WO2007142129A1 - Pilote hybride - Google Patents

Pilote hybride Download PDF

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Publication number
WO2007142129A1
WO2007142129A1 PCT/JP2007/061157 JP2007061157W WO2007142129A1 WO 2007142129 A1 WO2007142129 A1 WO 2007142129A1 JP 2007061157 W JP2007061157 W JP 2007061157W WO 2007142129 A1 WO2007142129 A1 WO 2007142129A1
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WO
WIPO (PCT)
Prior art keywords
transmission
gear
power
motor
generator
Prior art date
Application number
PCT/JP2007/061157
Other languages
English (en)
Japanese (ja)
Inventor
Hidehiro Oba
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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 Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2007142129A1 publication Critical patent/WO2007142129A1/fr

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    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • B60K6/365—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 with the gears having orbital motion
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    • 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
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    • 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
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    • 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
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • 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
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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

Definitions

  • the present invention relates to a hybrid drive device having a configuration in which an engine and a motor generator are coupled to a rotating element of a power split mechanism.
  • hybrid vehicles equipped with an engine and a motor generator as driving force sources are known.
  • An example of a hybrid vehicle having an engine and a motor generator as a driving force source is described in Japanese Patent Application Laid-Open No. 2005-125876.
  • the hybrid vehicle described in JP 2005-125876 A has an engine, a first motor 'generator, and a second motor' generator.
  • a power distribution mechanism to which these engines, the first motor generator and the second motor generator are connected is provided.
  • This power distribution mechanism is composed of a planetary gear mechanism.
  • a sun gear, which is a reaction force element, is connected to the first motor generator
  • a carrier, which is an input element, is connected to the engine
  • a ring gear which is an output element, is connected to the first gear. It is connected to the intermediate shaft.
  • a clutch is provided on the path from the first intermediate shaft to the axle shaft.
  • the second motor generator is connected to the first intermediate shaft gear via a reduction gear.
  • This reduction gear is constituted by a planetary gear mechanism, a second motor generator is connected to the sun gear, a ring gear is connected to the first intermediate shaft, and a carrier is fixed. Further, a second intermediate shaft is connected to the first motor 'generator, and a clutch is provided on a path from the second intermediate shaft to the axle shaft.
  • the sun gear (reaction element) or the ring gear (output element) of the power distribution mechanism can be selectively connected to the axle shaft.
  • Japanese Patent Application Laid-Open No. 2005-125876 describes that a state with a large power transmission loss such as a power circulation state is avoided. [0004]
  • the present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a hybrid drive device capable of improving power transmission efficiency over a wide range of gear ratios as a whole drive device. Les.
  • the present invention comprises a power split mechanism having a first rotating element, a second rotating element, and a third rotating element that are connected so as to be differentially rotatable, An engine is coupled to the first rotating element, a first motor 'generator is coupled to the second rotating element, a second motor' generator is coupled to the third rotating element, and When the power of the engine is input to the first rotating element and output from the second rotating element or the third rotating element and transmitted to a wheel, the first motor generator or the second One of the motors / generators is configured to handle the reaction force of the engine torque, and the first motor / generator and the second rotating element are connected to the wheels so as to be capable of transmitting power.
  • Power transmission In the hybrid drive device, provided with a path, and provided with a second power transmission path for connecting the second motor generator and the third rotating element to the wheel so that power can be transmitted.
  • the first transmission provided in the first power transmission path, the second transmission provided in the second power transmission path, and the first transmission can transmit torque to the wheels.
  • a first clutch mechanism that selectively switches between a state and a state that interrupts transmission of the torque, a state that allows the second transmission to transmit torque to the wheels, and a state that blocks transmission of the torque
  • a second clutch mechanism for selectively switching to.
  • the power split mechanism can be constituted by a differential rotation mechanism in which the first to third rotation elements rotate differentially with respect to each other.
  • the power split mechanism rotates a sun gear, a ring gear arranged concentrically with the sun gear, and a pinion gear arranged between the sun gear and the ring gear. It can be constituted by a planetary gear mechanism having a carrier that can be freely and revolved.
  • the planetary gear mechanism may be a double pinion type planetary gear mechanism in which a ring gear to which the engine is connected is located in the center and a sun gear and a carrier are located on both sides of the planetary gear mechanism. .
  • the first transmission and the second transmission each include a transmission gear pair composed of a drive gear and a driven gear that are in mesh with each other, and the transmission gear ratios of these transmission gear pairs are mutually different. Different configurations can be used.
  • the present invention provides a first input shaft holding a drive gear in the first transmission, a second input shaft holding a drive gear in the second transmission, A force motor shaft holding a driven gear in the first transmission and a driven gear in the second transmission, and the first clutch mechanism includes a gear pair in the first transmission.
  • a structure that includes a mechanism for selectively transmitting torque to and from can be used.
  • the first motor / generator can receive a reaction force against the engine torque, and the first clutch mechanism can be engaged to transmit the torque to the first transmission.
  • First mode setting means for setting the first mode by setting the second clutch mechanism in a released state and not transmitting torque to the second transmission, and the second motor generator To apply a reaction force against the engine torque, and to put the second clutch mechanism in an engaged state so that the second speed changer can transmit torque and to put the first clutch mechanism in a released state.
  • second mode setting means for setting the second mode by setting the second transmission to a state where torque transmission is not performed.
  • the vehicle speed for setting the first mode in which the gear ratio of the gear pair in the first transmission is relatively larger than the gear ratio of the gear pair in the second transmission and a control means for setting the second mode when the vehicle speed is relatively high. Can do.
  • the engine power is input to the input element of the power split mechanism, and the power output from the output element of the power split mechanism is transmitted to the wheels.
  • the reaction force of the engine torque is selectively received by the first motor / generator or the second motor / generator. And the motor responsible for the reaction force
  • both the first transmission and the second transmission have a mechanism for switching between power transmission and power interruption, an increase in the number of parts can be suppressed and the structure can be simplified.
  • FIG. 1 is a conceptual diagram showing an example of a power train and a control system of a vehicle having a hybrid drive device of the present invention.
  • FIG. 2 is a chart showing the operation of the clutch mechanism in the shift control mode of the transmission shown in FIG.
  • FIG. 3 is a collinear diagram showing an operating state of the power split mechanism in a shift control mode 1;
  • FIG. 4 is a collinear diagram showing the operating state of the power split mechanism in the process of switching from shift control mode 1 to shift control mode 2.
  • FIG. 5 is an alignment chart showing an operating state of the power split mechanism in the shift control mode 2;
  • FIG. 6 is a collinear diagram showing the operating state of the power split mechanism in the process of switching from shift control mode 2 to shift control mode 3.
  • FIG. 7 is a diagram showing the relationship between the theoretical power transmission efficiency of the hybrid drive device shown in FIG. 1 and the gear ratio of the entire drive device.
  • an engine, a first motor generator, and a second motor generator are provided as driving force sources for the vehicle.
  • This engine is a power unit that converts thermal energy into kinetic energy.
  • the engine can use an internal combustion engine that is a power unit that burns fuel to generate heat energy and converts the heat energy into kinetic energy.
  • a gasoline engine, a diesel engine, an LPG engine, a methanol engine, or the like can be used as the internal combustion engine.
  • the motor generator combines a power function for converting electric energy into kinetic energy and a regeneration function for converting kinetic energy into electric power. That is, the principle of power generation differs between the engine and the motor generator.
  • a double pinion type planetary gear mechanism, a single repinion type planetary gear mechanism, a Ravigneaux type planetary gear mechanism, or the like can be used as the power split mechanism.
  • the engine, the first motor'generator and the second motor'generator are coupled to the first rotating element, the second rotating element, and the third rotating element of the power split mechanism.
  • the first rotating element functions as an input element
  • either one of the second rotating element and the third rotating element is a reaction force element
  • the other is an output element. That is, when the power of the engine is input to the input element and output from the output element, the engine is caused by either the first motor generator or the second motor generator. responsible for the reaction.
  • the power generated by the motor generator responsible for the reaction force can be supplied to other motor generators for power line control.
  • a power transmission path including the first transmission and a power transmission path including the second transmission are formed in parallel between the engine and the wheels.
  • both the first transmission and the second transmission are mechanisms that can change the speed ratio, which is the ratio between the input speed and the output speed.
  • the first transmission and the second transmission may be a stepped transmission capable of changing the gear ratio stepwise (discontinuously) or the gear ratio steplessly. Any of continuously variable transmissions that can be changed (continuously) may be used.
  • the stepped transmission for example, a selection gear type transmission, a planetary gear type transmission, or the like can be used.
  • a clutch mechanism can be used as a mechanism for switching the gear ratio.
  • the first transmission and the second transmission have a configuration in which the transmission torque is controlled by controlling the clutch mechanism.
  • the clutch mechanism for example, a meshing clutch, an electromagnetic clutch, a friction clutch, or the like can be used. Further, as the friction clutch, a wet clutch, a dry clutch, or the like can be used.
  • the continuously variable transmission a toroidal continuously variable transmission, a belt continuously variable transmission, or the like can be used.
  • the transmission ratio selected by the first transmission is different from the transmission ratio selected by the second transmission.
  • FIG. 1 shows an example of the configuration of a part train of the vehicle 1.
  • the vehicle 1 shown in FIG. 1 is a hybrid vehicle of F'F (front engine. Front drive; front wheel drive in front of the engine) type.
  • the engine 2 the motor generator MG1, and the motor generator MG2 are mounted as driving force sources.
  • the engine 2 is a power unit that burns fuel and converts the heat energy into kinetic energy.
  • the engine 2 is a known engine having an intake / exhaust device, a fuel injection device, and the like. In the case of a gasoline engine, the engine 2 is controlled by controlling the opening of the electronic throttle valve, the fuel injection amount, the fuel injection timing, the ignition timing, and the like.
  • the engine output that is, the engine speed and the engine torque can be controlled.
  • the motor generators MG1 and MG2 are rotating devices having both a power function for converting electric energy to kinetic energy and a regeneration function for converting kinetic energy to electric energy.
  • the power split mechanism 3 is a double pinion planetary gear mechanism.
  • the sun gear 4 is arranged coaxially with the sun gear 4 and is arranged so as to surround the sun gear 4.
  • a ring gear 5, a pinion gear 55 meshed with the sun gear 4, this pinion gear 55 and another pinion gear 56 meshed with the ring gear 5, and these pinion gears 5, 56 are supported in a rotatable and revolving manner.
  • Carya 57 Carya 57.
  • the first rotating element is an input element.
  • One of the second rotating element and the third rotating element serves as a reaction force element, and the other serves as an output element.
  • the number of rotating elements is not limited to three, and any one of four or more rotating elements is selected as a reaction force element.
  • Other rotation elements may be selected as output elements.
  • an input shaft 9 that rotates integrally with the sun gear 4 is provided.
  • the input shaft 9 is arranged coaxially with the crankshaft 8 of the engine 2.
  • a rotation axis B1 of the input shaft 9 and the crankshaft 8 is arranged in the width direction of the vehicle 1.
  • the motor generator MG1 has a stator 11 and a rotor 12, and the stator 11 is fixed to a casing (not shown).
  • the rotor 12 is connected to the input shaft 9.
  • the motor / generator MG2 is provided between the engine 2 and the motor / generator MG1 in the rotation axis direction of the input shaft 9.
  • the power split mechanism 3 is disposed between the engine 2 and the motor generator MG2 in the direction of the rotation axis.
  • This motor generator MG 2 has a stator 15 and a rotor 16. The stator 15 is fixed to the casing, and the rotor 16 is connected to the carrier 57 so as to rotate integrally.
  • Another input shaft 17 is provided coaxially with the input shaft 9.
  • the input shaft 17 is a hollow shaft, and the input shaft 9 is disposed in the input shaft 17. Ie 2
  • the two input shafts 9 and 17 are relatively rotatable about a common rotation axis B1.
  • the input shaft 17 is connected to the rotor 16 and the carrier 57 so as to rotate integrally.
  • a counter shaft 18 is provided that can rotate around another rotation axis C1 parallel to the rotation axis B1.
  • a first transmission 19A is provided on the power transmission path between the motor generator MG2 and the counter shaft 18, and the power transmission path between the motor generator MG1 and the counter shaft 18 is provided on the power transmission path.
  • a second transmission 19B is provided.
  • the first transmission 19A is a mechanism for controlling the ratio between the rotational speed of the motor / generator MG2 and the carrier 57 integral with each other and the rotational speed of the counter shaft 18.
  • the second transmission 19B is a mechanism for controlling the ratio between the rotation speed of the motor / generator MG1 and the sun gear 4 and the rotation speed of the counter shaft 18.
  • the first speed changer 19A includes a first speed gear pair 20 and a third speed gear pair 22, and the second transmission 19B includes a second speed gear pair 21 and a fourth speed gear pair.
  • the first speed gear pair 20 has a first speed drive gear 25 and a first speed driven gear 26 which are meshed with each other.
  • the third-speed gear pair 22 has a third-speed drive gear 27 and a third-speed driven gear 28 that are meshed with each other.
  • the first-speed drive gear 25 and the third-speed drive gear 27 are configured to rotate integrally with the input shaft 17.
  • first-speed driven gear 26 and the third-speed driven gear 28 are attached to the counter shaft 18, and the first-speed driven gear 26 and the third-speed driven gear 28 are attached to the counter shaft 18. Both of the driven gears 28 are configured to be rotatable relative to the counter shaft 18.
  • the second speed gear pair 21 has a second speed drive gear 29 and a second speed driven gear 31 that are meshed with each other, and the fourth speed gear pair 23 is mutually connected.
  • a fourth speed drive gear 30 and a fourth speed driven gear 32 are combined.
  • the second speed drive gear 29 and the fourth speed drive gear 30 are connected to the input shaft 9 so as to rotate integrally.
  • the second speed driven gear 31 and the fourth speed driven gear 32 are held by the counter shaft 18. Both the second speed driven gear 31 and the fourth speed driven gear 32 are configured to be rotatable relative to the counter shaft 18.
  • a mechanism for controlling the transmission ratio more specifically, the first speed gear pair 20 to the fourth speed gear.
  • Vs. 23 A clutch mechanism for connecting / disconnecting the counter shaft 18 so as to transmit power will be described.
  • a first clutch mechanism S1 is provided, and the power transmission state of the first speed gear pair 20 and the third speed gear pair 22 is controlled by the first clutch mechanism S1.
  • the first clutch mechanism S1 connects either the first speed driven gear 26 or the third speed driven gear 28 to the countershaft 18 so as to be able to transmit power, and Both the first speed driven gear 26 and the third speed driven gear 28 have a configuration in which power cannot be transmitted to the counter shaft 18.
  • the first clutch mechanism S1 for example, a dog clutch or other meshing clutch or clutch can be used.
  • the first speed mechanism S1 can be used with respect to the rotational speed of the counter shaft 18.
  • a clutch mechanism having a synchronizing mechanism (synchronizer mechanism) for matching the rotational speeds of the driven gear 26 for driving or the driven gear 28 for third speed is used.
  • a second clutch mechanism S2 is provided, and the power transmission state of the second speed gear pair 21 and the fourth speed gear pair 23 is controlled by the second clutch mechanism S2.
  • the second clutch mechanism S2 connects either the second speed driven gear 31 or the fourth speed driven gear 32 to the counter shaft 18 so as to be able to transmit power, and Both the second-speed driven gear 31 and the fourth-speed driven gear 32 are configured such that power cannot be transmitted to the counter shaft 18.
  • a meshing clutch such as a dog clutch can be used.
  • the second speed mechanism S 2 is used for the rotational speed of the counter shaft 18.
  • a clutch mechanism having a synchronizing mechanism (synchronizer mechanism) that matches the rotational speed of the driven gear 31 or the fourth-speed driven gear 32 is used. Further, an actuator 39 for operating the first clutch mechanism S1 and the second clutch mechanism S2 is provided. As this actuator 39, it is possible to use a hydraulically controlled actuator or an electromagnetically controlled actuator.
  • the gear ratio of the first transmission 19A is determined by the gear ratio of the first gear pair 20 and the gear ratio of the third gear pair 22.
  • the gear ratio of the second transmission 19B is determined by the gear ratio of the second speed gear pair 21 and the gear ratio of the fourth speed gear pair 23.
  • the gear ratio of the first speed gear pair 20 is maximum, and the first speed gear pair 20
  • the speed ratio of the second speed gear pair 21 is smaller than the speed ratio of the first speed gear pair 20
  • the speed ratio of the third speed gear pair 22 is the speed ratio of the second speed gear pair 21.
  • the gear ratio of the fourth speed gear pair 23 is smaller than the gear ratio of the third speed gear pair 22.
  • a final pinion gear 37 is provided on the counter shaft 18, and a ring gear 40 is engaged with the final pinion gear 37.
  • the final pinion gear 37 and the ring gear 40 constitute a final reduction gear.
  • the ring gear 40 is configured to rotate integrally with the differential case 50, and a pair of side gears (not shown) and wheels (front wheels) 51 built in the differential case 50 are moved by a drive shaft 52. It is connected to transmit power.
  • a power supply device 53 is provided for transferring power to and from the motor generators MG1 and MG2.
  • the power supply device 53 has a power storage device (not shown) such as a secondary battery, and a battery or a capacitor can be used as the power storage device.
  • This power storage device and motor generators MG1 and MG2 are connected via an inverter (not shown).
  • the power supply device 53 may include a fuel cell system (not shown) in addition to the power storage device. This fuel cell system is a system that obtains electric power by reacting hydrogen and oxygen, and can supply the generated electric power to the motor generators MG1 and MG2 or charge the power storage device.
  • the power supply device 53 has an electric circuit for connecting the motor / generator MG1 and the motor / generator MG2, and the motor / generator MG1 and the motor / generator MG2 without passing through the power storage device. It is possible to send and receive power directly to and from.
  • An electronic control unit 54 is provided as a controller.
  • the electronic control unit 54 includes detection signals from various sensors and switches, for example, acceleration requests, braking requests, and the like.
  • the request, the engine speed, the motor / generator M Gl, the rotation speed of MG2, the rotation speed of the input shafts 9, 17 and the rotation speed of the counter shaft 18 are input.
  • a signal for controlling the engine 2 a signal for controlling the motor generators MG1 and MG2, a signal indicating the power generation state / charge state / discharge state of the power supply device 53, and the actuator 39 are controlled. Signal is output.
  • the engine torque is input to the ring gear 5 of the power split mechanism 3, and the control to handle the reaction force of the engine torque is executed by one of the motor and generator. .
  • the carrier 57 serves as an output element of the power split mechanism 3.
  • the sun gear 4 serves as an output element of the power split mechanism 3.
  • the motor / generator responsible for the reaction force of the engine torque rotates in the forward direction
  • the motor / generator is regeneratively controlled.
  • the motor / generator responsible for the reaction force of the engine torque rotates in the reverse direction, the motor / generator is controlled.
  • the motor generator that handles the anti-catonolec When the motor generator that handles the anti-catonolec is regeneratively controlled, the generated electric power is charged to the power storage device or supplied to the other motor generator, and the motor generator generates the power. It is also possible to execute control. On the other hand, when the motor / generator that handles the anti-clock is controlled by the line, the power of the power storage device is supplied to the motor / generator that handles the counter-force, or the other motor / generator is regenerated. It is also possible to control and supply the generated electric power to the motor generator that handles the reaction force.
  • the power split mechanism 3 when the rotational speed of the motor / generator responsible for the reaction force of the engine torque is controlled, the differential speed of the sun gear 4, the ring gear 5, and the carrier 57 causes the engine rotational speed and output element to be The ratio to the rotational speed can be controlled steplessly (continuously). That is, the power split mechanism 3 acts as a continuously variable transmission.
  • a signal input to the electronic control unit 54 is processed to obtain a target driving force, a target engine output, and the like.
  • the target drive power is obtained based on the vehicle speed and the accelerator opening (acceleration request), and the target engine output borne by the engine 2 is obtained based on the target drive force.
  • the optimal fuel consumption curve is set so that the fuel consumption of the engine 2 becomes the optimal fuel consumption.
  • a target engine speed and a target engine torque are obtained.
  • the actual engine speed can be brought close to the target engine speed by controlling the gear ratio of the power split mechanism 3, and the actual engine torque can be controlled by controlling the opening of the electronic throttle valve. Can be made closer to the target engine torque.
  • the first shift Control of the machine 19A and the second transmission 19B is executed.
  • a forward position that can be selectively switched as a mode for controlling the first transmission 19A and the second transmission 19B will be described.
  • the forward position is a position used when generating a driving force in a direction for moving the vehicle 1 forward. In this forward position, the mode shown in Fig. 2, specifically, shift control mode 1 (1st), shift control mode 2 (2nd), shift control mode 3 (3rd) and shift control mode 4 (4th) Can be selectively switched.
  • shift control modes control the transmission ratios of the first transmission 19A and the second transmission 19B, and transmit power in the first transmission 19A and the second transmission 19B. It controls the state.
  • the shift control mode 1 and the shift control mode 3 are shift control modes that are selected when engine torque is transmitted from the ring gear 5 to the input shaft 17.
  • FIG. 2 shows the shift control mode 1 (1st), the shift control mode 2 (2nd), the shift control mode 3 (3rd), and the shift control mode 4 (4th).
  • a gear connected by engagement of the clutch mechanism S1 and a gear connected by engagement of the second clutch mechanism S2 are shown.
  • the shift control mode 3 When the shift control mode 3 is selected, the counter shaft 18 and the third speed driven gear 28 are connected by the first clutch mechanism S1, and the counter The power transmission between the shaft 18 and the first speed driven gear 26 is cut off. Further, the second clutch mechanism S2 is released, and the power transmission of the second speed driven gear 31 and the fourth speed driven gear 32 to the counter shaft 18 is interrupted. Thus, when the shift control mode 3 is selected, the torque output from the carrier 57 of the power split mechanism 3 is transmitted to the counter shaft 18 via the third speed gear pair 22. Is done.
  • the speed change control mode 2 and the speed change control mode 4 are modes that are selected when the engine torque is transmitted from the sun gear 4 to the input shaft 9, and the speed change control mode 2 or the speed change control mode 4 is selected.
  • the motor generator MG2 takes over the anti-catenol.
  • the shift control mode 2 is selected, the counter shaft 18 and the second speed driven gear 31 are connected by the second clutch mechanism S2, and the counter shaft Power transmission between 18 and the fourth speed driven gear 32 is cut off. Further, the first clutch mechanism S1 is released, and the power transmission of the first speed driven gear 26 and the third speed driven gear 28 to the counter shaft 18 is interrupted. In this way, when the shift control mode 2 is selected, the torque output from the sun gear 4 of the power dividing mechanism 3 is transmitted to the counter shaft 18 via the second speed gear pair 21. Is transmitted to.
  • the shift control mode 4 when the shift control mode 4 is selected, the counter shaft 18 and the fourth speed driven gear 32 are connected by the second clutch mechanism S2, and Power transmission between the counter shaft 18 and the second speed driven gear 31 is interrupted. Further, the first clutch mechanism S1 is released, and the power transmission of the first speed driven gear 26 and the third speed driven gear 28 to the counter shaft 18 is cut off. Thus, when the shift control mode 4 is selected, the torque output from the sun gear 4 of the power split mechanism 3 is applied to the counter shaft 18 via the fourth speed gear pair 23. Communicated. In this way, by selectively switching a plurality of shift control modes, in the first speed changer 19A, the rotation speed between the input shaft 17 and the rotation speed between the counter shaft 18 is changed.
  • the second transmission 19B is a ratio of the rotational speed between the input shaft 9 and the counter shaft 18 in the second transmission 19B.
  • the gear ratio can be changed in stages.
  • the “X” mark indicates that the first clutch mechanism S1 or the second clutch mechanism S2 is released.
  • drive mode 1 is a control mode for the entire vehicle that is selected when the gear ratio of the drive device is controlled.
  • the control range of the gear ratio of the drive device is set for each drive mode. Different. Which drive mode is selected is determined by the electronic control unit 54 based on the vehicle speed, the accelerator opening, the target drive force, and the like.
  • the control of MG2 will be described with reference to the alignment charts of FIGS.
  • the engine 2 (ENG) is arranged between the motor / generator MG1 and the motor / generator MG2 on the alignment chart.
  • the shift control mode 1 is selected when the vehicle 1 starts.
  • the gin 2 rotates in the forward direction
  • the motor / generator MG1 rotates in the forward direction, and is regeneratively controlled to handle the reaction force of the engine torque.
  • the electric power obtained by the regenerative control of the motor / generator MG1 is supplied to the motor / generator MG2 for power control, and a tonolec in the direction of forward rotation is generated. That is, the carrier 57 of the power split mechanism 3 is an output element.
  • the shift control mode 1 is changed to the shift control mode 2.
  • the first clutch mechanism S1 connects the first speed driven gear 26 and the counter shaft 18 in addition to the first clutch mechanism S1.
  • the second speed driven gear 31 and the counter shaft 18 are connected by the second clutch mechanism S2. Then, as shown in the collinear diagram of FIG. 4, control is performed so that both motor generators MG1 and MG2 idle.
  • the motor generators MG1 and MG2 are in a no-load state in which neither power nor regeneration is performed. Then, the first clutch mechanism S1 is released, and the second clutch mechanism S2 is maintained in the above-described engaged state, whereby the shift control mode 2 is achieved.
  • this shift control mode 2 is achieved, as shown in the collinear diagram of FIG. 5, the motor / generator MG2 rotates forward and is regeneratively controlled to handle the reaction force of the engine torque. 3 sun gear 4 is the output element.
  • the electric power generated by the motor / generator MG2 is supplied to the motor / generator MG1, and the motor / generator MG1 is controlled in a row.
  • the motor / generator MG1 rotates forward and is regeneratively controlled to receive the reaction force of the engine torque, and the carrier 57 of the power split mechanism 3 serves as an output element. . Further, the electric power generated by the motor / generator MG1 is supplied to the motor / generator MG2, and the motor / generator MG2 is controlled in a row.
  • the motor / generator MG2 When the shift control mode 4 is achieved, the motor / generator MG2 is regeneratively controlled to handle the reaction force of the engine torque, and the sun gear 4 of the power split mechanism 3 serves as an output element. In addition, the electric power generated by the motor / generator MG2 is supplied to the motor / generator MG1, and the motor / generator MG1 is controlled. In this embodiment, the control for changing from the shift control mode 4 to the shift control mode 3, the control for changing from the shift control mode 3 to the shift control mode 2, and the change from the shift control mode 2 to the shift control mode 1 are performed. It is also possible to execute control.
  • the transmission ratio (i), which is the ratio between the engine speed and the counter shaft 18, is shown on the horizontal axis, and the theoretical transmission efficiency is shown on the vertical axis.
  • the theoretical transmission efficiency is a rate at which the power of the engine 2 is transmitted to the counter shaft 18.
  • the theoretical transmission efficiency shown here is based on the premise that no power is supplied from the power supply device 53 to the motor generators MG1 and MG2.
  • the theoretical transmission efficiency is represented as 1.0.
  • the theoretical transmission efficiency of less than 1.0 means that the engine 2's dynamic power is converted into electric energy or the electric energy is converted into motor's generator power. In other words, it means that the amount of electricity flowing through the power supply device 53 increases, that is, the overall electrical dependency in the vehicle 1 becomes large (high).
  • drive modes 1 to 4 are indicated by characteristic lines.
  • the characteristic line corresponding to each drive mode has a mountain-shaped characteristic protruding upward.
  • the theoretical transmission efficiency of electric energy is 1.0 at the apex of the characteristic lines showing each drive mode.
  • the motor generators MG1 and MG2 carry out line control or regenerative control, conversion between mechanical energy and electrical energy is performed, so the theoretical transfer efficiency is less than 1.0. It has become.
  • the control range of the transmission ratio (i) differs for each drive mode. Specifically, the control range of the gear ratio (i) in the drive mode 2 is a region of the gear ratio smaller than the control range of the gear ratio (i) in the drive mode 1. Further, the control range of the gear ratio (i) in the drive mode 3 is a region of the gear ratio smaller than the control range of the gear ratio (i) corresponding to the drive mode 2. Further, the control range of the gear ratio (i) in the drive mode 4 is a region of the gear ratio smaller than the control range of the gear ratio (i) corresponding to the drive mode 3.
  • the transmission ratio of the power split mechanism 3 is controlled, and the reaction torque of the engine 2 is selected by the motor “generator MG1 or the motor” generator MG2.
  • Control can be executed.
  • the first transmission 19A and the second transmission 19B are provided in the power transmission path from the motor generators MG1, MG2 to the counter shaft 18, and the motor generator
  • the ratio between the rotation speed of MG1 and MG2 and the rotation speed of the counter shaft 18 can be controlled. With these controls, it is possible to expand the selection range (range) of the gear ratio (i) of the drive device.
  • the motor generator that receives the reaction force of the engine torque is controlled in a controlled manner (especially in reverse rotation), and regenerative control is performed with the motor-generator connected to the output element of the power split mechanism 3, It is possible to suppress the phenomenon that power generated by the regenerative control is supplied to the motor / generator that controls the power, and so on. Therefore, the amount of mechanical power transmitted from the engine 2 to the wheels 51 can be increased, the amount of power flow can be reduced, and the power transmission efficiency of the entire drive device can be improved.
  • the transmission torque is amplified. Therefore, the maximum torque of the motors 'generators MG1 and MG2 is reduced and the motor' The generators MG 1 and MG2 can be downsized. Further, since the power split mechanism 3 and the first transmission 19A and the second transmission 19B are used in combination, the transmission ratio of the first transmission 19A and the second transmission 19B is changed. By controlling, the maximum number of rotations of the motor generators M Gl and MG2 can be reduced.
  • the power split mechanism 3 is constituted by a double pinion type planetary gear mechanism, motors / generators MG1 and MG2 are separately arranged on both sides of the engine 2 on the collinear diagram. Has been. Therefore, even when any motor generator generates the reaction force of the engine torque, the size of the anti-catonolek can be made substantially the same. Therefore, motors / generators MG1 and MG2 having the same function and size can be used.
  • the first clutch mechanism S1 and the second clutch mechanism S2 may be wet multi-plate clutches which are a kind of friction clutch, but the hydraulic pressure for controlling the hydraulic pressure of these clutch mechanisms
  • the oil pressure source that supplies pressure oil to the chamber is an oil pump, there is little power loss due to slip of the clutch mechanism, mechanical meshing, and clutch.
  • both the first transmission 19A and the second transmission 19B have a mechanism for switching between power transmission and power interruption, an increase in the number of parts can be suppressed and the structure can be simplified.
  • the transmission shown in FIG. 1 selectively switches between shift control modes 1 to 4, and has four different gear ratios in the first transmission 19A and the second transmission 19B. It is a stepped transmission that can be switched in stages, but with both transmissions, there are three speeds or It may be a vehicle having a stepped transmission configured to be able to switch between five or more speeds. In this case, a shift control mode corresponding to the number of shift stages can be selected. Further, in the example of FIG. 1, the reverse gear train for generating the driving force in the direction of moving the vehicle backward is omitted.
  • Ring gear 5 corresponds to the first rotating element of the present invention
  • sun gear 4 corresponds to the second rotational element of the present invention
  • the carrier 57 corresponds to the rotating element
  • the carrier 57 corresponds to the third rotating element of the present invention
  • the input shaft 9 and the counter shaft 18 constitute the first power transmission path of the present invention.
  • the shaft 17 and the counter shaft 18 constitute a second power transmission path of the present invention.
  • the first clutch mechanism S1 corresponds to a mechanism that enables power transmission to the first transmission of the present invention and that interrupts power transmission
  • the second clutch mechanism S2 corresponds to the second transmission mechanism of the present invention.
  • This transmission corresponds to a mechanism that enables power transmission and interrupts power transmission.
  • the motor 'generator MG1 force corresponds to the first motor' generator of the present invention
  • the motor 'generator MG2 corresponds to the second motor generator of the present invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention concerne un pilote hybride qui peut améliorer le rendement de la transmission de puissance sur une large plage de rapports de boîte. Le pilote hybride comprend un mécanisme de répartition de la puissance accouplé à un moteur, un premier moteur-générateur et un second moteur-générateur, une première chaîne de transmission de puissance pour relier le premier moteur-générateur aux roues et pouvoir leur transmettre la puissance et une seconde chaîne de transmission de puissance pour relier le second moteur-générateur aux roues et pouvoir leur transmettre la puissance. Une première boîte de vitesses est disposée dans la première chaîne de transmission de puissance, une seconde boîte de vitesses est disposée dans la seconde chaîne de transmission de puissance, la première boîte de vitesses comporte un mécanisme qui peut basculer entre transmission de puissance et interruption de puissance et la seconde boîte de vitesses comporte un mécanisme qui peut basculer entre transmission de puissance et interruption de puissance.
PCT/JP2007/061157 2006-06-06 2007-06-01 Pilote hybride WO2007142129A1 (fr)

Applications Claiming Priority (2)

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JP2006157894A JP2007326422A (ja) 2006-06-06 2006-06-06 ハイブリッド駆動装置
JP2006-157894 2006-06-06

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010089841A1 (fr) * 2009-02-09 2010-08-12 本田技研工業株式会社 Dispositif de transmission de puissance
WO2010116818A1 (fr) * 2009-03-30 2010-10-14 本田技研工業株式会社 Dispositif de transmission de puissance pour véhicule hybride
WO2012037013A1 (fr) * 2010-09-15 2012-03-22 Chrysler Llc Unité d'entraînement multimode
WO2012055527A1 (fr) * 2010-10-25 2012-05-03 Magna Powertrain Ag & Co Kg Unité de transmission et unité électrique complémentaire
CN105398323A (zh) * 2015-10-28 2016-03-16 北京理工大学 商用车辆动力换挡混合动力变速箱
WO2017080571A1 (fr) * 2015-11-09 2017-05-18 Volvo Truck Corporation Groupe motopropulseur de véhicule
CN107428234A (zh) * 2015-04-02 2017-12-01 博格华纳瑞典公司 电动轴

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JP4910884B2 (ja) * 2007-05-25 2012-04-04 トヨタ自動車株式会社 動力出力装置、それを備えたハイブリッド自動車、および動力出力装置の制御方法
JP2009196533A (ja) * 2008-02-22 2009-09-03 Aisin Aw Co Ltd 回転電機制御システム及び当該回転電機制御システムを備えた車両駆動システム
JP5273069B2 (ja) 2010-03-02 2013-08-28 アイシン精機株式会社 ハイブリッド駆動装置
CN112937279A (zh) * 2021-03-24 2021-06-11 王飞 一种混合动力车辆
CN114475206A (zh) * 2022-03-01 2022-05-13 重庆嘉陵全域机动车辆有限公司 一种高速水陆两栖车增程式混合动力传动机构

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Publication number Priority date Publication date Assignee Title
WO2010089841A1 (fr) * 2009-02-09 2010-08-12 本田技研工業株式会社 Dispositif de transmission de puissance
JP2010179868A (ja) * 2009-02-09 2010-08-19 Honda Motor Co Ltd 動力伝達装置
WO2010116818A1 (fr) * 2009-03-30 2010-10-14 本田技研工業株式会社 Dispositif de transmission de puissance pour véhicule hybride
CN102348568A (zh) * 2009-03-30 2012-02-08 本田技研工业株式会社 混合动力车辆用动力传递装置
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CN102348568B (zh) * 2009-03-30 2014-06-25 本田技研工业株式会社 混合动力车辆用动力传递装置
WO2012037013A1 (fr) * 2010-09-15 2012-03-22 Chrysler Llc Unité d'entraînement multimode
WO2012055527A1 (fr) * 2010-10-25 2012-05-03 Magna Powertrain Ag & Co Kg Unité de transmission et unité électrique complémentaire
DE112011103566B4 (de) 2010-10-25 2023-12-14 Magna Pt B.V. & Co. Kg Elektrische Ergänzungseinheit für ein Getriebe
CN107428234B (zh) * 2015-04-02 2021-05-11 博格华纳瑞典公司 电动轴
CN107428234A (zh) * 2015-04-02 2017-12-01 博格华纳瑞典公司 电动轴
CN105398323A (zh) * 2015-10-28 2016-03-16 北京理工大学 商用车辆动力换挡混合动力变速箱
CN108349361A (zh) * 2015-11-09 2018-07-31 沃尔沃卡车集团 车辆动力总成
WO2017080571A1 (fr) * 2015-11-09 2017-05-18 Volvo Truck Corporation Groupe motopropulseur de véhicule
US11065948B2 (en) 2015-11-09 2021-07-20 Volvo Truck Corporation Vehicle powertrain
CN108349361B (zh) * 2015-11-09 2021-08-17 沃尔沃卡车集团 车辆动力总成

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