WO2010087311A1 - ハイブリッド車両 - Google Patents
ハイブリッド車両 Download PDFInfo
- Publication number
- WO2010087311A1 WO2010087311A1 PCT/JP2010/050913 JP2010050913W WO2010087311A1 WO 2010087311 A1 WO2010087311 A1 WO 2010087311A1 JP 2010050913 W JP2010050913 W JP 2010050913W WO 2010087311 A1 WO2010087311 A1 WO 2010087311A1
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- WIPO (PCT)
- Prior art keywords
- engine
- input shaft
- transmission
- gear
- hybrid vehicle
- Prior art date
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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
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- 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
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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
- B60K6/38—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
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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
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- 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
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- 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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- 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
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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
- B60K6/26—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
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- B60Y2400/42—Clutches or brakes
- B60Y2400/428—Double clutch arrangements; Dual clutches
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- 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
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- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
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- 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
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- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19023—Plural power paths to and/or from gearing
- Y10T74/19051—Single driven plural drives
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19233—Plurality of counter shafts
Definitions
- the present invention relates to a hybrid vehicle equipped with a twin (or dual) clutch transmission (DCT) and using a motor and an electric motor as a power source.
- DCT twin clutch transmission
- Patent Document 1 it has two input shafts and one output shaft, and has a number of gear sets between the input shaft and the output shaft, and the gear set is one of the gear sets.
- a double clutch transmission is known which comprises a loose gear which can be connected non-rotatably to the shaft and a fixed gear which is arranged on the shaft meshing with it and which is arranged non-rotatably with the shaft.
- Patent Document 2 discloses a hybrid vehicle equipped with a dual clutch transmission.
- twin clutch actuator operable from the stop state (for example, an electric oil pump) To increase costs and weights.
- the motor is disposed before and after or beside the transmission, the overall length or width of the transmission is increased, and the size and weight of the engine room and the vehicle body itself are increased, resulting in an increase in manufacturing cost and fuel consumption.
- the drive shaft can not have a sufficient swing angle because the outer diameter of the motor is large. Therefore, if the outer diameter of the motor is reduced, then the overall length becomes longer and can not fit in the engine room. Therefore, in a laterally placed FF vehicle, it is difficult to arrange such a transmission mechanism in terms of space.
- the present invention needs to add means for making the twin clutch operable from the stopped state without increasing the overall length or width even if the motor is installed on the downstream side of the clutch of the twin clutch.
- the present invention relates to a hybrid vehicle including an engine and an electric motor as a power source for driving a driven part via a transmission, wherein the transmission includes a transmission input shaft for transmitting power from the engine, and the driven part. And a twin clutch unit having a first clutch and a second clutch provided coaxially with the transmission input shaft, and the transmission input through the first clutch.
- a first input shaft connectable to the shaft, and a second input shaft connectable to the transmission input shaft through the second clutch, and the first input shaft and the second input shaft as the transmission output shaft , And a second operation for interrupting power transmission and a first operation state that enables power transmission between an output shaft of the electric motor and the transmission input shaft.
- the first input shaft and the second input shaft are coaxially arranged between the engine and the twin clutch unit, and the electric motor It is characterized in that it is driven via the connecting device and the twin clutch unit.
- the electric motor is connected to the engine regardless of the connected state of the transmission.
- the motor can be used as a starter when starting the engine.
- the electric motor can be connected to the engine separately from the twin clutch, the engine can be started without engaging the twin clutch. Therefore, unlike the prior art, it is not necessary to separately provide a device for making the twin clutch engageable even from a stopped state, which is also advantageous in cost and weight.
- the motor is disposed between the engine and the transmission, and the connection device is disposed inside the motor.
- the transmission starts the engine with the electric motor by connecting the electric motor to the transmission input shaft via the connection device at the time of cold start or when the battery voltage is lower than a predetermined value.
- the electric motor can be connected to the engine regardless of the gear position, and the electric motor can be used as a starter for starting the engine.
- a second connection device is provided.
- connection device or the second connection device is set to the first operation state according to the state of the vehicle at the time of stopping or immediately before the stopping.
- the second connection device when the electric power of the electric motor and the state of the engine enable EV start by the electric motor, the second connection device is set to the first operation state.
- the transmission sets the gear speeds of the odd or even stages in advance by switching the gear train, and performs EV travel with the driving force of the electric motor when the vehicle is released.
- the torque of the motor is increased and the clutch connected to the gear train not driven by the motor is engaged to drive the motor by the drive of the motor.
- the gear ratio of the gear train not driven by the motor is the gear ratio of the other gear train Select the higher one and then engage the clutch.
- the engine when viewed from the electric motor, the engine is decelerated and started, so that the electric motor torque necessary for starting the engine can be reduced. That is, since the engine can be started by the addition of a relatively small electric motor torque during the EV traveling by the drive of the motor, the electric motor torque region capable of the EV traveling is expanded, and the fuel consumption is improved.
- the vehicle travels with the speed ratio kept constant by the start of the engine, and when the vehicle speed is less than a predetermined value, the engine After the rotational speed is increased to the motor rotational speed, the engine is started, and the gear train is switched to shift to an arbitrary speed and travel.
- the transmission sets the reverse gear in advance by switching the gear train, and the first connection device is set to the first operation state at the start
- the engine is set to start by driving the electric motor, and is moved backward by driving the engine. Therefore, the vehicle can be immediately reverse started.
- the transmission sets a predetermined gear by switching the gear train, and the second connection device is set to the first operation state, so that the gear is selected. It enables EV travel by the motor.
- the regenerative electric power can be taken by the motor while the engine is stopped, the fuel consumption is improved.
- FIG. 2 is a view showing a connection state at the time of engine start of the first embodiment.
- FIG. 7 is a diagram showing a connection state at the time of reverse start (reverse) according to the first embodiment.
- FIG. 7 is a diagram showing an operation state at the time of EV start and travel of the first embodiment.
- FIG. 3 is a diagram showing an operation state at high speed traveling according to the first embodiment.
- FIG. 3 is a view showing an operation state during deceleration running according to the first embodiment.
- FIG. 6 is a diagram showing an operation state from decelerating travel to reacceleration in the first embodiment.
- FIG. 7 is a diagram showing an operation state of switching from EV traveling to engine traveling according to the first embodiment.
- FIG. 10 shows an operating state according to the embodiment of FIG.
- FIG. 1 shows a power unit mounted on the hybrid vehicle of the first embodiment.
- the power unit includes a transmission 1, an engine 2 as a prime mover, and an electric motor 3.
- the power of the engine 2 or the electric motor 3 is transmitted to a pair of drive wheels 4, 4 via the transmission 1, and a driven part
- the drive wheels 4 and 4 are configured to be driven.
- the engine 2 is an internal combustion engine that generates power (torque) by burning a fuel such as gasoline, light oil, alcohol or the like, and an output shaft (crankshaft) for outputting the generated power to the outside It has 2a.
- This engine 2 controls the opening degree of a throttle valve provided in an intake passage (not shown) (that is, controls the intake air amount of the engine 2) as in the case of an ordinary automobile engine.
- the power output via 2a is adjusted.
- a flywheel 5 is provided on the engine output shaft 2a, and a transmission input shaft 25 that rotates in conjunction with the output shaft 2a is provided.
- the motor 3 is a three-phase DC brushless motor in the present embodiment, and has a rotor (rotary body) 7 rotatably supported in its housing 6 and a stator 8 fixed to the housing 6 around the rotor 7. And an output shaft 3a for transmitting the power (torque) generated in the rotor 7 to the outside.
- a plurality of permanent magnets are mounted on the rotor 7, and coils (armature windings) 8 a for three phases are mounted on the stator 8.
- the housing 6 of the motor 3 is fixed to an immovable part that is stationary with respect to the vehicle body, such as an exterior case of a power unit.
- the motor output shaft 3a is coaxially fixed to the rotor 7 so as to rotate integrally with the rotor 7, and is configured to be connectable to the transmission input shaft 25 via the first connection device (SM1).
- the motor output shaft 3a is configured to be connectable to a first input shaft 21 or a second input shaft 22 described later via the second connection device (SM2).
- the first connection device (SM1) is coaxial with the output shaft 2a of the engine 2 and the output shaft 3a of the motor 3, and is disposed inside the rotor 7 of the motor 3 (first) synchronous meshing (synchronizing)
- the second connection device (SM2) is also disposed outside the motor 3 so as to be coaxial with the output shaft 2a of the engine 2 and the output shaft 3a of the motor 3 (a second connection device (SM2)) ) It consists of a synchronous meshing mechanism.
- the coil 8a of the motor 3 is electrically connected to a battery (secondary battery) as a DC power supply via a power drive unit (PDU) which is a drive circuit including an inverter circuit (not shown). Further, the PDU is electrically connected to an electronic control unit (ECU) that controls the operation of the power unit including the motor 3. Then, the power (torque) that the motor 3 outputs from the rotor 7 through the output shaft 3a is adjusted by controlling the current flowing to the coil 8a through the PDU by this ECU. In this case, by controlling the PDU, the electric motor 3 generates powering torque in the rotor 7 by the electric energy supplied from the battery, and the mechanical energy given to the rotor 7 from the outside via the electric motor output shaft 3a. It is possible to generate electric power (rotational energy) and charge the battery with the generated energy, while performing regenerative operation that generates regenerative torque (generation braking torque) on the rotor 7.
- ECU electronice control unit
- the ECU is an electronic circuit unit including a CPU, a RAM, a ROM, an interface circuit and the like, and performs operation control of the power plant by executing control processing defined by a program mounted in advance.
- the operation of the engine 2 is not shown via an engine control actuator such as an actuator for the throttle valve.
- a function to control and a function to control operation of the below-mentioned twin clutch unit 20 via an actuator or drive circuit which is not illustrated are included.
- the transmission 1 is disposed coaxially with the twin clutch unit 20, the hollow first input shaft 21 into which the transmission input shaft 25 is inserted, and the first input shaft 21 and the first input shaft 21.
- a gear train G1 to G7 and GR having different gear ratios (the gear ratio of the driven gear and the drive gear) sequentially arranged from the engine 2 side.
- the symbols (G1 to G7, GR) of each gear train represent the number of gear ratio stages (first to seventh and reverse).
- the transmission input shaft 25 is coaxially connected to the output shaft 2 a so as to rotate integrally with the output shaft 2 a of the engine 2.
- the transmission input shaft 25 can be connected or disconnected (connected or disconnected) to the rotor 7 and the output shaft 3a of the motor 3 by the first connection device (SM1).
- the twin clutch unit 20 has a first clutch (CL1) and a second clutch (CL1) coaxial with the transmission input shaft 25, and the rotation of the transmission input shaft 25 is performed via the first clutch (CL1).
- the first input shaft 21 is configured to be transmitted to the second input shaft 22 via the second clutch (CL2).
- the first and second clutches CL1 and CL2 operate to connect or disconnect the transmission input shaft 25 and the first and second input shafts 21 and 22 under the control of the ECU. (Clutch selectively operable in the connection state and the disconnection state) mechanism. That is, the first and second clutches CL1 and CL2 are friction members that releasably transmit the rotation of the transmission input shaft 25 interlocked with the engine output shaft 2a to the first input shaft 21 and the second input shaft 22, respectively. It consists of two mechanisms.
- the gear trains G1 to G7 are respectively constituted by drive gears G1a to G7a and driven gears G1b to G7b meshing with the respective drive gears.
- the drive gears G1a, G3a (common to G3 and G5) of the odd gear trains G1, G3, G5, G7 in the transmission ratio order, G7a is fixed to the first input shaft 21, and the even number order in the transmission ratio order
- the drive gears G2a (common to G2 and GR) and G4a (common to G4 and G6) of the second and third gear trains G2, G4 and G6 and GR are fixed to the second input shaft 22.
- the transmission 1 also has two output shafts 26, 27 and a driven gear G1b which meshes with the drive gears G1a, G3a, G4a, G2a of the gear trains G1, G3, G4, GR on the first output shaft 26. , G3b, G4b, GRb, and driven gears G2b, G5b, G6b, G7b meshing with the drive gears G2a, G3a, G4a, G7a of the gear trains G2, G5, G6, G7 on the second output shaft 27 Support.
- a third synchronous mesh (synchromesh) selectively connecting the driven gear G1b of the first gear train G1 and the driven gear G3b of the third gear train G3 to the first output shaft 26.
- a fourth synchronous meshing mechanism SM4 for selectively connecting the mechanism SM3 and the driven gear G4b of the fourth gear train G4 and the driven gear GRb of the reverse gear train GR to the first output shaft 26, and
- a fifth synchronous meshing mechanism SM5 for selectively connecting the driven gear G5b of the fifth gear train G5 and the driven gear G7b of the seventh gear train G7 to the second output shaft 27 on the output shaft 27, and a second gear
- a sixth synchronous meshing mechanism SM6 is provided which selectively connects the driven gear G2b of the row G2 and the driven gear G6b of the sixth gear train G6 to the second output shaft 27.
- the third and fourth synchronous meshing mechanisms SM3 and SM4 are provided with synchronous sleeves 33 and 34 which are rotationally fixed to the first output shaft 26 and axially movable by an actuator (not shown). Then, by moving the synchronous sleeve 33 of the third synchronous meshing mechanism SM3 from the neutral position N to the driven gear G1b or G3b side, the driven gear G1b or G3b is coupled to the first output shaft 26, and the first gear train G1 or the third gear train G3 is selectively established.
- the driven gear GRb or G4b is connected to the first output shaft 26, and the reverse gear train GR or a fourth gear train G4 is selectively established.
- the fifth and sixth synchronous meshing mechanisms SM5 and SM6 are provided with synchronous sleeves 35 and 36 which are rotationally locked to the second output shaft 27 and axially movable by an actuator (not shown). Then, by moving the synchronous sleeve 35 of the fifth synchronous meshing mechanism SM5 from the neutral position N to the driven gear G5b or G7b side, the driven gear G5b or G7b is connected to the second output shaft 27, and the fifth gear train G51 or the seventh gear train G7 is selectively established.
- the driven gear G2b or G6b is connected to the second output shaft 27 by moving the synchronous sleeve 36 of the sixth synchronous meshing mechanism SM6 from the neutral position N to the driven gear G2b or G6b side as shown in FIG.
- the train G2 or the sixth gear train G6 is selectively established.
- gear train is established means that power is transmitted from the input shafts 21 and 22 to the corresponding output shafts 26 and 27 via the gear trains G1 to G7 or GR.
- the first and second transmission output shafts 26 and 27 are disposed in parallel parallel to the transmission input shaft 25 and are connected to the drive wheels 4 and 4 via the differential gear unit 29 between the drive wheels 4 and 4. It is connected. More specifically, the differential gear unit 29 includes a gear case 29a incorporating side gears (not shown) connected to the drive wheels 4 and 4 via axles 30 and 30, and a gear 29b fixed to the outer periphery of the gear case 29a. And Then, the output gear 31 or 32 fixed to one end of the first transmission output shaft 26 or the second transmission output shaft 27 is engaged with the gear 29 b of the differential gear unit 29. Thus, the transmission output shafts 26, 27 rotate the drive wheels 4, 4 via the differential gear unit 29.
- the engine 2 can be started by the motor 3 when the outside air temperature is low or when the EV can not be started (judged by the ECU) because the battery voltage SOC is lowered.
- the first connection device SM1 is fastened (set to the first operation state) in advance, and the second connection device SM2 is disconnected (set to the second operation state).
- the output shaft 3 a of the motor 3 is connected to the engine output shaft 2 connected to the transmission input shaft 25.
- the engine 2 can be started via the output shaft 2a.
- the first clutch CL1 or the second clutch CL2 of the twin clutch unit 20 is engaged, power is transmitted from the transmission input shaft 25 to the first input shaft 21 or the second input shaft 22. Power is transmitted to the first output shaft 26 or the second output shaft 27 via the gear train. As a result, the drive wheels 4 and 4 are driven via the output gear 31 or 32, so that the vehicle can start immediately.
- the upper graph shows the change of the engine speed (denoted as "E speed") with respect to the elapsed time T as a thick line, and the change of the motor speed (denoted as "M speed”) as a thin line.
- the (vehicle speed) is indicated by a broken line.
- a state (indicated as ON) in which the first clutch CL1, the second clutch CL2, the first connection device (synchronous meshing mechanism) SM1, and the second connection device SM2 are engaged (connected) is indicated by a bold line.
- the thick lines indicate states in which the third to sixth synchronous meshing mechanisms SM3 to SM6 establish one of the corresponding two gear trains, respectively.
- the absence of a bold line indicates that CL1, CL2, SM1, and SM2 are not engaged (disconnected), or that SM3 to SM6 are in the neutral position N.
- the lower graph shows the change of the engine torque (denoted as “E torque”) with respect to the elapsed time T by a thick line, and the change of the motor torque (denoted as “M torque”) by a thin line.
- SM2 is set to ON, SM3 to the G1 side (first gear), and SM6 to the G6 side (sixth gear) in advance.
- FIG. 5 is an explanatory view of a control method at the time of high speed traveling, and similarly to FIG.
- FIG. 6 is an explanatory view of a control method at the time of decelerating travel, and similarly to FIG.
- both CL1 and CL2 are disconnected, and the engine is stopped.
- FIG. 7 is an explanatory view of a control method in the case of reaccelerating from decelerating travel, and as in FIG. 5 and FIG. 6, changes in E rotation speed, M rotation speed and vehicle speed (vehicle speed)
- E rotation speed M rotation speed and vehicle speed (vehicle speed)
- vehicle speed vehicle speed
- establishment of a gear train by SM3 to SM6 changes of E torque and M torque with respect to elapsed time T are shown.
- the states of the motor 3 and the engine 2 are shown.
- FIG. 8 is an explanatory diagram of a control method in the case of switching from the EV travel mode to the engine travel mode, and similarly to FIGS. 5 to 7, the E rotation speed, M rotation speed and vehicle speed (vehicle speed) In addition, the change of the E torque and the M torque with respect to the elapsed time T is shown. Furthermore, in the lowermost stage, the states of the motor 3 and the engine 2 are shown.
- two synchronous meshing mechanisms SM1 are provided as a connecting device for connecting the motor output shaft 3a to the transmission input shaft 25 and the first input shaft 21 (or the second input shaft 22) so as to transmit power.
- SM2 are provided separately, but SM1 and SM2 may be combined to form one synchronous meshing mechanism. An example is shown in FIG.
- a synchronous meshing mechanism SM12 formed concentrically with the transmission input shaft 25 is disposed from the inside of the rotor 7 of the motor 3 to the side of the twin clutch unit 20.
- the SM 12 is provided with a synchronous sleeve 12 which is rotationally fixed to the transmission input shaft 25 and axially movable by an actuator (not shown).
- the synchronous sleeve 12 has a first operating position that enables power transmission between the motor output shaft 3a and the transmission input shaft 25, and the motor output shaft 3a and the first input shaft 21 or the second input shaft. 22 is selectively set to one of a second operating position enabling power transmission between 22 and a neutral position separate from the two operating positions and not performing either of the two power transmissions It is supposed to be.
- FIG. 10 shows, in the upper part, changes in vehicle speed (vehicle speed) and elapsed time with respect to elapsed time T, changes in E rotation speed with elapsed time T by thick lines, and changes in M rotation speed by thin lines. Shows the changes in the speed stages of the engine and the motor.
- FIG. 11 shows a schematic configuration of a hybrid vehicle provided with the power plant of the second embodiment.
- the same components as those in the first embodiment are denoted by the same reference numerals, and the description will be omitted.
- the present embodiment is provided with a twin main shaft, and differs from the first embodiment in the following points.
- the transmission according to the present embodiment includes a twin clutch unit 20, a hollow first input shaft 41 into which a transmission input shaft 25 that rotates in conjunction with the output shaft 2a of the engine 2 is inserted, and the first input shaft A second input shaft 42 is disposed in parallel with the gear 21, and gear trains G1 to G7 and GR having different gear ratios sequentially disposed from the engine 2 side, and one output shaft 44.
- the output shaft 31 has its output gear 31 fixed at one end thereof meshed with the gear 29 b of the differential gear unit 29 to rotate the drive wheels 4, 4 via the differential gear unit 29. It has become.
- first input shaft 41 which is one of the main shafts is connected to the transmission input shaft 25 via the first clutch CL1 of the twin clutch unit 20
- the transmission input shaft 25 is connected to the first clutch CL1 of the twin clutch unit 20.
- a second input shaft 42 which is another main shaft, is connected via a second clutch CL2 interlocked by an idle gear 43 between them.
- drive gears G1a, G5a, G3a, G7a of odd-numbered gear trains G1, G5, G3, G7 in the gear ratio rank are connected to the first input shaft 41 via SM7, SM9,
- the drive gears G2a, G4a, G6a, and GRa of the even-numbered and R-stage gear trains G2a, G4a, G6a, and GRa in the transmission ratio order are connected to the second input shaft 42 via SM8 and SM10, respectively.
- the driven gears G1b, G4b, G3b, and G6b common to the gear trains G1 and G2, G4 and G5, G3 and GR, and G6 and G7 are supported on the output shaft 31 of the transmission. .
- the SM7 and SM9 are respectively detained from the first input shaft 41, and provided with synchronous sleeves 37 and 39 axially movable by an actuator not shown.
- the drive gear G1a or G5a and the drive gear G3a or G7a have the first input shaft by moving the corresponding synchronous sleeves 37 and 39 from the neutral position N to the drive gear G1a or G5a side and the drive gear G3a or G7a side.
- the gear train G1 or G5, G3 or G7 is selectively established.
- SM8 and SM10 respectively have synchronization sleeves 38 and 40 which are rotationally fixed to the second input shaft 42 and axially movable by an actuator not shown, and the corresponding synchronization sleeves 38 and 40 are shown from the neutral position N shown.
- the drive gear G2a or G4a side By moving the drive gear G2a or G4a side to the drive gear G6a or GRa side, the drive gear G2a or G4a, the drive gear G6a or GRa is connected to the second input shaft 42, and the gear train G2 or G4, G6 or GR is Selectively established.
- the synchronous meshing mechanism SM is used as a device for connecting the output shaft of the motor to the engine output shaft or the input shaft, but the invention is not limited thereto. Such appropriate engagement means may be used.
- twin clutch unit is not limited to the structure used in the first and second embodiments, as long as power transmission can be performed by two clutches.
- the hybrid vehicle of the present invention it is necessary to add means for enabling the twin clutch to be operable from the stop state without increasing the overall length or width even if the motor is installed downstream of the twin clutch clutch By having a transmission without a gear, it is useful to be able to control weight and cost.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Structure Of Transmissions (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
図1は、第1実施形態のハイブリッド車両に搭載された動力装置を示す。この動力装置は、変速機1と原動機としてのエンジン2と電動機3とを備え、エンジン2又は電動機3の動力を、変速機1を介して一対の駆動輪4,4に伝達し、被駆動部としての駆動輪4,4を駆動し得るように構成されている。
を介して駆動輪4,4を回転させるようになっている。
例えば、外気温度が低い時やバッテリ電圧SOCが低下しているためにEV発進できない(ECUで判断される)場合には、電動機3によりエンジン2を始動することができる。
[リバース発進]
初めに、上記のエンジン始動時と同様に、第1接続装置SM1を締結し、電動機3でエンジン2を始動する。次に、第4の同期噛合装置SM4をリバース(R)側に設定すると、前述のように後進ギヤ列GRの従動ギヤGRbが第1出力軸26に連結され、後進ギヤ列GRが確立される。
[EV発進~エンジン走行~EVクルーズ走行]
図4において、上段のグラフは、経過時間Tに対するエンジン回転数(「E回転数」と表記)の変化を太線、電動機回転数(「M回転数」と表記)の変化を細線、車体の速度(車速)を破線で示す。中段では、前記第1クラッチCL1、第2クラッチCL2、第1接続装置(同期噛合機構)SM1、第2接続装置SM2が係合(接続)している状態(ONと表記)を太線で示すと共に、第3~第6同期噛合機構SM3~SM6が、それぞれ対応する2つのギヤ列の一方を確立している状態を太線で示す。なお、太線の表示がないのは、CL1、CL2、SM1、SM2が非係合(非接続)状態であり、或いはSM3~SM6が中立位置Nにあることを示している。下段のグラフは、経過時間Tに対するエンジントルク(「Eトルク」と表記)の変化を太線、電動機トルク(「Mトルク」と表記)の変化を細線で示す。
停止時にバッテリSOCが所定値以上で、かつエンジンが暖気状態であると判断した場合は「EV発進」モードとなる。以下、図4に示すように制御される。
車体速度又は要求駆動力が所定値以上になったとき(T=T2)、エンジン2を始動させる。このとき、第2クラッチCL2をONに(締結)すると、変速機入力軸25の回転が第2入力軸22に伝達される。そして、SM6により確立されたギヤ列G6を介して第2出力軸27に伝達されるので、6速でのエンジン起動となる。同時に、電動機3側では走行駆動力が損なわれないようにエンジン起動に必要なトルク(=エンジン起動トルク×6速比/1速比/変速機伝達効率)を付加する。すなわち、エンジン2は6速で起動されるのに対し、電動機3は1速での起動でMトルクを増大させることにより、エンジン2を少ないトルクで起動することができる。
エンジン2が起動したところで(T=T3)、ツインクラッチユニット20の2つのクラッチの動作状態を切り替える。すなわち、CL2を非作動に(開放)すると共にCL1をONに(締結)すると、変速機入力軸25の回転は第2入力軸22でなく、第1入力軸21に伝達される。そして、SM3により確立されたギヤ列G1を介して第1出力軸26に伝達されるので、1速でのエンジン起動となる。同時に、電動機3側でも、上記(2)と同様にE回転数の上昇に必要なトルクを付加することで、走行駆動力が損なわれないようにする。その後、E回転数が所定値以上になったところで、燃料噴射及び点火によりエンジンが始動する。
その後、T=T4の時点でSM6をG2側に設定し、2つのクラッチの動作状態を再度切り替える。すなわち、CL1を非作動にすると共にCL2をONに(締結)すると、変速機入力軸25の回転が第2入力軸22に伝達される。そして、SM6により確立されたギヤ列G2を介して第2出力軸27に伝達されるので、エンジン走行は2速に変化する。
その後、T=T5の時点でSM3をG1側からG3側に切り替えると、電動機出力軸3aの回転は、第1入力軸21からギヤ列G3を介して第1出力軸26に伝達されるので、電動機3は3速に変速される。同時に、Mトルクを0まで下げながら、総駆動力が目標値に一致するようにEトルクを増加させる。
エンジン走行中に要求駆動力が所定値以上となった場合、Mトルクを付加する。また、バッテリ電圧SOCが所定値以下になった場合、電動機3で充電を行うと同時に総駆動力を保障するため、Eトルクを付加する。そして、車速が一定になった時点(T=T6)で、Eトルクを減らしていく。
エンジン走行中に要求駆動力が所定値以下で、車体速度が所定範囲内であり、かつバッテリ電圧SOCが所定値以上である場合、ECUはEVクルーズ走行可能と判断し、その時点(T=T7)で、CL2を非作動に(開放)に切り替える。これにより、変速機入力軸25の回転は、第1入力軸21のみならず第2入力軸22にも伝達されなくなり、エンジンを停止するか(Eトルク=0)又は全気筒休止して燃料供給をカットする。また、SM6をG2からG6側に切り替えておく。
上記のEVクルーズ走行中は、電動機出力軸3aの回転が第1入力軸21からギヤ列G3を介して第1出力軸26に伝達されるので、3速でのEV走行となっている。このEV走行中に再加速によりエンジンによる駆動を行う場合には、SM2がON、SM3がG3側(3速)、SM6をG6側(6速)に設定されているから、T=T8の時点でCL2をONに(締結)すると、上記(2)の場合と同様に、変速機入力軸25の回転が第2入力軸22からギヤ列G6を介して第2出力軸27に伝達され、6速でのエンジン起動となる。
[高速走行]
図5は、高速走行時の制御方法の説明図であり、図4と同様に、経過時間Tに対するE回転数、M回転数及び車体の速度(車速)の変化を示すと共に、CL1、CL2、SM1、SM2の接続(ON)/非接続、SM3~SM6によるギヤ列の確立、経過時間Tに対するEトルク、Mトルクの変化を示す。更に、最下段では、電動機3及びエンジン2の各々の状態を示している。
[減速走行]
図6は、減速走行時の制御方法の説明図であり、図5と同様に、経過時間Tに対するE回転数、M回転数及び車体の速度(車速)の変化を示すと共に、CL1、CL2、SM1、SM2の接続(ON)/非接続、SM3~SM6によるギヤ列の確立、経過時間Tに対するEトルク、Mトルクの変化を示す。更に最下段では、電動機3及びエンジン2の各々の状態を示している。
[減速走行から再加速]
図7は、減速走行から再加速する場合の制御方法の説明図であり、図5及び図6と同様に、経過時間Tに対するE回転数、M回転数及び車体の速度(車速)の変化を示すと共に、CL1、CL2、SM1、SM2の接続/非接続、SM3~SM6によるギヤ列の確立、経過時間Tに対するEトルク、Mトルクの変化を示す。更に最下段では、電動機3及びエンジン2の各々の状態を示している。
[EV走行からエンジン走行への切替え]
図8は、EV走行モードからエンジン走行モードへ切り替える場合の制御方法の説明図であり、図5~図7と同様に、経過時間Tに対するE回転数、M回転数及び車体の速度(車速)の変化を示すと共に、CL1、CL2、SM1、SM2の接続/非接続、SM3~SM6によるギヤ列の確立、経過時間Tに対するEトルク、Mトルクの変化を示す。更に最下段では、電動機3及びエンジン2の各々の状態を示している。
[実施形態の変更例]
ところで、上記第1実施形態では、電動機出力軸3aを変速機入力軸25、第1入力軸21(又は第2入力軸22)に動力伝達可能に接続する接続装置として、2つの同期噛合機構SM1、SM2を個別に設けているが、SM1とSM2を合わせて1つの同期噛合機構としてもよい。その例を図9に示す。
(1)電動機1速で発進。
(2)偶数番のギヤG2、G4又はG6を確立しながら、E回転数を引き上げて始動。
(3)エンジンが2速走行、電動機は3速にて充電。
(4)電動機3速にてEVクルーズ走行し、エンジンは停止している。
(5)奇数番のギヤG1、G3、G5又はG7を確立しながら、エンジンを始動してエンジン走行クルーズを行い、電動機は停止している。
(6)中~高速走行中はエンジンと電動機を一体化する(電動機による走行アシスト及び回生)。エンジン走行クルーズ中は電動機が停止、回生時はエンジン全筒休止とする。
(7)減速回生時は、エンジン6速駆動で、回生時は全筒休止とする。電動機は5速固定。
これにより、エンジンブレーキによるトルクの最小化と再始動時の応答性向上を図っている。
(8)減速中の変速は、全筒休止をやめてエンジンブレーキによるトルクを発生させる間に速度段の切替えを行う。
(9)中~低速での減速回生時は、エンジン停止し、電動機は1速。
(10)急発進時は、奇数番のギヤG1、G3、G5又はG7を確立し、E回転数を引き上げてエンジン始動する。
[第2実施形態]
図11は、第2実施形態の動力装置を備えたハイブリッド車両の概略構成を示す。本実施形態では、以下の構成のみが第1実施形態と相違するので、第1実施形態と同じ構成要素については同一の参照符号を付して、説明を省略する。
Claims (11)
- 変速機を介して被駆動部を駆動する動力源としてエンジン及び電動機を備えるハイブリッド車両において、前記変速機は、
前記エンジンからの動力を伝達する変速機入力軸、及び前記被駆動部を駆動する動力を出力する変速機出力軸と、
前記変速機入力軸と同軸状に設けられた第1クラッチ及び第2クラッチを有するツインクラッチユニットと、
前記第1クラッチを介して前記変速機入力軸と接続可能な第1入力軸、及び前記第2クラッチを介して前記変速機入力軸と接続可能な第2入力軸と、
前記第1入力軸及び前記第2入力軸を前記変速機出力軸とそれぞれ接続するように切り替え可能に構成されたギヤ列と、
前記電動機の出力軸と前記変速機入力軸との間で動力伝達を可能にする第1動作状態と動力伝達を遮断する第2動作状態とに選択的に切り替え可能な接続装置とを備え、
前記第1入力軸及び前記第2入力軸は、前記エンジンと前記ツインクラッチユニットとの間で同軸状に配置され、前記電動機により、前記接続装置及び前記ツインクラッチユニットを介して駆動されることを特徴とするハイブリッド車両。 - 請求項1記載のハイブリッド車両において、
前記変速機は、冷間始動時またはバッテリSOCが所定値以下の場合は前記接続装置を介して前記電動機を前記変速機入力軸と接続することにより、該電動機にて前記エンジンを始動することを特徴とするハイブリッド車両。 - 請求項1記載のハイブリッド車両において、
前記電動機は前記エンジンと前記変速機との間に配置され、前記接続装置は該電動機の内部に配置されていることを特徴とするハイブリッド車両。 - 請求項1記載のハイブリッド車両において、
前記電動機の出力軸と前記第1入力軸又は前記第2入力軸との間で動力伝達を可能にする第1動作状態と当該動力伝達を遮断する第2動作状態とに選択的に切り替え可能な第2接続装置を備えることを特徴とするハイブリッド車両。 - 請求項4記載のハイブリッド車両において、
停車時又は停車直前の車両の状態により、前記接続装置又は前記第2接続装置が前記第1動作状態に設定されることを特徴とするハイブリッド車両。 - 請求項5記載のハイブリッド車両において、
前記電動機の電源及び前記エンジンの状態により前記電動機によるEV発進が可能である場合には、前記第2接続装置が前記第1動作状態に設定されることを特徴とするハイブリッド車両。 - 請求項6記載のハイブリッド車両において、
停車中に前記EV発進が可能である場合には、前記変速機は、前記ギヤ列の切り替えによって偶数段または奇数段の段速を予め設定し、停車解除時に前記第2接続装置を第1動作状態に設定することにより前記電動機の駆動力で走行を開始し、車体速度が所定値以上になったとき前記電動機のトルクを増加させると共に、駆動していない方の前記ギヤ列側の前記クラッチを係合することで、前記電動機の駆動で前記エンジンを起動することを特徴とするハイブリッド車両。 - 請求項7記載のハイブリッド車両において、
前記エンジンの起動時に前記エンジン回転数が所定回転数まで上昇した場合には、前記エンジンの始動により変速比を固定したまま走行し、車体速度が所定値未満であるときは、前記エンジン回転数を前記電動機回転数まで上昇させてから前記エンジンを始動し、前記ギヤ列の切り替えにより任意の段速に変速して走行することを特徴とするハイブリッド車両。 - 請求項1記載のハイブリッド車両において、
停車中に後進段が選択された場合には、前記変速機は前記ギヤ列の切り替えによって後進段を予め設定し、発進時には前記接続装置を介して前記電動機と前記変速機入力軸を接続することにより前記エンジンを始動させ、前記エンジン駆動により後進することを特徴とするハイブリッド車両。 - 請求項1記載のハイブリッド車両において、
前記電動機によるEV走行が選択された場合には、前記変速機は前記ギヤ列の切り替えによって所定の変速段を設定し、前記第2接続装置を前記第1動作状態に設定することにより該変速段で前記電動機によるEV走行を可能とすることを特徴とするハイブリッド車両。 - 請求項1記載のハイブリッド車両において、
減速走行時には前記エンジンを停止状態にして、前記変速機の前記ギヤ列の切り替えによって所定の変速段を設定し、前記電動機にて電力回生することを特徴とするハイブリッド車両。
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EP10735779.0A EP2383139B1 (en) | 2009-01-27 | 2010-01-25 | Hybrid vehicle |
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WO2013000829A1 (de) | 2011-06-30 | 2013-01-03 | Avl List Gmbh | Antriebsstrang für ein fahrzeug |
WO2013000830A1 (de) | 2011-06-30 | 2013-01-03 | Avl List Gmbh | Doppelkupplungsgetriebe für ein fahrzeug und verfahren zum betreiben eines solchen getriebes |
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AT511632B1 (de) * | 2011-06-30 | 2013-04-15 | Avl List Gmbh | Antriebsstrang für ein fahrzeug |
Also Published As
Publication number | Publication date |
---|---|
US20110269599A1 (en) | 2011-11-03 |
EP2383139A4 (en) | 2012-04-18 |
JP2010173381A (ja) | 2010-08-12 |
BRPI1007405A2 (pt) | 2019-04-16 |
JP4607222B2 (ja) | 2011-01-05 |
EP2383139A1 (en) | 2011-11-02 |
EP2383139B1 (en) | 2013-05-08 |
CN102292231A (zh) | 2011-12-21 |
US8506450B2 (en) | 2013-08-13 |
CN102292231B (zh) | 2014-01-01 |
RU2478043C1 (ru) | 2013-03-27 |
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