WO2008029720A1 - Dispositif de puissance utile et véhicule hybride - Google Patents

Dispositif de puissance utile et véhicule hybride Download PDF

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Publication number
WO2008029720A1
WO2008029720A1 PCT/JP2007/066971 JP2007066971W WO2008029720A1 WO 2008029720 A1 WO2008029720 A1 WO 2008029720A1 JP 2007066971 W JP2007066971 W JP 2007066971W WO 2008029720 A1 WO2008029720 A1 WO 2008029720A1
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WO
WIPO (PCT)
Prior art keywords
gear
electric motor
motor
shaft
power output
Prior art date
Application number
PCT/JP2007/066971
Other languages
English (en)
Japanese (ja)
Inventor
Hidehiro Oba
Hiroshi Katsuta
Hideaki Komada
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2008029720A1 publication Critical patent/WO2008029720A1/fr

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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
    • 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
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/26—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 motors or the generators
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • 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

Definitions

  • the present invention relates to a power output device that outputs power to a drive shaft and a hybrid vehicle including the same.
  • an internal combustion engine As this type of power output device, an internal combustion engine, two electric motors, a so-called Ravigne type planetary gear mechanism, and two output elements of the planetary gear mechanism are selectively coupled to an output shaft.
  • a power output apparatus including a parallel shaft type transmission that can be used is known (for example, see Patent Document 1).
  • This power output device is intended for a front-wheel drive vehicle.
  • the internal combustion engine In this power output device, the internal combustion engine is disposed horizontally, the internal combustion engine and the planetary gear mechanism, two electric motors, and a parallel shaft type speed change. The rotating shafts of the machine will extend parallel to each other.
  • a planetary gear device including an input element connected to an internal combustion engine and two output elements, and a parallel shaft transmission including a countershaft respectively connected to a corresponding output element of the planetary gear mechanism, (For example, refer to Patent Document 2).
  • the two output elements of the planetary gear device are respectively fixed to the inner circumference of the corresponding rotor of the electric drive unit.
  • a power distribution mechanism including an input element connected to the internal combustion engine, a reaction force element connected to the first motor 'generator, and an output element connected to the second motor' generator, and an output
  • an output There is also known one provided with two clutches for selectively connecting an axle shaft as a member to an output element and a reaction force element of a power distribution mechanism (for example, see Patent Document 3).
  • the reaction force element of the power distribution mechanism is connected to the output member and the connection between the output element and the output member is released.
  • the two clutches are controlled, thereby suppressing the occurrence of power circulation that drives the first motor 'generator by the electric power generated by the second motor' generator using a part of the power of the output member.
  • Patent Document 1 JP 2005-155891 A Patent Document 2: Japanese Patent Laid-Open No. 2003-106389
  • Patent Document 3 Japanese Patent Laid-Open No. 2005-125876
  • the power output described in Patent Document 1 is mainly applied to a vehicle that travels by driving rear wheels, that is, a general rear wheel drive vehicle, a rear wheel drive base four wheel drive vehicle, or the like. It is difficult to adopt the equipment because of the mounting space.
  • the power output device described in Patent Document 2 is considered to be intended for rear-wheel drive vehicles, but requires a rotor with a large diameter and has a problem with the mountability of the electric drive unit. Therefore, it must be said that the feasibility is low.
  • this type of power output device is applied mainly to a vehicle that travels by driving the rear wheels, it is necessary to improve the power transmission efficiency in a wider travel region. The output device still has room for improvement.
  • an object of the present invention is to provide a power output device that is compact and excellent in mountability, and that is suitable for a vehicle that travels mainly by driving a rear wheel, and a hybrid vehicle including the same.
  • Another object of the present invention is to provide a power output apparatus capable of improving power transmission efficiency in a wider driving range and a hybrid vehicle equipped with the power output apparatus.
  • a power output apparatus includes:
  • a power output device that outputs power to a drive shaft
  • a first electric motor that can input and output power
  • a second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor;
  • the first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other;
  • the first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power Shift transmission means capable of selectively transmitting the power output from the distribution integration mechanism via the second element to the drive shaft at a predetermined speed ratio;
  • the differential rotation mechanism is disposed coaxially with both motors between the first and second motors disposed coaxially with each other. Accordingly, since the first and second motors having smaller radial sizes can be used and the power output device can be mounted in the front-rear direction of the vehicle, the rear wheels are mainly compact and excellent in mountability. It is possible to realize a power output device suitable for a vehicle that runs while driving. Furthermore, this power output device selects the power output via the first element of the differential rotation mechanism and the power output via the second element that rotates differentially with respect to the first element.
  • transmission transmission means that can transmit to the drive shaft and can change a transmission gear ratio between at least one of the first element and the drive shaft and between the second element and the drive shaft. Therefore, according to this power output device, power transmission efficiency can be improved in a wider operating range.
  • the internal combustion engine is disposed coaxially with either the first electric motor or the second electric motor, and faces the speed change transmission unit with the differential rotation mechanism interposed therebetween. It may be.
  • the components such as the internal combustion engine, the first and second electric motors, the differential rotation mechanism, and the transmission transmission mechanism basically constitute the internal combustion engine, the first or second electric motor, and the differential rotation.
  • the mechanism, the second or first motor, and the transmission transmission means are arranged in this order. Therefore, the first and second electric motors are arranged between the internal combustion engine and the transmission transmission means to reduce the entire power output device, particularly the axial length thereof, and the assembly and maintenance of the power output device. Furthermore, reliability can be improved.
  • the first element is connected to the first electric motor via a hollow first shaft
  • the second element is connected to the second electric motor via a hollow second shaft.
  • Three elements are connected to the internal combustion engine via an axis extending through one of the first axis and the second axis, and one of the first element and the second element is the first axis or
  • the first element and the first element are connected to the shift transmission means via the second shaft.
  • the other of the two elements is connected to the speed change transmission means via a connecting shaft extending through the first shaft or the second shaft, and the speed change transmission means is connected via the first shaft or the second shaft.
  • the differential rotating mechanism is arranged coaxially between the first and second motors, and the internal combustion engine, the differential rotating mechanism, and the first and second electric motors are all arranged on the same axis. Is possible.
  • At least one of the first element and the second element is configured such that the first electric motor or the second element is decelerated through a reduction means that decelerates rotation of a rotation shaft of the first electric motor or the second electric motor.
  • the second electric motor may be connected.
  • one of the first element and the second element to which a larger torque is input from the third element connected to the engine shaft is the one of the first electric motor or the second electric motor.
  • the motor may be connected to the first electric motor or the second electric motor via a speed reduction unit that decelerates the rotation of the rotary shaft. That is, if the torque distribution ratio from the internal combustion engine of the first and second elements of the differential rotating mechanism is connected to the first or second electric motor via the speed reducer, the corresponding effect can be achieved more effectively. It is possible to reduce the size of the motor and reduce its power loss.
  • the differential rotation mechanism includes a set of two pinion gears that mesh with each other and one of the sun gear and the other of the ring gear.
  • the first element which may be a double pinion planetary gear mechanism including at least one set of carriers, is one of the sun gear and the carrier, and the second element is the sun gear and the carrier.
  • the third element may be the ring gear. If such a double pinion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism can be further reduced, so that the power output device can be made more compact.
  • the differential rotation mechanism may divide the number of teeth of the sun gear by the number of teeth of the ring gear.
  • the gear ratio of the differential rotation mechanism which is a value, is p
  • the carrier may be configured such that p ⁇ 0.5
  • the first motor or the first Two motors may be connected.
  • the ratio of torque distribution from the internal combustion engine to the carrier increases. Therefore, by disposing the speed reduction means between the carrier and the first or second electric motor, it is possible to reduce the size of the electric motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of p / (1-p).
  • the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.
  • the speed reducing means may be disposed between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism.
  • the power output apparatus can be made more compact by integrating the differential rotation mechanism and the speed reduction means.
  • the differential rotation mechanism has a gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, P > 0.5.
  • the sun gear may be configured to be connected to the first electric motor or the second electric motor via a speed reduction unit. In such a differential rotary mechanism, the torque distribution ratio from the internal combustion engine to the sun gear becomes large. Therefore, by disposing the speed reduction means between the sun gear and the first or second motor, it is possible to reduce the size of the motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of (1 P ) / P.
  • the speed reduction means may be disposed between the first electric motor or the second electric motor connected to the sun gear and the shift transmission means.
  • the speed reduction means may be disposed between the first electric motor or the second electric motor connected to the sun gear and the shift transmission means.
  • the speed reduction means on the shift transmission means side that can make the size in the radial direction smaller than that of the electric motor, the electric motor having a larger radial size is brought closer to the internal combustion engine side to drive power.
  • the mountability of the output device can be further improved.
  • the differential rotation mechanisms are different from each other.
  • At least one stepped gear formed by connecting a first sun gear and a second sun gear having the number of teeth, a first pinion gear meshing with the first sun gear, and a second pinion gear meshing with the second sun gear.
  • the first element which may be a planetary gear mechanism including a carrier to be held, is one of the second sun gear and the carrier, and the second element is the other of the second sun gear and the carrier.
  • the third element may be the first sunshade. If such a gear mechanism is employed, the radial size of the differential rotation mechanism can be made smaller, so that the power output device can be made more compact.
  • the differential rotation mechanism has a product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear as a product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear.
  • the carrier may be configured such that p ⁇ 0.5, the first electric motor via the reduction means Alternatively, it may be connected to the second electric motor. In such a differential rotary mechanism, the ratio of torque distribution from the internal combustion engine to the carrier increases. Therefore, by disposing the speed reduction means between the carrier and the first or second electric motor, it is possible to reduce the size of the electric motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of p / (1-p).
  • the speed reducing means may be arranged between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism. As a result, the power output apparatus can be made more compact by integrating the differential rotation mechanism and the speed reduction means.
  • the differential rotation mechanism is a product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear.
  • the second sun gear may be configured such that ⁇ > 0.5 when the gear ratio of the differential rotation mechanism, which is the divided value, is P, the first electric motor or The second electric motor may be connected.
  • the torque distribution ratio from the internal combustion engine to the second sun gear is increased. Therefore, the sun gear and the first or second By disposing the speed reduction means between the motor and the motor, it is possible to reduce the size of the motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of (1 P ) / P.
  • the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.
  • the speed reduction means may be arranged between the first electric motor or the second electric motor connected to the second sun gear and the shift transmission means. In this way, by arranging the speed reduction means on the shift transmission means side that can generally reduce the radial size compared to the electric motor, the motor having a larger radial size is brought closer to the internal combustion engine side.
  • the power S can be improved to further improve the mountability of the power output device.
  • the differential rotation mechanism includes a sun gear, a ring gear, and a carrier that holds at least one pinion gear that meshes with both the sun gear and the ring gear.
  • the first element may be a single pinion planetary gear mechanism, the first element is one of the sun gear and the ring gear, the second element is the other of the sun gear and the ring gear, and the third element is
  • the carrier may be the carrier. Even if such a single pinion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism can be made even smaller, so that the power output device can be made more compact.
  • the ring gear may be connected to the first electric motor or the second electric motor via a speed reduction unit. That is, when a single pinion type planetary gear mechanism is used, the distribution ratio of the torque from the internal combustion engine to the ring gear generally increases. Therefore, by disposing the speed reduction means between the ring gear and the first or second motor, it is possible to reduce the size of the motor and reduce its power loss.
  • the power output apparatus includes a connection between the first electric motor and the first element, a release of the connection, a connection between the second electric motor and the second element, and the connection of the connection.
  • connection / disconnection means capable of executing any one of the release and the connection between the internal combustion engine and the third element and the release of the connection may be further provided.
  • a power output apparatus equipped with such connection / disconnection means if the connection / disconnection means releases the above connection, the internal combustion engine is substantially connected to the first and second electric motors by the function of the differential rotation mechanism. It becomes possible to separate from the transmission means.
  • the connection / disconnection means releases the connection and stops the internal combustion engine, the power from at least one of the first and second motors is transmitted via the transmission transmission means. It is possible to efficiently transmit to the drive shaft.
  • the connecting / disconnecting means is arranged between the first motor and the first element or between the second motor and the second element and corresponding to the first or second motor and the first or second element. And the transmission of the power transmission from the first or second motor corresponding to the connection / disconnection means when the connection by the connection / disconnection means is released. May be transmitted to the drive shaft.
  • a hybrid vehicle according to the present invention includes:
  • a hybrid vehicle including drive wheels driven by power from a drive shaft, an internal combustion engine,
  • a first electric motor that can input and output power
  • a second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor;
  • the first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other;
  • the first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power The power output from the distribution and integration mechanism via the second element Shift transmission means capable of being selectively transmitted to the drive shaft at a constant gear ratio.
  • the internal combustion engine, the first and second electric motors, the differential rotation mechanism, and the transmission transmission means of this hybrid vehicle are compact and suitable for mainly driving the rear wheels, and are suitable for driving in a wider driving range.
  • a power output device capable of improving transmission efficiency is configured. Therefore, in this hybrid vehicle, fuel consumption and running performance can be improved satisfactorily.
  • FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to a first embodiment of the present invention.
  • FIG. 2 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 40 and the elements of the deceleration gear mechanism 50 included in the hybrid vehicle 20 of the first embodiment. It is.
  • FIG. 3 When the hybrid vehicle 20 of the first embodiment is driven with the operation of the engine 22, the differential when the gear ratio of the transmission 60 is changed in the upshifting direction according to the vehicle speed change.
  • FIG. 6 is an explanatory diagram illustrating the relationship between the rotation speed and torque of main elements of the rotation mechanism 40 and the transmission 60.
  • FIG. 4 is an explanatory view similar to FIG.
  • FIG. 5 is an explanatory view similar to FIG.
  • FIG. 6 is an explanatory view similar to FIG.
  • FIG. 7 is an explanatory view similar to FIG.
  • FIG. 8 A common relationship between the rotational speed and torque of each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG1 functions as a generator and the motor MG2 functions as an electric motor. It is explanatory drawing which shows an example of a diagram.
  • FIG. 9 A common relationship between the rotational speed and torque of each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG2 functions as a generator and the motor MG1 functions as an electric motor. It is explanatory drawing which shows an example of a diagram.
  • FIG. 10 is an explanatory diagram for explaining a motor travel mode in the hybrid vehicle 20 of the first embodiment.
  • FIG. 11 is a schematic configuration diagram of a hybrid vehicle 20A according to a modification.
  • FIG. 12 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the number of rotations and torque in the elements of the differential rotation mechanism 40 and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20A of the modification.
  • FIG. 13 is a schematic configuration diagram of a hybrid vehicle 20A ′ according to a modification.
  • FIG. 14 is a schematic configuration diagram of a hybrid vehicle 20B according to a second embodiment of the present invention.
  • FIG. 15 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20B of the second embodiment. It is.
  • FIG. 16 is a schematic configuration diagram of a hybrid vehicle 20C according to a modification.
  • FIG. 17 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 C and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20 C of the modification.
  • FIG. 18 is a schematic configuration diagram of a hybrid vehicle 20D according to a third embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to a first embodiment of the present invention.
  • the hybrid vehicle 20 shown in the figure is configured as a rear-wheel drive vehicle, and includes an engine 22 disposed at the front of the vehicle and a differential rotation mechanism connected to a crankshaft 26 that is an output shaft of the engine 22 ( (Power distribution and integration mechanism) 40, a motor MG1 capable of generating electricity connected to the differential rotation mechanism 40, and the motor MG1 arranged coaxially with the motor MG1 and connected to the differential rotation mechanism 40 via the reduction gear mechanism 50
  • Electronic control for hybrids that controls the whole of the hybrid vehicle 20 and the motor 60 that can generate electricity, the transmission 60 that can transmit the power from the differential rotation mechanism 40 to the drive shaft 67 with a change in the gear ratio.
  • Unit hereinafter referred to as “Hybrid ECU” and! /, U) 70 etc.
  • the engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil.
  • the engine control unit 24 (hereinafter referred to as "engine ECU") 24 Control of ignition timing, intake air volume, etc.
  • Engine ECU Signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22 are input to 24.
  • the engine ECU 24 communicates with the hybrid ECU 70 and controls the operation of the engine 22 based on the control signal from the hybrid ECU 70, the signal from the sensor, and the like, and data on the operation state of the engine 22 as necessary. Output to hybrid ECU70.
  • Each of motor MG1 and motor MG2 is configured as a well-known synchronous generator motor that operates as a generator and can operate as a motor, and is a battery 35 that is a secondary battery via inverters 31 and 32. And exchange power.
  • a power line 39 connecting the inverters 31 and 32 and the battery 35 is configured as a positive and negative bus shared by the inverters 31 and 32, and is generated by one of the motors MG1 and MG2. Electric power can be consumed by the other motor. Therefore, the notch 35 is charged / discharged by the electric power generated by the motor M Gl or MG2 or the insufficient power, and charging / discharging is performed if the power balance is balanced by the motors MG1 and MG2. It will not be done.
  • the motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 30.
  • the motor ECU 30 includes signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 33 and 34 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown).
  • the phase current applied to the motors MG1 and MG2 detected by the above is input, and the motor ECU 30 outputs switching control signals to the inverters 31 and 32.
  • the motor ECU 30 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 33 and 34, and calculates the rotation speeds Nml and Nm2 of the rotors of the motors MG1 and MG2.
  • the motor ECU 30 communicates with the hybrid ECU 70, and drives and controls the motors MG1 and MG2 based on control signals from the hybrid ECU 70, and data on the operating state of the motors MG1 and MG2 as necessary. Output to.
  • the battery 35 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 36.
  • the battery ECU 36 has signals necessary for managing the battery 35, for example, a terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 35, The charging / discharging current from a current sensor (not shown) attached to the power line 39 connected to the output terminal of the battery 35, the battery temperature Tb from the temperature sensor 37 attached to the battery 35, and the like are input.
  • the battery ECU 36 outputs data on the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, the battery ECU 36 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 35.
  • the differential rotation mechanism 40 is housed in a transmission case (not shown) together with the motors MG1, MG2, the reduction gear mechanism 50, and the transmission 60, and is arranged coaxially with the crankshaft 26 at a predetermined distance from the engine 22.
  • the differential rotation mechanism 40 of the present embodiment includes a sun gear 41 as an external gear and a ring gear 42 as an internal gear arranged concentrically with the sun gear 41 and one of them is the sun gear 41 and the other.
  • a double pinion planetary gear mechanism that includes a carrier 45 that holds at least one pair of two pinion gears 43 and 44 that rotate and revolve freely.
  • the sun gear 41 (first element) and the ring gear 42 (third element) and carrier 45 (second element) are configured to be able to rotate differentially with respect to each other!
  • the sun gear 41 which is the first element of the differential rotation mechanism 40, includes a hollow sun gear shaft 41a extending from the sun gear 41 to the side opposite to the engine 22 (rear side of the vehicle) and a hollow first motor shaft 46.
  • the motor MG1 (hollow rotor) is connected via the (first shaft).
  • the carrier 45 which is the second element, has a reduction gear mechanism 50 disposed between the differential rotation mechanism 40 and the engine 22 and a hollow gear that extends toward the engine 22 and the reduction gear mechanism 50 (sun gear 51) force.
  • the motor MG2 (hollow rotor) is connected via the second motor shaft (second shaft) 55. Furthermore, the crankshaft 26 of the engine 22 is connected to the ring gear 42 as the third element via a ring gear shaft 42a and a damper 28 extending through the second motor shaft 55 and the motor MG2.
  • a clutch CO connection disconnection
  • the clutch CO meshes the dog fixed to the tip of the sun gear shaft 41a with the dog fixed to the tip of the first motor shaft 46 with less loss and balances the two.
  • a dog clutch that can be released And is driven by an electrical, electromagnetic or hydraulic actuator 88.
  • the first motor shaft 46 that can be connected to the sun gear 41, which is the first element of the differential rotation mechanism 40, via the clutch CO in this way is on the side opposite to the engine 22 from the motor MG1 (rear side of the vehicle). And is connected to the transmission 60.
  • the carrier 45, which is the second element of the differential rotation mechanism 40, passes through the hollow sun gear shaft 41a and the first motor shaft 46, and is opposite to the engine 22 (the vehicle rear) on the carrier shaft (connection shaft) 45a.
  • the carrier shaft 45 a is also connected to the transmission 60.
  • the differential rotation mechanism 40 is disposed coaxially with both the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22 is coaxial with the motor MG2. And opposite to the transmission 60 with the differential rotation mechanism 40 interposed therebetween. That is, in this embodiment, the engine 22, motor MG1, MG2, differential rotation mechanism 40, and transmission 60 from the front of the vehicle are the engine 22, motor MG2, (reduction gear mechanism 50), differential rotation. Mechanism 40, motor MG1, and transmission 60 will be arranged in this order.
  • the sun gear 41 as the first element of the differential rotation mechanism 40 is connected to the transmission 60 via the sun gear shaft 41a, the clutch CO, and the first motor shaft 46.
  • the carrier 45 as the second element of the differential rotation mechanism 40 is connected to the transmission 60 via the carrier shaft 45a.
  • one of the sun gear 41 and the carrier 45 of the differential rotation mechanism 40 is used as a reaction force element that receives the reaction force of the torque output from the engine 22, and the other is used as an output element.
  • power can be output to the transmission 60.
  • the sun gear 41 is used as a reaction force element
  • the motor MG1 functions as a generator.
  • the differential rotation mechanism 40 receives power from the engine 22 input through the ring gear 42. Is distributed to the sun gear 41 side and the carrier 45 side according to the gear ratio, and the power from the engine 22 and the power from the motor MG2 functioning as an electric motor are integrated and output to the carrier 45 side. If carrier 45 is a reaction force element, motor M The G2 functions as a generator. At this time, the differential rotation mechanism 40 receives the power from the engine 22 input via the ring gear 42 in accordance with the gear ratio between the sun gear 41 side and the carrier 45 side. At the same time, the power from the engine 22 and the power from the motor MG1 functioning as an electric motor are integrated and output to the sun gear 41 side.
  • the reduction gear mechanism 50 includes an external gear sun gear 51, an internal gear ring gear 52 arranged concentrically with the sun gear 51, and a plurality of pinion gears 53 that mesh with both the sun gear 51 and the ring gear 52.
  • a single pinion type planetary gear mechanism including a carrier 54 that holds a plurality of pinion gears 53 so as to rotate and revolve.
  • the sun gear 51 of the reduction gear mechanism 50 is connected to the rotor of the motor MG2 via the second motor shaft 55 described above.
  • the ring gear 52 of the reduction gear mechanism 50 is fixed to the carrier 45 of the differential rotation mechanism 40, whereby the reduction gear mechanism 50 is substantially integrated with the differential rotation mechanism 40.
  • the carrier 54 of the reduction gear mechanism 50 is fixed to the transmission case. Therefore, the power from the motor MG2 is decelerated by the action of the reduction gear mechanism 50 and input to the carrier 45 of the differential rotation mechanism 40, and the power from the carrier 45 is increased and input to the motor MG2. Will be.
  • the S axis represents the rotation speed of the sun gear 41 of the differential rotation mechanism 40 (motor MG1, that is, the rotation speed Nml of the first motor shaft 46), and the R axis represents the rotation speed of the ring gear 42 of the differential rotation mechanism 40 (engine The rotation speed of 22) Ne),
  • the C axis is the rotation speed of the carrier 45 of the differential rotation mechanism 40 (the carrier shaft 45a and the ring gear 52 of the reduction gear mechanism 50), and the 54 axis is the rotation speed of the carrier 54 of the reduction gear mechanism 50.
  • the rotational speed 51 indicates the rotational speed of the sun gear 51 of the reduction gear mechanism 50 (the rotational speed Nm2 of the motor MG2, that is, the second motor shaft 55).
  • p is the gear ratio of the differential rotation mechanism 40 (number of teeth of the sun gear 41 / number of teeth of the ring gear 42), pr is the reduction ratio of the reduction gear mechanism 50 (number of teeth of the sun gear 51 / ring gear 52). The number of teeth) is shown.
  • the gear ratio p of the differential rotation mechanism 40 is set to a value less than 0.5. In this case, as can be seen from FIG. A larger torque is input from the ring gear 42 connected to the crankshaft 26 of the engine 22.
  • the reduction ratio pr of the reduction gear mechanism 50 is a value p / (1 ⁇ p). If the reduction gear ratio of the reduction gear mechanism 50 is determined in this way, when the torque of the engine 22 becomes a certain value, the motor MG1 torque when the sun gear 41 is used as a reaction element and the carrier 45 as a reaction element The torque of the motor MG2 can be made the same, so the specifications of the motors MG1 and MG2 can be made almost the same.
  • the transmission 60 is configured as a parallel-shaft automatic transmission capable of setting a gear ratio in a plurality of stages, and includes a first counter drive gear 61a and a first counter driven gear 61b constituting a first-speed gear train.
  • Including reverse gear trains hereinafter, “counter drive gear” and “force-driven gear” are simply referred to as “gear”).
  • the gear ratio S decreases as the gear shifts to the second gear ⁇ IJ, third gear, or fourth gear, where the gear ratio of the first gear is the largest.
  • the first gear 61a of the first-speed gear train is rotatable and axially moved to the carrier shaft 45a extended from the carrier 45 as the second element of the differential rotation mechanism 40. Held impossible The first gear 61b fixed to the countershaft 65 is always meshed.
  • the third gear 63a of the third-speed gear train is also held on the carrier shaft 45a so as to be rotatable and immovable in the axial direction, and is always meshed with the third gear 63b fixed to the counter shaft 65.
  • either the first gear 61a (l-speed gear train) or the third gear 63a (3-speed gear train) is placed on the carrier shaft 45a side (counter drive gear side).
  • a clutch C1 that is selectively fixed to the first shaft 61a and can rotate (release) both the first gear 61a and the third gear 63a with respect to the carrier shaft 45a is disposed!
  • the clutch C1 is configured such that the dog held on the carrier shaft 45a so as not to be rotatable and movable in the axial direction is connected to the dog fixed to the first gear 61a and the third gear 63a. It is configured as a dog clutch that can be engaged with one of the fixed dogs with less! /, Loss and release the engagement between the two, and is driven by the above-described actuator 88.
  • the gears 61a and 61b in the first gear train, the gears 63a and 63b in the third gear train, and the clutch C1 constitute a first transmission mechanism of the transmission 60.
  • the second gear 62a of the second gear train is rotatable and non-movable in the axial direction to the first motor shaft 46 that can be connected to the sun gear 41, which is the first element of the differential rotation mechanism 40, via the clutch CO. It is held and always meshed with the second gear 62b fixed to the countershaft 65.
  • the fourth gear 64a of the 4-speed gear train is also held on the first motor shaft 46 so as to be rotatable and immovable in the axial direction, and is always meshed with the fourth gear 64b fixed to the counter shaft 65. Yes.
  • either the second gear 62a (second gear train) or the fourth gear 64a (fourth gear ⁇ IJ) is connected to the first motor shaft 46 side (counter drive gear side).
  • a clutch C2 that is selectively fixed with respect to the motor shaft 46 and has a force S that allows both the second gear 62a and the fourth gear 64a to be freely rotated (released) with respect to the first motor shaft 46.
  • the clutch C2 also includes, for example, a dog fixed to the second gear 62a and a dog fixed to the fourth gear 64a. Are engaged as a dog clutch that can be engaged with each other with less loss and release the engagement between the two, and is driven by the above-described actuator 88.
  • the gears 62a and 62b of the second speed gear train, the gears 64a and 64b of the fourth speed gear train and the clutch C2 constitute a second speed change mechanism of the transmission 60.
  • the actuator 88 is illustrated as a single unit. Needless to say, the clutches CO, CI and C2 can be driven individually.
  • the clutch C2 is disengaged, and the first gear 61a (first speed gear train) and the third gear 63a (third speed gear train) are operated by the clutch C1.
  • the power from the carrier shaft 45a is transferred to the counter shaft 65 via the first gear 61a (first gear ⁇ IJ) or the third gear 63a (third gear ⁇ IJ).
  • the clutch CO is engaged and the clutch C1 is released, and the clutch C2 causes the second gear 62a (second speed gear train) and the fourth gear 64a (fourth speed gear train) to be connected to the first motor shaft 46.
  • the power from the first motor shaft 46 can be transmitted to the countershaft 65 via the second gear 62a (second gear train) or the fourth gear 64a (fourth gear gear IJ).
  • the power transmitted from the carrier shaft 45a or the first motor shaft 46 to the countershaft 65 is transmitted to the drive shaft 67 via the gears 66a and 66b, and finally driven via the differential gear 68. It is output to the rear wheels 69a and 69b as wheels.
  • first shift state (1st gear) the state where power is transmitted using the second gear train
  • second gear shift state (second gear) the state where power is transmitted using the second gear train
  • the clutches CI and C2 are provided on the carrier shaft 45a and the first motor shaft 46 side, so that the gears 61a to 64a are connected to the carrier shaft 45a or the first motor by the clutch CI and C2. It is possible to reduce the loss when fixing to the shaft 46.
  • the idle speed is fixed before being fixed to the first motor shaft 46 by the clutch C2.
  • the rotation speed of the gear 64a is lower than the rotation speed of the corresponding gear 64b on the counter shaft 65 side. Therefore, if at least the clutch C2 is provided on the first motor shaft 46 side, the dog of the gear 64a And the dog of the first motor shaft 46 can be engaged with less! / Loss.
  • the clutch C1 may be provided on the counter shaft 65 side for the first speed change mechanism including the first gear train having a large reduction ratio.
  • the hybrid ECU 70 is configured as a microprocessor centered on the CPU 72.
  • a ROM 74 that stores a processing program
  • a RAM 76 that temporarily stores data
  • an input / output port (not shown)
  • Hive Ridge ECU 70 has an ignition signal from start switch 80, a shift position SP from shift position sensor 82 that detects shift position SP, which is the operating position of shift lever 81, and the amount of depression of accelerator pedal 83
  • Detected accelerator pedal position sensor 84 Accelerator opening Acc, Brake pedal 85
  • Brake pedal position sensor 86 Detect brake pedal position BP
  • Vehicle speed sensor 87 Vehicle speed V Input via input port Is done.
  • the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, and the battery ECU 36 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, and the battery ECU 36. Yes. Further, the actuator 88 that drives the clutch CO and the clutches C1 and C2 of the transmission 60 is also controlled by the hybrid ECU 70.
  • FIGS. 3 to 7 show the differential when the speed ratio of the transmission 60 is changed in the upshift direction in accordance with the change in the vehicle speed when the hybrid vehicle 20 is driven with the operation of the engine 22.
  • FIG. 5 is an explanatory diagram illustrating the relationship between the rotation speed and torque of main elements of the rotation mechanism 40 and the transmission 60. 3 to 7, the 61a axis to 64a axis, the 65 axis and the 67 axis indicate the rotation speeds of the first gear 64a to the fourth gear 64a of the transmission 60, the countershaft 65 and the drive shaft 67, respectively.
  • the engine ECU 24 controls the engine 22 force motor under the overall control of the hybrid ECU 70 based on the depression amount of the accelerator pedal 83 and the vehicle speed V.
  • the motors MG1 and MG2 are controlled by the ECU 30, and the actuator 88 (clutch C0, clutches C1 and C2 of the transmission 60) is directly controlled by the hybrid ECU 70.
  • the clutch CO is engaged and the clutch C2 of the transmission 60 is disengaged, and the first gear is driven by the clutch C1 as shown by a dashed line in FIG. 61a (1st gear ⁇ IJ) is fixed to carrier shaft 45a (carrier 45).
  • the carrier 45 of the differential rotation mechanism 40 serves as an output element and the motor MG2 connected to the carrier 45 functions as an electric motor, and the motor MG1 connected to the sun gear 41 serving as a reaction force element generates power.
  • the motors MG1 and MG2 can be driven and controlled to function as a machine.
  • the mode in which the motor MG1 functions as a generator and the motor MG2 functions as an electric motor is referred to as a “first torque conversion mode”.
  • FIG. 8 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 in the first torque conversion mode.
  • the power from the engine 22 is torque converted by the differential rotation mechanism 40 and the motors MG1 and MG2 and output to the carrier 45 to control the rotation speed of the motor MG1.
  • the power output to the carrier 45 (carrier shaft 45a) is shifted (decelerated) based on the gear ratio of the first gear train (first gears 61a, 61b) and output to the drive shaft 67.
  • the reference numerals in FIG. 8 are the same as those in FIG.
  • the first gear 61a (first speed gear ⁇ IJ) is generated by the clutch C1 as shown by the one-dot chain line and the two-dot chain line. Is fixed to the carrier shaft 45a (carrier 45), the second gear 62a (second gear ⁇ IJ) is fixed to the first motor shaft 46 (sun gear 41) by the clutch C2, and torque commands to the motors MG1 and MG2 are issued. Set to ⁇ 10.
  • FIG. 9 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 in the second torque conversion mode.
  • the power from the engine 22 is torque converted by the differential rotation mechanism 40 and the motors MG1 and MG2 and output to the sun gear 41 to control the rotation speed of the motor MG2.
  • the ratio between the rotational speed of the engine 22 and the rotational speed of the sun gear 41 as an output element can be continuously and continuously changed.
  • the power output to the sun gear 41 (first motor shaft 46) is shifted (decelerated) based on the speed ratio of the second gear train (second gears 62a, 62b) and output to the drive shaft 67. It will be.
  • the reference numerals in FIG. 9 are the same as those in FIG.
  • the second gear 62a (second speed gear train) is moved by the clutch C2 to the first motor shaft.
  • torque command for motors MG1 and MG2 set to 0 .
  • the motors MG1 and MG2 run idle without performing both the gearing and the regeneration, and the power (torque) from the engine 22 is transferred to the electric energy. It is transmitted to the drive shaft 67 mechanically (directly) at a fixed (constant) gear ratio (a value between the gear ratio of the second gear train and the gear ratio of the third gear train) without being converted. Will be. Less than, The state shown in FIG. 6 is referred to as “2-3rd speed simultaneous engagement state”.
  • the third gear 63a (three-speed gear) is caused by the clutch C1, as shown by a one-dot chain line in FIG. Only the gear (IJ) is fixed to the carrier shaft 45a (carrier 45), and the mode is again shifted to the first torque conversion mode. In this case, the power output to the carrier 45 (carrier shaft 45a) is shifted based on the gear ratio of the third gear train (third gears 63a, 63b) and output to the drive shaft 67.
  • the rotational speed of the motor MG1 which is the generator, decreases, and eventually the first The number of rotations of the motor shaft 46 is approximately the same as the number of rotations of the fourth gear 64a that meshes with the fourth gear 64b of the countershaft 65.
  • the simultaneous engagement mode using the 3rd gear train and the 4th gear train that is, the gear ratio is a value between the gear ratio of the 3rd gear train and the gear ratio of the 4th gear train.
  • the first torque conversion mode and the second torque conversion mode are alternately switched in accordance with the change in the transmission gear ratio of the transmission 60, and therefore, particularly as an electric motor.
  • the speed Nm2 or Nml of the functioning motor MG2 or MG1 becomes high, the speed Nml or Nm2 of the motor MG1 or MG2 functioning as a generator can be prevented from becoming a negative value.
  • the motor MG2 generates power using a part of the power output to the carrier shaft 45a when the rotational speed of the motor MG1 becomes negative under the first torque conversion mode, and the motor The motor MG2 consumes the electric power generated by the MG2 and outputs power, and the second motor conversion mode causes the motor MG2 to become negative, and the first motor shaft 46
  • the motor MG1 generates electricity using a part of the power output to the This makes it possible to suppress the generation of power circulation in which the motor MG2 consumes the generated power and outputs power, thereby improving the power transmission efficiency in a wider operating range.
  • the motors MG1 and MG2 can be downsized. Furthermore, if the hybrid vehicle 20 is driven under the above-mentioned simultaneous engagement mode, 1 2nd speed simultaneous engagement state, 2nd and 3rd speed simultaneous engagement state, and 3rd and 4th speed simultaneous engagement state, respectively. Since the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 67 at a unique gear ratio, the power from the engine 22 to the drive shaft 67 is not converted to electric energy. As a result, the power transmission efficiency can be further improved in a wider range of operation.
  • the engine power is electric when the reduction ratio between the engine and the drive shaft is relatively large. Since the power transmission efficiency deteriorates and the motor MG1 and MG2 tend to generate heat due to the large amount of conversion by the energy, the above-mentioned simultaneous engagement mode is particularly effective between the engine 22 and the drive shaft. This is particularly advantageous when the reduction ratio is relatively large. Further, in the hybrid vehicle 20 of the present embodiment, the simultaneous engagement mode is temporarily executed between the first torque conversion mode and the second torque conversion mode when the transmission ratio of the transmission 60 is changed. Therefore, it is possible to change the speed ratio, that is, to switch between the first torque conversion mode and the second torque conversion mode very smoothly and without shock, without causing so-called torque loss when the speed ratio is changed.
  • the motor travel mode in which the power from the battery 35 is output to the motor MG1 and the motor MG2 using the electric power from the battery 35 with the engine 22 stopped, thereby causing the hybrid vehicle 20 to travel.
  • the motor travel mode includes a first motor travel mode in which power is output only to the motor MG2, a second motor travel mode in which power is output only to the motor MG1, and both motors MG1 and MG2. It is roughly divided into the third motor mode that outputs power to the motor.
  • the clutch CO is released and the connection between the sun gear shaft 41a and the first motor shaft 46 is released.
  • the clutch CO and the clutch C2 of the transmission 60 are released, and the first gear 61a of the first gear train or the third gear of the third gear train is operated by the clutch C1.
  • 63a is fixed to the carrier shaft 45a, and only the motor MG2 is driven and controlled.
  • power is output from the motor MG2 to the carrier 45, and this power is transmitted to the drive shaft via the carrier shaft 45a, the first speed gear train or the third speed gear train. Will be transmitted to 67.
  • the clutch C1 and C2 are used to connect the transmission 60 to the above-described first and second speed simultaneous engagement states, the second and third speed simultaneous engagement states, or 3-4.
  • Drive control is performed for both motors MG1 and MG2 after setting to the high-speed simultaneous engagement state.
  • power can be output from both the motors MG1 and MG2, and a large amount of power can be transmitted to the drive shaft 67 under the motor travel mode, so that the towing performance, etc. during motor travel can be secured well.
  • the clutch C0 is engaged! /, While the other motor M is in the state where one of the motors MG1 or MG2 has been stopped. Needless to say, power may be output to Gl or MG2 (see broken line in Fig. 10).
  • the power is efficiently transferred to the drive shaft 67 while changing the gear ratio of the transmission 60 during motor travel.
  • the first gear 61a of the first gear train or the third gear 63a of the third gear train is fixed to the carrier shaft 45a by the clutch C1, and at the same time, the first motor travel mode controls only the motor MG2.
  • the rotational speed of the motor MG1 is synchronized with the rotational speed of the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train.
  • the third motor traveling mode that is, the above-described 1st 2nd speed simultaneous engagement state or the above 3rd and 4th speed simultaneous engagement state Can be transferred to.
  • the clutch C1 is released, the mode shifts to the second motor traveling mode in which only the motor MG1 is driven and controlled, and the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train is controlled by the clutch C2.
  • the second gear 62a of the second gear train is fixed to the first motor shaft 46 by the clutch C2, and the gear ratio of the transmission 60 is shifted up under the second motor driving that drives and controls only the motor MG 1.
  • the rotational speed of the motor MG2 is synchronized with the rotational speed of the third gear 63a of the third gear train.
  • the third gear 63a is fixed to the carrier shaft 45a by the clutch C1, it is possible to shift to the third motor traveling mode, that is, the above-described second- and third-speed simultaneous engagement state.
  • the mode shifts to the first motor travel mode in which only the motor MG2 is driven and the third gear 63a of the third gear train is fixed to the carrier shaft 45a by the clutch C1 and the speed is changed.
  • the gear ratio of unit 60 can be changed to the upshift side (3rd gear).
  • the transmission 60 is used to reduce the rotational speed of the carrier shaft 45a and the first motor shaft 46 to amplify the torque, Since the rotation speed of the shaft 45a and the first motor shaft 46 can be increased, the maximum torque and the maximum rotation speed required for the motors MG1 and MG2 can be reduced, and the motors MG1 and MG2 Miniaturization can be achieved. Also, such a mode Since the third motor travel mode, that is, the simultaneous engagement mode is once executed even when the transmission ratio of the transmission 60 is changed during the travel, the so-called torque loss is not caused when the transmission ratio is changed. The power to execute the change of is very smooth and without shock.
  • the procedure reverse to the above description may be basically executed.
  • the required driving force increases under the first motor travel mode in which power is output only to motor MG2 or the second motor travel mode in which power is output only to motor MG1, or the remaining capacity SOC of battery 35 is reduced. If the motor MG1 or MG2 has not output power until then, the number of revolutions Nml or Nm2 is set to the number of revolutions of the sun gear 41 or carrier 45 of the power distribution and integration mechanism 40. After synchronizing, the clutch CO is engaged, and the engine 22 is motored by the motor MG1 or MG2 to start the engine 22.
  • the other motor MG2 or MG1 that does not continue to output power by releasing the clutch C2 or C1 is disconnected from the transmission 60, and then the other motor MG2 or MG1 is driven and controlled, and its rotational speed Nm2 or Nml is synchronized with the rotational speed of the carrier 45 or sun gear 41 of the power distribution and integration mechanism 40, then the clutch CO is connected, and the engine 22 of the motor MG2 or MG1 It is only necessary to start the engine 22 by executing motoring. As a result, the engine 22 can be started while the power is smoothly transmitted to the drive shaft 67.
  • the engine 22 In the first motor travel mode and the second motor travel mode, power is output to the other motor MG1 or MG2 while the stopped motor MG1 or MG2 is rotated with the clutch CO engaged. Sometimes, one motor MG1 or MG2 that was stopped When the motoring of the engine 22 is executed, the engine 22 can be started.
  • the differential rotation mechanism 40 is arranged on the same axis as the motors MG1 and MG2 between the motors MG1 and MG2 arranged coaxially with each other.
  • motors MG1 and MG2 with smaller radial sizes can be used, so the power output device consisting of engine 22, motor MG1, MG2, differential rotation mechanism 40, transmission 60, etc. can be made compact. It is possible to make it excellent in mountability. Therefore, such a power output device can be mounted on the hybrid vehicle 20 that travels by driving the rear wheels 69a and 69b with high space efficiency in the front-rear direction without narrowing the passenger compartment or the luggage space.
  • the engine 22 is arranged in parallel with the motor MG 2 and is opposed to the transmission 60 with the differential rotation mechanism 40 interposed therebetween.
  • the components 40 and transmission 60 are arranged in the order of engine 22, motor MG2, (reduction gear mechanism 50), differential rotation mechanism 40, motor MG1, and transmission 60 from the front of the vehicle. .
  • the motors M Gl and MG2 are arranged between the engine 22 and the transmission 60 to reduce the overall power output device, particularly its axial length, and the assembly and maintenance of the power output device, The reliability can be improved.
  • the hollow sun gear shaft 41a, the first motor shaft 46, and the second motor shaft 55 are used to connect the motors MG1 and MG2 and the differential rotation mechanism 40, respectively, the motor MG1 and It is possible to arrange the differential rotation mechanism 40 coaxially between the MG2 and to arrange the engine 22, the differential rotation mechanism 40, and the motors MG1 and MG2 coaxially. Further, as in this embodiment, the first motor shaft 46 and the carrier shaft 45a passing through the first motor shaft 46 are extended downstream of the motors MG1 and MG2 (rear side of the vehicle). It is not necessary to arrange the second speed change mechanism across the motor MG 1.
  • the differential rotation mechanism 40 which is a double pinion planetary gear mechanism
  • the axial length of the differential rotation mechanism 40 can be further reduced, so that the power output device can be further increased. It becomes possible to make it compact. Since the differential rotation mechanism 40 of the present embodiment is configured so that the gear ratio p force S p ⁇ 0.5, the differential rotation mechanism connected to the crankshaft 26 of the engine 22 Forty third element ring gear 42 to second element crown A larger torque is input to the rear 45. Therefore, as described above, the torque distribution ratio from the engine 22 is larger than that of the sun gear 41! / If the reduction gear mechanism 50 is provided between the carrier 45 and the motor MG2, the torque load on the motor MG2 is increased.
  • the motor MG2 can be reduced in size and its power loss can be reduced more effectively. Furthermore, if the reduction gear ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-p), the specifications of the motors MG1 and MG2 can be made substantially the same. In addition, the cost can be reduced. In addition, if the reduction gear mechanism 50 is disposed between the motor MG2 connected to the carrier 45 and the differential rotation mechanism 40, the differential rotation mechanism 40 and the reduction gear mechanism 50 are integrated into a power output device. It becomes possible to make it more compact.
  • the hybrid vehicle 20 of the present embodiment includes the power output via the sun gear 41 (first motor shaft 46) as the first element of the differential rotation mechanism 40 and the carrier 45 (second element).
  • the power output via the carrier shaft 45a) can be selectively transmitted to the drive shaft 67, and between the first motor shaft 46 and the drive shaft 67 and between the carrier shaft 45a and the drive shaft 67.
  • a transmission 60 that can change the gear ratio is provided.
  • the hybrid vehicle 20 can suppress power circulation by switching between the first torque conversion mode and the second torque conversion mode described above, thereby improving power transmission efficiency in a wider driving range. It is possible to make S.
  • the power S from the engine 22 can be mechanically transmitted to the drive shaft 67 at a fixed gear ratio.
  • the power transmission efficiency can be further improved in a wider operating range.
  • the hybrid vehicle 20 of the present embodiment includes a sun gear shaft 41a and a first motor shaft 46, that is, a clutch CO that performs connection between the sun gear 41 and the motor MG1 and release of the connection.
  • a sun gear shaft 41a and a first motor shaft 46 that is, a clutch CO that performs connection between the sun gear 41 and the motor MG1 and release of the connection.
  • the hybrid vehicle 20 can reduce the maximum torque and the maximum number of rotations required for the motors MG1 and MG2, and can further reduce the size of the motors MG1 and MG2.
  • the clutch CO is not limited to the one that performs the connection between the sun gear 41 and the motor MG1 and the cancellation of the connection.
  • the clutch CO may be used to perform the connection between the carrier 45 (second element) and the carrier shaft 45a (motor MG2) and the release of the connection, and the crankshaft 26 of the engine 22 and the ring gear 42 ( It may be one that executes connection with the third element) and release of the connection.
  • the differential rotation mechanism the gear ratio of the differential rotation mechanism when the P is a value obtained by dividing the number of teeth of the sun gear in the number of teeth of the ring gear, P> It may be configured to be 0.5.
  • Fig. 11 shows a hybrid vehicle 20 ⁇ equipped with such a differential rotation mechanism 40 ⁇ , and an example of a collinear diagram showing the relationship between the rotational speed and torque of the differential rotation mechanism 40 ⁇ and the reduction gear mechanism 50.
  • Figure 12 shows this. As shown in FIG.
  • the sun gear 41 of the differential rotation mechanism 40 mm is connected to the motor MG2 (through the hollow sun gear shaft 41a, the clutch C0, the hollow shaft (second shaft) 56, and the reduction gear mechanism 50.
  • a hollow rotor is connected to the hollow shaft 56, and the first speed change mechanism (the first speed gear train and the third speed gear IJ) of the transmission 60 is connected to the hollow shaft 56.
  • reduction gear mechanism 50 is arranged between motor MG2 connected to sun gear 41 and transmission 60.
  • the motor MG1 is connected to the carrier 45 of the differential rotation mechanism 40A via a hollow first motor shaft 47, and the carrier shaft 45a of the carrier 45 is transmitted through the sun gear shaft 41a, the hollow shaft 56, etc.
  • the transmission 60 Extends to the 0 side and is connected to the second speed change mechanism (2-speed gear train and 4-speed gear 1) of the transmission 60.
  • the component forces of the engine 22, the motors MG1, MG2, the differential rotation mechanism 40 and the transmission 60 from the front of the vehicle are the engine 22, motor MG1, differential rotation mechanism 40, motor MG2, (Reduction gear mechanism 50) and transmission 60 are arranged in this order.
  • the differential rotation mechanism 40A having a gear ratio p larger than 0.5 is employed, as shown in FIG.
  • the torque distribution ratio from the engine 22 to the engine 41 is increased.
  • the reduction gear mechanism 50 between the sun gear 41 and the motor MG2, the torque burden on the motor MG2 is further reduced, and the motor MG2 can be reduced in size and its power loss can be reduced more effectively.
  • the power to do S if the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-P), the specifications of the motors MG1 and MG2 can be made substantially the same. It is possible to improve the productivity of power output devices and reduce costs.
  • a reduction gear mechanism 50 that can generally reduce the size in the radial direction as compared with the motors MG1 and MG2 is arranged on the transmission 60 side, that is, on the rear side of the vehicle.
  • FIG. 13 illustrates a hybrid automobile 20A ′ that is a double pinion planetary gear and includes a differential rotation mechanism 40 disposed between the engine 22 and the motor MG2 (MG1).
  • FIG. 14 is a schematic configuration diagram of a hybrid vehicle 20B according to the second embodiment.
  • a hybrid vehicle 20B shown in the figure has basically the same hardware configuration except for a part of the hybrid vehicles 20 and 20A according to the first embodiment. Therefore, in order to avoid redundant description, the same reference numerals are used for the hybrid vehicle 20B of the second embodiment as the hybrid vehicles 20 and 20A of the first embodiment, and the detailed description is omitted. To do. The difference between the two will be explained.
  • a differential rotation mechanism 90 is employed in place of the differential rotation mechanisms 40 and 40A which are double pinion planetary gear mechanisms. As shown in FIG.
  • the differential rotation mechanism 90 includes a first sun gear 91 and a second sun gear 92 having different numbers of teeth, and a first pinion gear 93 and a second sun gear that mesh with the first sun gear 91.
  • This planetary gear mechanism includes a carrier 95 that holds a plurality of stepped gears 96 formed by connecting a second pinion gear 94 that meshes with 92.
  • the crankshaft of the engine 22 is connected to the first sun gear 91 (third element) via the damper 28.
  • the second sun gear 92 (first element) is connected to the second sun gear 92 (first element).
  • the motor MG1 (hollow rotor) is connected via the first motor shaft 46 (first shaft).
  • the carrier 95 (second element) is connected to the motor MG2 (hollow gear) via a hollow second motor shaft 55 extending toward the engine 22 from the reduction gear mechanism 50 and the reduction gear mechanism 50 (sun gear 51) force.
  • Rotor is connected.
  • a carrier shaft 95a extending through the sun gear shaft 92a and the first motor shaft 46 is extended to the opposite side (rear of the vehicle) from the engine 22, and this carrier shaft 95a is connected to the transmission 60.
  • the differential rotation mechanism 90 is disposed coaxially with both the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22, the motors MG1 and MG2, and the difference between them.
  • the components of the dynamic rotation mechanism 90 and the transmission 60 are arranged in the order of the engine 22, the motor MG2, (the reduction gear mechanism 50), the differential rotation mechanism 90, the motor MG1, and the transmission 60 from the front of the vehicle. It will be. Also in the hybrid vehicle 20B provided with such a differential rotation mechanism 90, it is possible to obtain the same effects as the hybrid vehicles 20, 20A according to the first embodiment. In addition, if a planetary gear mechanism including two sun gears 91 and 92, a stepped gear 96 and a carrier 95 is adopted, the radial direction size of the differential rotation mechanism 90 can be made smaller. It becomes possible to further reduce the size.
  • FIG. 15 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 and the elements of the reduction gear mechanism 50 described above.
  • the C axis represents the rotation speed of the carrier 95 of the differential rotation mechanism 90 (ring gear 52 of the reduction gear mechanism 50)
  • the S 1 axis represents the rotation speed of the first sun gear 91 of the differential rotation mechanism 90 (
  • the rotational speed Ne) of the engine 22 and the S2 axis indicate the rotational speed of the second sun gear 92 of the differential rotating mechanism 90 (the rotational speed Nml of the motor MG1 and the first motor shaft 46), respectively.
  • the differential rotation mechanism 90 calculates the product of the number of teeth of the second sun gear 92 and the number of teeth of the first pinion gear 93 as the first.
  • the gear ⁇ ⁇ p of the differential rotation mechanism 90 which is a value divided by the product of the number of teeth of the sun gear 91 and the number of teeth of the second pinion gear 94, is configured to be p ⁇ p 0.5.
  • the torque distribution ratio from the engine 22 to the carrier 95 is increased.
  • the reduction gear mechanism 50 By arranging the reduction gear mechanism 50 between the carrier 95 and the motor MG2, the torque burden on the motor MG2 can be further reduced, and the motor MG 2 can be reduced in size and its power loss can be reduced more effectively. Can be achieved.
  • the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-p), the specifications of the motors MG 1 and MG2 can be made substantially the same.
  • the productivity of the power output device can be improved and the cost can be reduced.
  • the reduction gear mechanism 50 is disposed between the motor MG2 connected to the carrier 95 and the differential rotation mechanism 40 as in the example of FIG. 14, the differential rotation mechanism 90 and the reduction gear mechanism 50 are integrated. This makes it possible to further reduce the size of the power output device.
  • the differential rotation mechanism divides the product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. It may be configured such that ⁇ > 0.5, where P is the gear ratio of the differential rotation mechanism that is the value.
  • a hybrid vehicle 20C having such a differential rotation mechanism 90C is shown in FIG. 16, and a collinear diagram showing the relationship between the rotational speed and torque of the elements of the differential rotation mechanism 90C and the elements of the reduction gear mechanism 50. An example of this is shown in FIG. As shown in FIG.
  • the second sun gear 92 (second element) of the differential rotation mechanism 90C is provided with a hollow sun gear shaft 92a, a clutch C0, a hollow shaft (second shaft) 56, and a reduction gear mechanism.
  • a motor MG2 (hollow rotor) is connected via 50, and a first speed change mechanism (first speed gear train and third speed gear IJ) of the transmission 60 is connected to the hollow shaft 56.
  • reduction gear mechanism 50 is arranged between motor MG2 connected to second sun gear 92 and transmission 60. Further, the motor MG1 is connected to the carrier 95 of the differential rotation mechanism 90C through a hollow first motor shaft 47.
  • the carrier shaft 95a of the carrier 95 is connected to the speed changer 60 through the sun gear shaft 92a, the hollow shaft 56, and the like. And is connected to the second speed change mechanism (2-speed gear train and 4-speed gear train) of the transmission 60.
  • the component forces of the engine 22, the motors M Gl and MG2, the differential rotation mechanism 40, and the transmission 60 are measured from the front of the vehicle.
  • Engine 22, motor MG1, differential rotation mechanism 90, motor MG2, (reduction gear mechanism 50), and transmission 60 are arranged in this order.
  • the differential rotation mechanism 90 having a gear ratio p larger than 0.5 is employed, the torque of the engine 22 with respect to the second sun gear 92 compared to the carrier 95, as can be seen from FIG.
  • the distribution ratio increases. Therefore, by arranging the reduction gear mechanism 50 between the second sun gear 92 and the motor MG2, the torque burden on the motor MG2 can be further reduced, and the motor MG2 can be reduced in size and its power loss can be reduced more effectively. Can be achieved.
  • the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of (1 p) / ⁇ , the specifications of the motors MG1 and MG2 can be made substantially the same. It is possible to improve the productivity of power output devices and reduce costs. Further, as shown in the example of FIG.
  • a reduction gear mechanism 50 that can generally be made smaller in size in the radial direction than the motors MG1 and MG2 is arranged on the transmission 60 side, that is, on the rear side of the vehicle.
  • the motor MG2 having a larger directional size can be brought closer to the engine 22 to improve the mountability of the power output device.
  • the reduction gear mechanism 50 may be arranged between the motor MG2 and the differential rotation mechanism 90C (clutch CO)! /, That is! / ,.
  • FIG. 18 is a schematic configuration diagram of a hybrid vehicle 20D according to the third embodiment.
  • a hybrid vehicle 20D shown in the figure has basically the same hardware configuration except for a part of the hybrid vehicles 20, 20A, 20B, and 20C according to the above embodiment. Therefore, hereinafter, in order to avoid redundant description, the hybrid vehicle 20D of the third embodiment is also denoted by the same reference numerals as the hybrid vehicle 20 of the above-described embodiment, and the detailed description is omitted.
  • a single pinion planetary gear mechanism is employed as the differential rotation mechanism 10. As shown in FIG.
  • the differential rotation mechanism 10 holds a sun gear 11, a ring gear 12 disposed concentrically with the sun gear 11, and a plurality of pinion gears 13 that mesh with both the sun gear 11 and the ring gear 12.
  • the sun gear 11 (first element) of the differential rotation mechanism 10 has a support extending from the sun gear shaft 11a to the side opposite to the engine 22 (rear of the vehicle).
  • the first motor shaft 48 of the motor MG1 is connected to the first gear shaft 11a and the clutch CO.
  • the ring gear 12 (second element) has a motor MG2 (hollow rotor) through a hollow second motor shaft 55 extending toward the engine 22 from the reduction gear mechanism 50 and the reduction gear mechanism 50. It is connected.
  • the crankshaft 26 of the engine 22 is connected to the carrier 14 (third element) via a damper 28.
  • the ring gear shaft 12a extending from the ring gear 12 to the opposite side of the engine 22 (rear side of the vehicle) is connected to the first speed change mechanism (first speed gear train and third speed gear ⁇ IJ) of the transmission 60D.
  • the first motor shaft 48 which can be connected to the sun gear 11 via the clutch CO, is further extended from the motor MG1 to the opposite side of the engine 22 (rear of the vehicle) to the second transmission mechanism (2 It is connected to the speed gear train and 4th gear (IJ).
  • the transmission 60D straddles the motor MG1 and the clutch CO so that both the sun gear 11 and the ring gear 12 of the differential rotation mechanism 10 can be used as output elements. Constructed!
  • the same operational effects as those of the hybrid vehicles 20, 20A according to the first embodiment can be obtained.
  • the axial length of the differential rotation mechanism 10 can be further reduced, so that the power output device can be made more compact.
  • the gear ratio p (the number of teeth of the sun gear 11 / the number of teeth of the ring gear 12) is generally p ⁇ Compared to the sun gear 11, the distribution ratio of the torque from the engine 22 to the ring gear 12 is larger than the force of 0.5.
  • the reduction gear mechanism 50 by arranging the reduction gear mechanism 50 between the ring gear 12 and the motor MG2, it is possible to reduce the size of the motor MG2 and reduce its power loss. Furthermore, if the gear ratio of the differential rotation mechanism 10 which is the value obtained by dividing the number of teeth of the sun gear 11 by the number of teeth of the ring gear 12 is p, the reduction ratio of the reduction gear mechanism 50 is set to a value near P. Good. As a result, the specifications of the motors MG1 and MG2 can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.
  • any of the above-described hybrid vehicles 20, 20A, 20B, 20C, and 20D may be configured as a four-wheel drive vehicle based on the rear wheel drive.
  • the differential rotation mechanism may be configured to have a gear ratio P force S value 0.5.
  • a transmission including a plurality of planetary gear mechanisms may be used instead of using the above-described parallel shaft type transmission as the transmission 60.
  • the clutch CO and the clutches C1 and C2 of the transmission 60 are both less loss! /, Mechanical meshing! /, And the force clutch C0 to C2 that is a dog clutch that is a clutch. May be configured as a wet multi-plate clutch.
  • both clutches C1 and C2 may be provided on the counter shaft 65 side.
  • the power output device is described as being mounted on the hybrid vehicle 20.
  • the power output device according to the present invention is mounted on a moving body such as a vehicle other than an automobile, a ship, and an aircraft. It may be a thing built in fixed equipment such as construction equipment.
  • the present invention can be used in the manufacturing industry of power output devices and hybrid vehicles.

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

Abstract

L'invention concerne un véhicule hybride (20) tel un véhicule à traction arrière, qui comprend : un moteur (22) ; des moteurs (MG1, MG2) disposés co-axialement et chacun capable d'une puissance d'entrée et de sortie; un mécanisme de rotation différentielle (40) disposé entre les moteurs (MG1, MG2) et co-axialement avec eux et ayant un planétaire (41) relié au moteur (MG1), un support (45) relié au moteur (MG2),et une couronne (42) reliée au moteur (22) de telle sorte que ces éléments peuvent être tournés de façon différentielle ; et une transmission (60) qui transmet de façon sélective une puissance de sortie par l'intermédiaire du planétaire (41) et d'un premier axe de moteur (46) et une puissance de sortie par l'intermédiaire du support (45) et d'un axe de support (45a) vers un axe d'entraînement (67) tout en modifiant le rapport d'engrenage de transmission.
PCT/JP2007/066971 2006-09-01 2007-08-31 Dispositif de puissance utile et véhicule hybride WO2008029720A1 (fr)

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JP2006238283A JP4384152B2 (ja) 2006-09-01 2006-09-01 動力出力装置およびハイブリッド自動車
JP2006-238283 2006-09-01

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012037013A1 (fr) * 2010-09-15 2012-03-22 Chrysler Llc Unité d'entraînement multimode
US20220258583A1 (en) * 2019-12-20 2022-08-18 Allison Transmission, Inc. Motor configurations for multiple motor mixed-speed continuous power transmission

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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

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JPH07336810A (ja) * 1994-06-06 1995-12-22 Aqueous Res:Kk ハイブリッド型車両
JPH11227476A (ja) * 1998-02-12 1999-08-24 Kyowa Gokin Kk 自動車用駆動装置
JP2000108693A (ja) * 1998-09-28 2000-04-18 Caterpillar Inc 電気機械式トランスミッション
JP2000326739A (ja) * 1999-05-19 2000-11-28 Kyowa Gokin Kk 自動車用駆動装置
JP2003104072A (ja) * 2001-09-28 2003-04-09 Toyota Motor Corp 動力出力装置およびこれを備える自動車
JP2003106389A (ja) * 2001-07-12 2003-04-09 Bayerische Motoren Werke Ag 電気機械式変速機
JP2005155891A (ja) * 2003-11-06 2005-06-16 Toyota Motor Corp ハイブリッド車の駆動装置
JP2005170227A (ja) * 2003-12-10 2005-06-30 Aisin Aw Co Ltd ハイブリッド駆動装置
JP2005297786A (ja) * 2004-04-12 2005-10-27 Toyota Motor Corp ハイブリッド車の駆動装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07336810A (ja) * 1994-06-06 1995-12-22 Aqueous Res:Kk ハイブリッド型車両
JPH11227476A (ja) * 1998-02-12 1999-08-24 Kyowa Gokin Kk 自動車用駆動装置
JP2000108693A (ja) * 1998-09-28 2000-04-18 Caterpillar Inc 電気機械式トランスミッション
JP2000326739A (ja) * 1999-05-19 2000-11-28 Kyowa Gokin Kk 自動車用駆動装置
JP2003106389A (ja) * 2001-07-12 2003-04-09 Bayerische Motoren Werke Ag 電気機械式変速機
JP2003104072A (ja) * 2001-09-28 2003-04-09 Toyota Motor Corp 動力出力装置およびこれを備える自動車
JP2005155891A (ja) * 2003-11-06 2005-06-16 Toyota Motor Corp ハイブリッド車の駆動装置
JP2005170227A (ja) * 2003-12-10 2005-06-30 Aisin Aw Co Ltd ハイブリッド駆動装置
JP2005297786A (ja) * 2004-04-12 2005-10-27 Toyota Motor Corp ハイブリッド車の駆動装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012037013A1 (fr) * 2010-09-15 2012-03-22 Chrysler Llc Unité d'entraînement multimode
US20220258583A1 (en) * 2019-12-20 2022-08-18 Allison Transmission, Inc. Motor configurations for multiple motor mixed-speed continuous power transmission
US11840134B2 (en) * 2019-12-20 2023-12-12 Allison Transmission, Inc. Motor configurations for multiple motor mixed-speed continuous power transmission

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