator; And
It is disposed between the engine drive shaft of the vehicle and the input shaft of the transmission gear train, or between the output shaft of the transmission gear train and the wheel drive shaft of the vehicle, and set the motor / generator device to a no-load state or adjust the driving force during the shift operation of the vehicle. Power interruption device to control the driving force transmitted to the gear train
Including;
When the power control device is disposed between the engine drive shaft of the vehicle and the input shaft of the transmission gear train, the power interruption device connects the engine drive shaft of the vehicle and the rotation shaft of the motor / generator device in parallel without a clutch, When disposed between the output shaft and the wheel drive shaft of the vehicle to connect the wheel drive shaft of the vehicle and the rotating shaft of the motor / generator device in parallel without a clutch
Vehicle transmission.
The method according to claim 1,
Further comprising an auxiliary motor / generator device capable of switching the operating mode to a motor or generator,
The auxiliary motor / generator device is disposed between the transmission gear train and the wheel drive shaft of the vehicle when the power control device is disposed between the engine drive shaft of the vehicle and the input shaft of the transmission gear train, and the power control device includes the transmission gear. When disposed between the output shaft of the row and the wheel drive shaft of the vehicle is disposed between the power control device and the wheel drive shaft of the vehicle
Vehicle transmission, characterized in that.
The method according to claim 1,
The power control device includes at least one differential gear device disposed between the engine drive shaft of the vehicle and the input shaft of the transmission gear train or between the output shaft of the transmission gear train and the wheel drive shaft of the vehicle,
Any gear of the differential gear or the carrier of the gear and the rotation axis of the motor / generator device are connected without a clutch.
Vehicle transmission, characterized in that.
The method according to claim 1,
The power control device includes at least one planetary gear device disposed between the engine drive shaft of the vehicle and the input shaft of the transmission gear train or between the output shaft of the transmission gear train and the wheel drive shaft of the vehicle,
Any gear of the planetary gear device or a carrier of the gear and the rotation shaft of the motor / generator device are connected without a clutch.
Vehicle transmission, characterized in that.
A vehicle comprising the vehicular transmission device according to claim 1.
As a method of controlling the vehicle transmission apparatus according to claim 1,
(a) receiving a speed ratio of the vehicle;
(b) setting the motor / generator device to a no-load state;
(c) separating the connected input shaft and output shaft of the transmission gear train;
(d) connecting the input shaft and the output shaft of the transmission gear train in a combination corresponding to the transmission ratio received in step (a); And
(e) adjusting the rotation of the rotation axis of the motor / generator device
Control method of a vehicle transmission comprising a.
The method of claim 6, wherein between steps (c) and (d),
Adjusting the speed of the motor / generator device and then switching to no-load state in order to alleviate the burden of the synchronous clutch transmission gear train and shorten the shift time.
Control method of a vehicle transmission apparatus further comprises a.
The method according to claim 7,
The speed control of the motor / generator device is calculated from any one or a combination of the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator and the speed ratio of the vehicle under no load.
Control method of a vehicle transmission apparatus characterized in that.
The method of claim 6, wherein step (e) is
(e-1) gradually changing the rotational speed of the motor / generator device connected to the power interruption device in order to prevent shock during shifting, and
(e-2) adjusting the rotation of the rotation shaft of the motor / generator device
Control method of a vehicle transmission apparatus comprising a.
A first differential gear device having a first gear, a second gear, and a third gear, wherein a rotation shaft of one of the three gears is connected to the engine drive shaft of the vehicle without the clutch;
A motor / generator device connected to one of the other two gears of the first differential gear device without a rotation axis of the gear or a carrier and a clutch of the gear;
A transmission in which the input shaft is connected to the rotary shaft of the other gear of the first differential gear device without the clutch via the clutch and the output shaft is connected to the input shaft of the second differential gear device connected to the drive wheels Gear train;
A lock / unlock device for suppressing or allowing rotation of the engine drive shaft of the vehicle and the rotation shaft of the motor / generator device; And
Control unit for controlling the operation of the motor / generator device, the locking / unlocking device and the transmission gear train during the shift operation of the vehicle
Vehicle transmission comprising a.
The method according to claim 10,
And an auxiliary motor / generator connected to the input shaft of the second differential gear device without a clutch.
A vehicle comprising the vehicular transmission device according to claim 10.
A method for controlling a vehicle transmission according to claim 10,
(a) receiving a speed ratio of the vehicle;
(b) setting the motor / generator device to a no-load state;
(c) separating the connected input shaft and output shaft of the transmission gear train;
(d) connecting the input shaft and the output shaft of the transmission gear train in combination according to the transmission ratio received in step (a); And
(e) adjusting the rotation of the rotation axis of the motor / generator device
Control method of a vehicle transmission comprising a.
The method of claim 13, wherein between steps (c) and (d),
Adjusting the speed of the motor / generator device and then switching to no-load state in order to alleviate the burden of the synchronous clutch transmission gear train and shorten the shift time.
Control method of a vehicle transmission apparatus further comprises a.
The method according to claim 14,
The speed control of the motor / generator device is calculated from any one or combination of the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator device and the speed change ratio in the no-load state.
Control method of a vehicle transmission apparatus characterized in that.
The method according to claim 14, wherein step (e) is
(e-1) gradually changing the rotational speed of the motor / generator device in order to prevent shock during shifting, and
(e-2) adjusting the rotation of the rotation shaft of the motor / generator device
Control method of a vehicle transmission apparatus comprising a.
A shift gear train connected directly to an input shaft of the engine drive shaft of the vehicle without a clutch, and synchronously operated;
A differential gear device having a first gear, a second gear, and a third gear, wherein a rotation shaft of one of the three gears is connected to an output shaft of the transmission gear train;
A motor / generator device connected to one of the other two gears of the differential gear device without a rotation axis of the gear or a carrier and a clutch of the gear;
A lock / unlock device for suppressing or allowing rotation of the output shaft of the transmission gear train and the rotation shaft of the motor / generator device; And
Control unit for controlling the operation of the motor / generator device, the locking / unlocking device and the transmission gear train during the shift operation of the vehicle
Vehicle transmission comprising a.
18. The method of claim 17,
The rotation axis of the other gear of the differential gear device is connected to the input shaft of the other differential gear device for driving the wheels of the vehicle, and is connected to the input shaft of the other differential gear device without the clutch via an auxiliary motor / generator. Vehicle transmission, characterized in that it further comprises.
A vehicle comprising the vehicular transmission device according to claim 17.
A method for controlling a vehicle transmission according to claim 17,
(a) receiving a speed ratio of the vehicle;
(b) setting the motor / generator device to a no-load state;
(c) separating the connected input shaft and output shaft of the transmission gear train;
(d) connecting the drive gear and the driven gear of the transmission gear train in a combination according to the speed ratio input in the step (a); And
(e) adjusting the rotation of the rotation axis of the motor / generator device
Control method of a vehicle transmission comprising a.
The process of claim 20, wherein between steps (c) and (d),
Adjusting the speed of the motor / generator device and then switching to no-load state in order to alleviate the burden of the synchronous clutch transmission gear train and shorten the shift time.
Control method of a vehicle transmission apparatus further comprises a.
The method according to claim 21,
The speed control of the motor / generator device is calculated from any one or combination of the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator device and the speed change ratio in the no-load state.
Control method of a vehicle transmission apparatus characterized in that.
The method of claim 20, wherein step (e) is
(e-1) gradually changing the rotational speed of the motor / generator device to prevent shock during shifting; And
(e-2) adjusting the rotation of the rotation shaft of the motor / generator device
Control method of a vehicle transmission apparatus comprising a.
A planetary gear device having a first gear, a second gear, and a third gear, wherein a rotation shaft of one of the three gears is connected to the engine drive shaft of the vehicle without the clutch;
A motor / generator device connected to one of the remaining two gears of the planetary gear device without the rotation axis of the gear or the carrier and the clutch of the gear;
A shift gear train whose input shaft is connected to the rotary shaft of the other gear of the planetary gear device without a clutch and whose output shaft is connected to the input shaft of the differential gear device which is connected to the driving wheel of the vehicle and is synchronized. ;
A lock / unlock device for suppressing or allowing rotation of the engine drive shaft of the vehicle and the rotation shaft of the motor / generator device; And
Control unit for controlling the operation of the motor / generator device, the locking / unlocking device and the transmission gear train during the shift operation of the vehicle
Vehicle transmission comprising a.
The method of claim 24,
The first gear of the planetary gear device is a sun gear, the second gear is a planetary gear, the third gear is a ring gear,
The motor / generator device is connected with a carrier connecting the rotation axis of the second gear
Vehicle transmission characterized in that.
The method of claim 24,
And an auxiliary motor / generator connected to the input shaft of the differential gear device without a clutch.
A vehicle comprising the vehicular transmission device according to claim 24.
A method for controlling a vehicle transmission according to claim 24,
(a) receiving a speed ratio of the vehicle;
(b) setting the motor / generator device to a no-load state;
(c) separating the connected input shaft and output shaft of the transmission gear train;
(d) connecting the input shaft and the output shaft of the transmission gear train in combination according to the transmission ratio received in step (a); And
(e) adjusting the rotation of the rotation axis of the motor / generator device
Control method of a vehicle transmission comprising a.
The method of claim 28, wherein between steps (c) and (d),
Adjusting the speed of the motor / generator device and then switching to no-load state in order to alleviate the burden of the synchronous clutch transmission gear train and shorten the shift time.
Control method of a vehicle transmission apparatus further comprises a.
The method of claim 29,
The speed control of the motor / generator device is calculated from any one or combination of the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator device and the speed change ratio in the no-load state.
Control method of a vehicle transmission apparatus characterized in that.
The method of claim 28, wherein step (e) is
(e-1) gradually changing the rotational speed of the motor / generator device to prevent shock during shifting; And
(e-2) adjusting the rotation of the rotation shaft of the motor / generator device
Control method of a vehicle transmission apparatus comprising a.
A shift gear train connected directly to an input shaft of the engine drive shaft of the vehicle without a clutch, and synchronously operated;
A planetary gear device having a first gear, a second gear, and a third gear, wherein a rotation shaft of one of the three gears is connected to an output shaft of the transmission gear train;
A motor / generator device connected to one of the remaining two gears of the planetary gear device without the rotation axis of the gear or the carrier and the clutch of the gear; And
A lock / unlock device for suppressing or allowing rotation of the output shaft of the transmission gear train and the output shaft of the motor / generator device; And
Control unit for controlling the operation of the motor / generator device, the locking / unlocking device and the transmission gear train during the shift operation of the vehicle
Vehicle transmission comprising a.
The method according to claim 32,
The first gear of the planetary gear device is a sun gear, the second gear is a planetary gear, the third gear is a ring gear,
The motor / generator device is connected with a carrier connecting the rotation axis of the second gear
Vehicle transmission, characterized in that.
The method according to claim 32,
The rotary shaft of the other gear of the planetary gear device is connected to the input shaft of the other differential gear device for driving the wheels of the vehicle, and the auxiliary motor / generator is connected to the input shaft of the other differential gear device without the clutch. Vehicle transmission, characterized in that it further comprises.
A vehicle comprising the vehicular transmission device according to claim 32.
A method for controlling the vehicle transmission according to claim 32,
(a) receiving a speed ratio of the vehicle;
(b) setting the motor / generator device to a no-load state;
(c) separating the connected input shaft and output shaft of the transmission gear train;
(d) connecting the input shaft and the output shaft of the transmission gear train in combination according to the transmission ratio received in step (a); And
(e) adjusting the rotation of the rotation axis of the motor / generator device
Control method of a vehicle transmission comprising a.
The method of claim 36, wherein between steps (c) and (d),
Adjusting the speed of the motor / generator device and then switching to no-load state in order to alleviate the burden of the synchronous clutch transmission gear train and shorten the shift time.
Control method of a vehicle transmission apparatus further comprises a.
The method of claim 37,
The speed control of the motor / generator device is calculated from any one or combination of the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator device and the speed change ratio in the no-load state.
Control method of a vehicle transmission apparatus characterized in that.
The method of claim 36, wherein step (e) is
(e-1) gradually changing the rotational speed of the motor / generator device to prevent shock during shifting; And
(e-2) adjusting the rotation of the rotation shaft of the motor / generator device
Control method of a vehicle transmission apparatus comprising a.
A shift gear train connected directly to an input shaft of the engine drive shaft of the vehicle without a clutch, and synchronously operated;
A first differential gear device having a first gear, a second gear, and a third gear, wherein a rotation axis of one of the three gears is connected to an output shaft of the transmission gear train;
A motor / generator device connected to one of the other two gears of the first differential gear device without a rotation axis of the gear or a carrier and a clutch of the gear;
A first gear, a second gear, and a third gear, the rotational axis of the other gear of the first differential gear device and the rotational axis of the second gear are connected; A second differential gear device connected to the drive wheels; And
A lock / unlock device for suppressing or allowing rotation of the output shaft of the transmission gear train and the rotation shaft of the motor / generator device; And
Control unit for controlling the operation of the motor / generator device, the locking / unlocking device and the transmission gear train during the shift operation of the vehicle
Vehicle transmission comprising a.
The method of claim 40,
And an auxiliary motor / generator connected to the rotational shaft of the second gear of the second differential gear device.
A vehicle comprising the vehicle transmission according to claim 40.
A method for controlling a vehicle transmission apparatus according to claim 40,
(a) receiving a speed ratio of the vehicle;
(b) setting the motor / generator device to a no-load state;
(c) separating the connected input shaft and output shaft of the transmission gear train;
(d) connecting the input shaft and the output shaft of the transmission gear train in combination according to the transmission ratio received in step (a); And
(e) adjusting the rotation of the rotation axis of the motor / generator device
Control method of a vehicle transmission comprising a.
The method of claim 43, wherein between steps (c) and (d),
Adjusting the speed of the motor / generator device and then switching to no-load state in order to alleviate the burden of the synchronous clutch transmission gear train and shorten the shift time.
Control method of a vehicle transmission apparatus further comprises a.
The method of claim 44,
The speed control of the motor / generator device is calculated from any one or combination of the rotational speed of the engine, the traveling speed of the vehicle, the speed of the motor / generator device and the speed change ratio in the no-load state.
Control method of a vehicle transmission apparatus characterized in that.
The method of claim 43, wherein step (e) is
(e-1) gradually changing the rotational speed of the motor / generator device to prevent shock during shifting; And
(e-2) adjusting the rotation of the rotation shaft of the motor / generator device
Control method of a vehicle transmission apparatus further comprises a.
KR1020100054265A 2010-05-11 2010-06-09 Transmission using planetary/differential gear and control method thereof and vehicle using the same KR101014654B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR20100043794 2010-05-11
KR1020100043794 2010-05-11

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Publication Number Publication Date
KR101014654B1 true KR101014654B1 (en) 2011-02-16

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000006676A (en) * 1998-06-23 2000-01-11 Honda Motor Co Ltd Hybrid vehicle
KR100597574B1 (en) * 2001-12-06 2006-07-10 디티아이 그룹 비.브이. Transmission system and method for driving a vehicle
KR100757591B1 (en) * 2006-07-24 2007-09-10 현대자동차주식회사 Power train of hev using differential gear
KR100837918B1 (en) * 2007-06-18 2008-06-13 현대자동차주식회사 Continuously variable transmission on hybrid electrical vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000006676A (en) * 1998-06-23 2000-01-11 Honda Motor Co Ltd Hybrid vehicle
KR100597574B1 (en) * 2001-12-06 2006-07-10 디티아이 그룹 비.브이. Transmission system and method for driving a vehicle
KR100757591B1 (en) * 2006-07-24 2007-09-10 현대자동차주식회사 Power train of hev using differential gear
KR100837918B1 (en) * 2007-06-18 2008-06-13 현대자동차주식회사 Continuously variable transmission on hybrid electrical vehicle

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