JP3291871B2 - Hybrid vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art Conventionally, a hybrid vehicle using an engine and a motor has been provided. Various types of hybrid vehicles of this type are provided. A series (series) type in which a generator is driven by an engine to generate electric energy, a motor is rotated by the electric energy, and the rotation is transmitted to driving wheels. (Japanese Patent Application Laid-Open No. 62-10440)
No. 3) and a parallel type in which drive wheels are directly rotated by an engine and a motor (see Japanese Patent Application Laid-Open No. 59-63901 and US Pat. No. 4,533,011). ).

[0003] In the series-type hybrid vehicle, the engine is separated from the drive train, so that the engine can be driven at the maximum efficiency point. Further, in the parallel hybrid vehicle, the torque is generated by the engine and the auxiliary torque is generated by the motor. Therefore, there is no need to convert mechanical energy into electric energy, and energy transmission efficiency is improved. high.

[0004]

However, in the conventional hybrid vehicle, in the case of a series hybrid vehicle, the mechanical energy generated by the engine is temporarily (temporarily) converted into electrical energy, and further converted by the motor. Since electrical energy is converted into mechanical energy and used as torque, energy transmission efficiency is reduced.

[0005] In the case of a parallel hybrid vehicle, the engine speed corresponding to the vehicle speed differs for each gear, so that when the running condition changes, the engine cannot be driven at the maximum efficiency point. Also, a transmission is generally required. The present invention solves the above-described problems of the conventional hybrid vehicle, and provides a hybrid vehicle that can increase the energy transmission efficiency and can drive the engine at the maximum efficiency point even when the running state changes. The purpose is to do.

[0006]

For this purpose, in a hybrid vehicle according to the present invention, an engine, a first motor, a second motor connected to an output shaft of the engine, and
A gear unit including at least first, second, and third rotating elements. The rotation generated by the engine and the second motor is input to a first rotation element, and the rotation generated by the first motor is input to a second rotation element, and the output shaft of the gear unit Is output from the third rotating element.

The first motor can be used as a generator when the engine is driven when the vehicle changes from a stopped state to a forward running state.

[0008]

In another hybrid vehicle according to the present invention, the output shaft of the engine, the output shaft of the first motor, the output shaft of the second motor, and the output shaft of the gear unit are arranged on the same axis. You. The output shaft of the gear unit and the differential device are connected via a counter shaft.

[0010]

According to the present invention, in the hybrid vehicle as described above, the engine, the first motor, the second motor connected to the output shaft of the engine, and at least the first and the second motors. And a gear unit including a third rotating element. And the engine and the second
The rotation generated by the motor is input to the first rotation element, the rotation generated by the first motor is input to the second rotation element, and the rotation transmitted to the output shaft of the gear unit is input to the second rotation element. 3 is output from the rotation element.

The first motor can be used as a generator when the engine is driven when the vehicle changes from a stopped state to a forward running state. in this case,
Since the mechanical energy generated by the engine can be used as torque without converting it into electric energy, the energy transmission efficiency can be increased.

When the hybrid vehicle is at a standstill, the third rotating element is fixed, the engine is constantly driven at the same engine speed, and the first rotating element is rotated at the engine speed. The second rotating element is the first
It is rotated at the motor speed. The rotation of the engine is transmitted to a second motor to rotate the rotor of the second motor. Therefore, the second motor can be used as a generator. Note that the second motor can be used as a starter. Further, when the hybrid vehicle is stopped, the first motor and the second motor are driven without stopping, so that the first motor and the second motor are driven.
Even when a DC brushless motor is used as the motor, it becomes easy to eliminate the need for a sensor such as a Hall element or a resolver.

Next, when the hybrid vehicle is driven, the engine is always driven at the same engine speed and always generates the same engine torque. Therefore, the combined torque of the engine torque and the second motor torque is transmitted to the first rotating element, and the first rotating element is rotated at the engine speed. On the other hand, the first motor generates a first motor torque corresponding to the resultant torque, and the first motor torque is transmitted to a second rotating element, and the second motor
Are rotated at the first motor rotation speed.

Therefore, the engine speed and the first
The third rotating element is rotated at the output shaft rotation speed determined by the motor rotation speed. When the hybrid vehicle is moved backward, the first motor is rotated in the reverse direction. Further, the engine is driven at the same engine speed as that at the time of forward movement.

As described above, the engine is driven at the engine speed at the maximum efficiency point when the hybrid vehicle is stopped, when the hybrid vehicle is driven, and when the hybrid vehicle is moved backward. be able to.

[0016]

[0017]

[0018]

[0019]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a conceptual diagram of a hybrid vehicle according to a first embodiment of the present invention, FIG. 2 is a first torque relationship diagram of the hybrid vehicle according to the first embodiment of the present invention, and FIG. FIG. 4 is a first rotational speed relationship diagram of the hybrid vehicle in the embodiment of FIG.
FIG. 5 is a third rotational speed relationship diagram of the hybrid vehicle in the first embodiment of the present invention, and FIG. 6 is a first rotational speed relationship diagram of the hybrid vehicle in the first embodiment of the present invention. FIG. 7 is an engine efficiency map of the hybrid vehicle in the example, FIG. 7 is a second torque relation diagram of the hybrid vehicle in the first embodiment of the present invention, and FIG. 8 is a diagram of the hybrid vehicle in the first embodiment of the present invention. FIG. 36 is a block diagram of a hybrid vehicle according to a fourth embodiment of the present invention.

In FIG. 1, reference numeral 11 denotes an engine comprising an internal combustion engine or an external combustion engine, 12 denotes an output shaft of the engine 11,
M1 is a first motor composed of a stator and a rotor and driven by receiving a driving current, 13 is an output shaft of the first motor M1, M2 is a second motor composed of a stator and a rotor and driven by receiving a driving current , 14 are output shafts of the second motor M2. The output shaft 14 is integrally connected to the output shaft 12. The first motor M1 and the second motor M
2 can also be used as a generator.

A gear unit 15 is connected to the output shafts 13 and 14 for receiving the rotation generated by the engine 11, the first motor M1 and the second motor M2, and changing the rotation to output the gear unit. It is a single planetary type planetary gear unit. 16 is an output shaft of the planetary gear unit 15, 17 is a differential device for differentially rotating the output shaft 16, 18,
Reference numeral 19 denotes a drive shaft for transmitting the differential rotation of the differential device 17 to the drive wheels 20 and 21. The drive wheels 20, 21 may be either front wheels or rear wheels. As described above, the mechanical energy generated by the engine 11 can be transmitted to the drive wheels 20 and 21 without being converted into electric energy, so that the energy transmission efficiency can be increased.

The first motor M1 has a rotor fixed to the output shaft 13 and integrally rotates, and a stator is fixed to a drive case 23. Further, the second motor M2 has a rotor fixed to the output shaft 14 and rotates integrally, and a stator is fixed to the drive device case 23. The planetary gear unit 15 includes a ring gear R, a pinion P, a carrier CR, and a sun gear S as rotating elements. Then, the output shaft 14 of the second motor M2 and the sun gear S are connected, the rotation of the engine 11 and the second motor M2 is input to the sun gear S, and the output shaft 1 of the first motor M1 is
3 is connected to the ring gear R, and the rotation of the first motor M1 is input to the ring gear R. Further, the carrier CR and the output shaft 16 are connected, and the rotation of the planetary gear unit 15 is output from the carrier CR. In this case, the carrier CR becomes the maximum torque element of the planetary gear unit 15.

Next, the operation of the planetary gear unit 15 will be described. In FIG. 2, N _S is the number of teeth of the sun gear S (FIG. 1), N _A is the first motor torque the number of teeth of the ring gear R, T _M1 were then generated in the output shaft 13, T _OUT
Is an output shaft torque generated on the output shaft 16, and T _{E + M2} is a combined torque represented by the sum of the engine torque _TE and the second motor torque T _M2 generated on the output shaft 14.

In this case, as shown in the following equations (1) to (3), the first motor torque T _M1 generated by the first motor _M1 and the combined torque generated by the engine 11 and the second motor M2 An output shaft torque T _OUT obtained by _adding T _{E + M2} is output from the output shaft 16. T _M1 · N _S = T _{E + M 2} · N _A (1) T _OUT = T _{E + M 2} · (N _A + N _S ) / N _S ··· (2) T _OUT = T _M1 · (N _A + N) _{S) / N a ...... (3} ) Then, the engine 11 is driven by the engine speed N _E of the maximum efficiency point at all times.

Next, a control device for a hybrid vehicle will be described. As shown in FIG. 36, the engine speed N _{E of} the rotation generated by the engine 11 and the accelerator opening Θ detected by the sensor 31 are input to the control device (ECU) 32. The engine speed N _E
Is detected by a tachometer (not shown) provided on the output shaft 12 of the engine 11, and the sensor 31 is provided on an accelerator pedal (not shown).

The rotation speed command signal SG from the control device 32
1 is output and input to the first controller 33. So
Then, the first controller 33 outputs the driving current I_M1Is the first model
Data M1. In this case, the engine 11 is
Engine speed N at high efficiency point _ETimes to be driven by
Inversion command signal SG1 and drive current I_M1Is set. one
On the other hand, the torque command signal SG2 is output from the control device 32.
Is input to the second controller 34. And the
The second controller 34 has a drive current I_M2To the second motor M2
To supply. In this case, it corresponds to the accelerator opening Θ.
Torque command signal SG2 and drive current I_M2Is set.

In this embodiment, the first motor M1 is controlled so that the engine speed _NE is constant, and the second motor M2 is controlled in accordance with the accelerator opening Θ. Controls the second motor M2 so that the engine speed _NE is constant, and the accelerator opening 開
, The first motor M1 can be controlled.
Next, each rotation speed in each traveling state will be described.

3 to 5, 7 and 8, N _M1 is the first motor rotation speed of the rotation generated on the output shaft 13 (FIG. 1), and N _OUT is the output of the rotation generated on the output shaft 16. The shaft speed _NE is the engine speed of the rotation generated on the output shaft 14. When the hybrid vehicle is in a stopped state, the carrier CR is fixed, and the output shaft rotation speed N _OUT is set to 0 as shown in FIG. As described above, the engine 11 is driven by the same engine rotational speed N _E at all times, since rotating the sun gear S by the engine speed N _E, the ring gear R is rotated by the first motor rotation speed N _M1 in the opposite direction.

The rotation of the engine 11 is controlled by a second motor M2.
To rotate the rotor of the second motor M2.
Therefore, the second motor M2 can be used as a generator. The rotation of the ring gear R is transmitted to the first motor M1 to rotate the rotor of the first motor M1. Therefore, the first motor M1 can also be used as a generator. Note that the second motor M2 can be used as a starter. When the hybrid vehicle is stopped, the first motor M1 and the second motor M2 are driven, so that the first motor M1 and the second motor M2 are driven.
Even when a DC brushless motor is used as the motor M2, it becomes easy to eliminate the need for a sensor such as a hall element (not shown) or a resolver (not shown).

Next, the hybrid vehicle is driven at a low speed.
The accelerator pedal (not shown) is depressed.
You. At this time, the drive corresponding to the accelerator opening Θ (FIG. 36)
Current I_M2Is supplied to the second motor M2, and the second motor M
2 is the second motor torque T corresponding to the accelerator opening Θ_M2To
generate. Further, the engine 11 is always operated at the same engine speed.
Number of turns N_EAnd the engine torque T_ERaises
You. Therefore, the engine torque T_EAnd the second motor
Luc T _M2Combined torque T_{E + M2}Is transmitted to the sun gear S,
The sun gear S is set to the engine speed N_ERotate with.

On the other hand, the first motor M1 generates a first motor torque T _M1 corresponding to the resultant torque T _{E + M2} ,
First motor torque T _M1 is transmitted to the ring gear R, rotating the ring gear R in the first motor rotation speed N _M1. Accordingly, as shown in FIG. 4, the engine rotational speed N _E
And the carrier CR is rotated at the output shaft rotation speed N _OUT determined by the first motor rotation speed N _M1 . In this case, the output shaft rotation speed N _OUT is determined by the difference between the output shaft torque T _OUT and the running resistance of the hybrid vehicle. When the output shaft torque T _OUT is larger than the running resistance of the hybrid vehicle, the output shaft rotation speed N _OUT is determined. _OUT gradually increases, and when the output shaft torque T _OUT is smaller than the running resistance of the hybrid vehicle, the output shaft rotation speed N _OUT gradually decreases. At this time, since the engine speed _NE is fixed by the first controller 33 and does not change, the first motor speed N _M1
Changes in response to the output shaft speed N _OUT .

[0032] Incidentally, since the second motor torque T _M2 increases in correspondence to the accelerator opening theta, intends to become higher engine speed N _E accordingly. At this time, the first motor M1 acts to suppress the increase in the engine speed N _E. That is, the rotation speed command signal SG1 input to the first controller 33 is changed so as to increase the first motor torque T _M1, and the drive current I _M1 corresponding to the rotation speed command signal SG1 is supplied to the first motor M1. Supplied.

As a result, the first motor torque T M1 of the first motor _M1 increases, and is balanced with the second motor torque T _{M2 of} the second motor M2 via the planetary gear unit 15, so that the engine speed _NE increases. Is suppressed. As described above, the running resistance of the hybrid vehicle is distributed to the first motor M1, the second motor M2, and the engine 11 by the planetary gear unit 15, and the first motor M1 bears the second motor torque T _M2 of the second motor _M2 . Will be.

Next, the hybrid vehicle is driven at a high speed.
If so, the accelerator pedal is further depressed. This
The drive current I corresponding to the accelerator opening Θ_M2Is the second model
The second motor M2 is supplied to the accelerator M2.
The second motor torque T corresponding to Θ_M2Generate. Ma
In addition, the engine 11 always has the same engine speed N._EDriven by
And the engine torque T_EGenerate. Therefore,
The engine torque T_EAnd the second motor torque T _M2Synthetic
Luc T_{E + M2}Is transmitted to the sun gear S, and the sun gear S is
Engine rotation speed N_ERotate with.

On the other hand, the first motor M1 generates a first motor torque T _M1 corresponding to the resultant torque T _{E + M2} ,
First motor torque T _M1 is transmitted to the ring gear R, rotating the ring gear R in the first motor rotation speed N _M1. Accordingly, as shown in FIG. 5, the engine rotational speed N _E
And the carrier CR is rotated at the output shaft rotation speed N _OUT determined by the first motor rotation speed N _M1 .

When the hybrid vehicle is moved backward, the first motor M1 is rotated in the reverse direction.
Therefore, as shown in FIG. 7, the second motor M2 receives a reaction force due to the first motor torque T _M1 . Also, Engine 1
1, as shown in FIG. 8, it is driven by the same engine rotational speed N _E and during forward. As described above, the engine is used when the hybrid vehicle is stopped, when the hybrid vehicle is driven at low speed, when the hybrid vehicle is driven at high speed, and when the hybrid vehicle is moved backward. 11 is driven by the engine speed N _E of the maximum efficiency point.

Next, the maximum efficiency point of the engine 11 will be described. In FIG. 6, the horizontal axis indicates the engine speed N.
The _E, the vertical axis takes the engine torque T _E, each curve represents the engine efficiency of the engine 11 (Figure 1).
Α is the maximum efficiency point of the engine 11. In the present embodiment, the engine 11 is controlled by a first controller 33 (FIG. 36), driven by the engine rotational speed N _E of the maximum efficiency point alpha.

The engine torque _TE may be excessive depending on the running state of the hybrid vehicle or the capacity of a battery (not shown). In this case, the engine 11 is driven on the optimum efficiency line L1 in the figure, and the driving conditions are set in accordance with the vehicle speed and the capacity of the battery. Next, the structure of the hybrid vehicle according to the first embodiment of the present invention will be described.

FIG. 9 is a schematic view of a hybrid vehicle according to the first embodiment of the present invention. As shown in the figure, the drive device case 23 includes an engine case 23a surrounding the engine 11, a second motor case 23b surrounding the second motor M2, and a first motor case surrounding the first motor M1 and the planetary gear unit 15. 23c.

The first motor M1 has a stator ST1 and a rotor RT1, and the second motor M2 has a stator ST2.
And a rotor RT2. Further, the first motor M1
Is smaller in diameter and longer in the axial direction than the second motor M2, and the generated first motor torque T _M1 is large. Further, the output shaft 12 of the engine 11 and the output shaft 14 of the second motor M2 are not directly connected, the output shaft 12 and the rotor RT2 are connected via a damper 39, and the rotor RT2 and the output shaft 14 are connected. It has become.

The output shaft 13 of the first motor M1 is connected to the ring gear R of the planetary gear unit 15,
The output shaft 14 of the second motor M2 is connected to the sun gear S of the planetary gear unit 15. The planetary gear unit 15 is a planetary gear unit that is connected to the output shafts 13 and 14, receives rotation generated by the engine 11, the first motor M1 and the second motor M2, shifts the rotation, and outputs the rotation.

The planetary gear unit 15 includes a ring gear R, a pinion P, a carrier CR, and a sun gear S. Then, the output shaft 14 of the second motor M2 and the sun gear S
Is connected, the rotation of the engine 11 and the second motor M2 is input to the sun gear S, the output shaft 13 of the first motor M1 is connected to the ring gear R, and the rotation of the first motor M1 is input to the ring gear R. Has become. Further, the carrier CR and the output shaft 16 are connected, and the rotation of the planetary gear unit 15 is output from the carrier CR.

The rotation output to the output shaft 16 is differentiated by a differential device 17, and the activated rotation is transmitted to drive wheels 20 and 21 via drive shafts 18 and 19. Next, a second embodiment of the present invention will be described. FIG. 10 is a schematic diagram of a hybrid vehicle according to a second embodiment of the present invention.

In the figure, 11 is an engine, 12 to 1
4, 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, R
Is a ring gear, P is a pinion, CR is a carrier, S is a sun gear, M1 is a first motor, and M2 is a second motor.
In this case, the hybrid vehicle is of a front engine / front drive (FF) type. Therefore, the output shaft 16 fixed to the carrier CR surrounds the output shaft 14 of the second motor M2 and extends to the engine 11 side. . A counter shaft 40 is disposed in parallel with the output shaft 16, a counter drive gear 41 is fixed to the output shaft 16, a counter driven gear 42 is fixed to the counter shaft 40, and the counter drive gear 41 and the counter driven gear 42 mesh ( By doing so, the rotation of the output shaft 16 is reversed.

Further, the drive shafts 18 and 19 are disposed in parallel with the counter shaft 40, and the rotation of the counter driven gear 42 is reversed by further meshing the counter driven gear 42 with the large ring gear 43 of the differential device 17. I have to. Next, a third embodiment of the present invention will be described.

FIG. 11 is a schematic view of a hybrid vehicle according to a third embodiment of the present invention. In the drawing, 11 is an engine, 12 to 14, 16 are output shafts, 15 is a planetary gear unit, 17 is a differential device, 1
8, 19 are drive shafts, R is a ring gear, P is a pinion, C
R is a carrier, S is a sun gear, M1 is a first motor, M2
Is a second motor.

Also in this case, the hybrid vehicle is of a front engine / front drive type. Therefore, an intermediate transmission shaft 45 is provided in parallel with the output shaft 14, and a first sprocket 46 is mounted on the output shaft 14. The second sprocket 47 is fixed to the transmission shaft 45, and the first sprocket 4
A chain 48 is bridged between the sixth sprocket 47 and the second sprocket 47.

Accordingly, the rotation of the output shaft 14 is transmitted through the first sprocket 46, the chain 48, the second sprocket 47, and the intermediate transmission shaft 45 to the planetary gear unit 15.
To the sun gear S. By the way, the first to third
In the embodiment, the second motor M2 is disposed between the engine 11 and the planetary gear unit 15, but the engine 11 may be disposed between the second motor M2 and the planetary gear unit 15.

Next, a fourth embodiment of the present invention will be described. FIG. 12 is a conceptual diagram of a hybrid vehicle according to a fourth embodiment of the present invention. In the figure, 11 is an engine, 12 to 14, 16 are output shafts, 15 is a planetary gear unit, 17 is a differential device, 18, 19
Is a drive shaft, 20, 21 are drive wheels, 23 is a drive case, R is a ring gear, P is a pinion, CR is a carrier,
S is a sun gear, M1 is a first motor, and M2 is a second motor.

In this case, the first gear 51 is connected to the output shaft 14.
The second gear 52 is mounted on the crankshaft 53 of the engine 11.
Are fixed, and the first gear 51 and the second gear 52 form a speed increaser or a speed reducer. Next, a fifth embodiment of the present invention will be described. FIG. 13 is a conceptual diagram of a hybrid vehicle according to a fifth embodiment of the present invention.

In the figure, 11 is an engine, 12 to 1
4, 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, 2
0 and 21 are drive wheels, 23 is a drive case, R is a ring gear, P is a pinion, CR is a carrier, S is a sun gear,
M1 is a first motor, and M2 is a second motor. In this case, the output shaft 14 is connected to the ring gear R of the planetary gear unit 15 and the output shaft 1 of the first motor M1 is connected to the sun gear S.
3, the output shaft 16 is connected to the carrier CR.

Next, the sixth and seventh embodiments of the present invention will be described.
Will be explained. FIG. 14 shows a sixth embodiment of the present invention.
FIG. 15 is a conceptual diagram of an hybrid vehicle, and FIG.
It is a conceptual diagram of the hybrid type vehicle in an example. In the figure
Here, 11 is an engine, 12 to 14, 16 are output shafts,
15 is a planetary gear unit, 17 is a differential
Devices, 18 and 19 are drive shafts, 20 and 21 are drive wheels,
23 is a drive case, R is a ring gear, P₁Is the first
Nion, P _TwoIs the second pinion, CR is the carrier, S is the pinion
M1 is a first motor, and M2 is a second motor.

In this case, the planetary gear unit 15 is of a double pinion type, and has the first pinion P ₁ and the second pinion P ₂ . In the sixth embodiment, the output shaft 14 is connected to the carrier CR, the output shaft 13 is connected to the sun gear S, and the output shaft 16 is connected to the ring gear R. In the seventh embodiment, the output shaft 14 is provided on the sun gear S, and the output shaft 13 is provided on the carrier CR.
The output shaft 16 is connected to the ring gear R.

In each of the above embodiments, the planetary gear unit 15 is used as a gear unit, but a bevel gear unit may be used. Next, an eighth embodiment of the present invention will be described. FIG. 16 is a conceptual diagram of a hybrid vehicle according to an eighth embodiment of the present invention. In the figure, 11 is an engine, 12
14, 14 and 16 are output shafts, 17 is a differential device, 18 and 19 are drive shafts, 20 and 21 are drive wheels, 23 is a drive device case, M1 is a first motor, M2 is a second motor, and 55 is a rotary element. a bevel gear unit having a left side gear Sd _L and the right side gear Sd _R.

[0055] In this case, the output shaft 14 of the second motor M2 to the left side gear Sd _L of the bevel gear unit 55, the output shaft 13 of the first motor M1 to the right side gear Sd _R is outputted to the pinion P as a maximum torque element The shaft 16 is connected. Again, the first motor torque T _M1 and the engine 11 and the output shaft torque T _{OU T} of the combined combined torque T _{E + M2} which is generated by the second motor M2 output shaft which is generated by the first motor M1 16 is output.

Further, a step pinion unit can be used instead of the planetary gear unit 15 (FIG. 1). Next, a ninth embodiment of the present invention will be described. FIG. 17 is a conceptual diagram of a hybrid vehicle according to a ninth embodiment of the present invention. In the figure, 11 is an engine, 12 to 14, 16 are output shafts, 17 is a differential device, 18 and 19 are drive shafts, 20 and 21 are drive wheels,
23 is a drive device case, M1 is a first motor, M2 is a second motor
The motor 56 is a step pinion unit having a large diameter pinion P _L , a sun gear S, a small diameter pinion P _S, and a ring gear R.

In this case, the step pinion unit 5
6, the large-diameter pinion P _L meshes with the sun gear S, and the small-diameter pinion P _S as the maximum torque element meshes with the ring gear R. Then, the output shaft 14 of the second motor M2 to the sun gear S is, the output shaft 13 of the first motor M1 to the ring gear R is, the output shaft 16 to the small diameter pinion P _S is connected.
Also in this case, the first motor torque T _M1 generated by the first motor _M1 and the engine 11 and the second motor M2
The output shaft torque T _{OUT obtained} by adding the resultant torque T _{E + M2} generated by the above is output from the output shaft 16.

Next, the torque and the number of revolutions will be described. FIG. 18 is a torque relationship diagram of a hybrid vehicle according to the second to ninth embodiments of the present invention, and FIG.
It is a rotational speed relationship diagram of the hybrid type vehicle in the 9th Example. In the figure, T _M1 is the first motor torque generated on the output shaft 13 (FIG. 1), and T _OUT is the output shaft 16
An output shaft torque generated on, T E _{+ M2} is the resultant torque represented by the sum of the engine torque T _E and the second motor torque T _M2, which is then generated in the output shaft 14. N _M1 is the first motor speed, N _OUT is the output shaft speed, and _NE is the engine speed.

In this case, the output shaft 16 is connected to the maximum torque element. On the other hand, the output shaft 14 of the second motor M2 can be connected to the maximum torque element. Next, a tenth embodiment of the present invention will be described. FIG. 20 is a conceptual diagram of a hybrid vehicle according to a tenth embodiment of the present invention, FIG. 21 is a torque relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention, and FIG. 22 is a tenth embodiment of the present invention. FIG. 23 is a first rotational speed relationship diagram of the hybrid vehicle in FIG. 23, FIG. 23 is a second rotational speed relationship diagram of the hybrid vehicle in the tenth embodiment of the present invention, and FIG. 24 is a hybrid diagram in the tenth embodiment of the present invention. FIG. 6 is a third rotational speed relationship diagram of the type vehicle.

In FIG. 20, reference numeral 11 denotes an engine;
14, 16 are output shafts, 15 is a planetary gear unit,
17 is a differential device, 18 and 19 are drive shafts,
Reference numerals 20 and 21 denote drive wheels, 23 denotes a drive device case, R denotes a ring gear, P denotes a pinion, CR denotes a carrier, S denotes a sun gear, M1 denotes a first motor, and M2 denotes a second motor. In this case, the output shaft 14 is mounted on the carrier CR of the planetary gear unit 15, the output shaft 13 is mounted on the sun gear S, and the ring gear R
Is connected to the output shaft 16.

21 to 24, T _M1 is the first motor torque, T _OUT is the output shaft torque, T _{E + M2} is the combined torque, N _M1 is the first motor speed, and N _OUT is the output shaft speed. The number _NE is the engine speed. Then, the first motor rotation speed N _M1 , the output shaft rotation speed N _OUT, and the engine rotation speed N
_E is a graph of FIG. 22 when the hybrid vehicle is at a standstill.
As shown in FIG. 23, when the hybrid vehicle is driven at low speed, the result is as shown in FIG. 23. When the hybrid vehicle is driven at high speed, the result is as shown in FIG.

[0062] In any case, the engine 11 (FIG. 20) is driven by the same engine rotational speed N _E at all times. Next, the first motor M is added to the maximum torque element of the planetary gear unit 15.
An eleventh embodiment in which one output shaft 13 is connected will be described. FIG. 25 is a conceptual diagram of a hybrid vehicle according to an eleventh embodiment of the present invention. FIG. 26 is a torque relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention.
FIG. 28 is a first rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention; FIG. 28 is a second rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention;
FIG. 29 is a third rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention.

In FIG. 25, reference numeral 11 denotes an engine;
14, 16 are output shafts, 15 is a planetary gear unit,
17 is a differential device, 18 and 19 are drive shafts,
Reference numerals 20 and 21 denote drive wheels, 23 denotes a drive device case, R denotes a ring gear, P denotes a pinion, CR denotes a carrier, S denotes a sun gear, M1 denotes a first motor, and M2 denotes a second motor. In this case, the output shaft 13 is mounted on the carrier CR of the planetary gear unit 15, the output shaft 14 is mounted on the sun gear S, and the ring gear R
Is connected to the output shaft 16.

26 to 29, T _M1 is the first motor torque, T _OUT is the output shaft torque, T _{E + M2} is the combined torque, N _M1 is the first motor rotation speed, and N _OUT is the output shaft rotation. The number _NE is the engine speed. Then, the first motor speed N _M1 , the output shaft speed N _OUT , and the engine speed N _E
FIG. 27 shows the state when the hybrid vehicle is stopped, as shown in FIG. 28 when the hybrid vehicle is driven at low speed, and FIG. 28 when the hybrid vehicle is driven at high speed. 29.

[0065] In any case, the engine 11 (FIG. 25) is driven by the same engine rotational speed N _E at all times. During forward traveling of the hybrid vehicle, the engine 11 and the output shaft 16 rotate in opposite directions. Next, twelfth to fifteenth embodiments in which various engagement elements are added will be described. FIG.
0 is a conceptual diagram of a hybrid vehicle according to a twelfth embodiment of the present invention, FIG. 31 is a conceptual diagram of a hybrid vehicle according to a thirteenth embodiment of the present invention, and FIG.
FIG. 33 is a conceptual diagram of a hybrid vehicle in the embodiment of FIG.
FIG. 23 is a conceptual diagram of a hybrid vehicle according to a fifteenth embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4, 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, 2
0 and 21 are drive wheels, 23 is a drive case, R is a ring gear, P is a pinion, CR is a carrier, S is a sun gear,
M1 is a first motor, and M2 is a second motor. In FIG. 30, a one-way clutch F is disposed between the output shaft 14 of the second motor M2 and the drive device case 23. In this case, the driving of the engine 11 is stopped and the first motor M1 is stopped.
By driving the vehicle, the hybrid vehicle can be driven. In this case, the planetary gear unit 15 functions as a speed reducer for the first motor M1. The same effect can be obtained by providing a brake (not shown) on the output shaft 14 instead of the one-way clutch F.

In FIG. 31, the second motor M2
And a one-way clutch F is disposed between the drive C and the planetary gear unit 15 side of the clutch C on the output shaft 14.
In this case, the hybrid vehicle can be driven by releasing the clutch C and driving the first motor M1. Further, power can also be generated by the second motor M2.

In FIG. 32, the second motor M
The first clutch C1 is disposed on the output shaft 14 of the second planetary gear unit, and the planetary gear unit 1 of the first clutch C1 on the output shaft 14
One-way clutch F between the fifth side and the drive unit case 23
Is arranged. Further, a second clutch C2 is disposed between the output shaft 16 and the stator of the first motor M1. In this case, the gear can be shifted by disengaging the second clutch C2.

Further, in FIG.
A first one-way clutch F1 is arranged between the output shaft 12 of the first motor and the second motor M2. The first one-way clutch F
1 is locked when the engine 11 rotates faster than the second motor M2, and becomes free when the second motor M2 rotates faster than the engine 11. Further, a clutch (not shown) may be provided in place of the first one-way clutch F1. In this case, by disengaging the clutch, the second motor M2 and the first motor M1 can be driven to drive the hybrid vehicle. Further, the first motor M1 and the second motor M2 can be reduced in size.

The first one-way clutch F1 or the clutch can be applied to any of the embodiments shown in FIGS. In each of the above embodiments, the second motor M2 is connected to the engine 11 directly or via an engagement / disengagement element. However, the second motor M2 is provided on the drive system side. However, the same effect can be obtained by connecting the motor directly to the output shaft 16 or to the engine 11 via an engagement / disengagement element.

Next, a sixteenth embodiment of the present invention will be described. FIG. 34 is a conceptual diagram of a hybrid vehicle according to a sixteenth embodiment of the present invention, and FIG. 35 is a torque relationship diagram of the hybrid vehicle according to the sixteenth embodiment of the present invention. In FIG. 34, 11 is an engine, 12, 13, 1
6 is an output shaft, 15 is a planetary gear unit, 17 is a differential device, 18, 19 are drive shafts, 20, 2
1 is a drive wheel, 23 is a drive device case, R is a ring gear,
P is a pinion, CR is a carrier, S is a sun gear, M1 is a first motor, and M2 is a second motor.

In this case, the rotor of the second motor M2 is fixed to the output shaft 16. Further, in FIG. 35, N _S is the number of teeth of the sun gear S (FIG. 34), N _A is the number of teeth of the ring gear R, T _M1 is the first motor torque, T _OUT is an output shaft torque,
_TE is the engine torque, and T _M2 is the second motor torque. The engine 11 is driven by the same engine rotational speed N _E at all times, to generate the engine torque T _E.

The carrier CR outputs a torque T _OUT -T _M2 obtained by subtracting the second motor torque T _M2 from the output shaft torque T _OUT . In this case, T _M1 N _S = T _E N _A (4) T _OUT -T _M2 = T _E (N _A + N _S ) / N _S (5)

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of a hybrid vehicle according to a first embodiment of the present invention.

FIG. 2 is a first torque relation diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 3 is a first rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 4 is a second rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 5 is a third rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 6 is an engine efficiency map of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 7 is a second torque relation diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 8 is a fourth rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 9 is a schematic diagram of a hybrid vehicle according to the first embodiment of the present invention.

FIG. 10 is a schematic diagram of a hybrid vehicle according to a second embodiment of the present invention.

FIG. 11 is a schematic view of a hybrid vehicle according to a third embodiment of the present invention.

FIG. 12 is a conceptual diagram of a hybrid vehicle according to a fourth embodiment of the present invention.

FIG. 13 is a conceptual diagram of a hybrid vehicle according to a fifth embodiment of the present invention.

FIG. 14 is a conceptual diagram of a hybrid vehicle according to a sixth embodiment of the present invention.

FIG. 15 is a conceptual diagram of a hybrid vehicle according to a seventh embodiment of the present invention.

FIG. 16 is a conceptual diagram of a hybrid vehicle according to an eighth embodiment of the present invention.

FIG. 17 is a conceptual diagram of a hybrid vehicle according to a ninth embodiment of the present invention.

FIG. 18 is a torque relation diagram of a hybrid vehicle according to the second to ninth embodiments of the present invention.

FIG. 19 is a rotational speed relationship diagram of a hybrid vehicle according to the second to ninth embodiments of the present invention.

FIG. 20 is a conceptual diagram of a hybrid vehicle according to a tenth embodiment of the present invention.

FIG. 21 is a torque relation diagram of a hybrid vehicle according to a tenth embodiment of the present invention.

FIG. 22 is a first rotational speed relationship diagram of a hybrid vehicle according to a tenth embodiment of the present invention.

FIG. 23 is a second rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention.

FIG. 24 is a third rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention.

FIG. 25 is a conceptual diagram of a hybrid vehicle according to an eleventh embodiment of the present invention.

FIG. 26 is a torque relation diagram of a hybrid vehicle according to an eleventh embodiment of the present invention.

FIG. 27 is a first rotational speed relationship diagram of a hybrid vehicle according to an eleventh embodiment of the present invention.

FIG. 28 is a second rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention.

FIG. 29 is a third rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention.

FIG. 30 is a conceptual diagram of a hybrid vehicle according to a twelfth embodiment of the present invention.

FIG. 31 is a conceptual diagram of a hybrid vehicle according to a thirteenth embodiment of the present invention.

FIG. 32 is a conceptual diagram of a hybrid vehicle according to a fourteenth embodiment of the present invention.

FIG. 33 is a conceptual diagram of a hybrid vehicle according to a fifteenth embodiment of the present invention.

FIG. 34 is a conceptual diagram of a hybrid vehicle according to a sixteenth embodiment of the present invention.

FIG. 35 is a torque relation diagram of a hybrid vehicle according to a sixteenth embodiment of the present invention.

FIG. 36 is a block diagram of a hybrid vehicle according to an embodiment of the present invention.

[EXPLANATION OF SYMBOLS] 11 engine 15 planetary gear unit 55 the bevel gear unit 56 step pinion unit M1 first motor M2 second motor R ring gear P pinion P _S small diameter pinion P _L large diameter pinion CR carrier S sun gear Sd _L left side gear Sd _R right side gear N _E engine speed Θ accelerator opening

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ identification code FI H02P 7/747 B60K 9/00 ZHVE (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/00-11 / 14 B60K 6/02-6/04 B60K 17/04 B60L 15/20 F16H 3/72 H02P 7/747

Claims (2)

(57) [Claims] (A) an engine; (b) a first motor; (c) a second motor connected to an output shaft of the engine; and (d) at least first , second, and third rotations. (E) the rotation generated by the engine and the second motor is input to a first rotary element, and (f) the rotation generated by the first motor is (G) the rotation transmitted to the output shaft of the gear unit is output from the third rotation element, and (h) the engine is driven when the vehicle changes from a stopped state to a forward running state. Wherein the first motor can be used as a generator when the first motor is in use . Wherein (a) the output shaft of the prior SL engine, an output shaft of the first motor, the output shaft of the second motor, and the output shaft of the gear unit are disposed on the same axis, (b) the gear unit claims of the output shaft and the differential device are connected via a countershaft 1
Hybrid-type vehicle according to.