CN102448757A - 混合动力车用的自动变速器 - Google Patents
混合动力车用的自动变速器 Download PDFInfo
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- CN102448757A CN102448757A CN2010800228145A CN201080022814A CN102448757A CN 102448757 A CN102448757 A CN 102448757A CN 2010800228145 A CN2010800228145 A CN 2010800228145A CN 201080022814 A CN201080022814 A CN 201080022814A CN 102448757 A CN102448757 A CN 102448757A
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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
- B60W20/30—Control strategies involving selection of transmission gear ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- 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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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Sustainable Energy (AREA)
- Sustainable Development (AREA)
- Life Sciences & Earth Sciences (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
- Retarders (AREA)
- Gear-Shifting Mechanisms (AREA)
- Mechanical Operated Clutches (AREA)
- Transmission Devices (AREA)
Abstract
提高混合动力车用自动变速器对驾驶员操作的追随性,提高燃料效率。自动变速器(1)具备:第1离合器(C1),其可自由地联结输入轴(2)和对驱动齿轮(G3a、G5a)进行轴支承的第1驱动齿轮轴(4);第2离合器(C2),其可自由地联结输入轴(2)与对驱动齿轮(G2a、G4a)进行轴支承的第2驱动齿轮轴(5);自由地将驱动齿轮(G3a、G5a)联结至第1驱动齿轮轴(4)的第1啮合机构(SM1);自由地将驱动齿轮(G2a、G4a)联结至第2驱动齿轮轴(5)的第2啮合机构(SM2);自由地将行星齿轮机构(PG)的第3要素(Ra)固定至变速器壳体(7)的制动器(B1);自由地切换到将电动机(MG)联结至第1要素(Sa)的状态或将电动机(MG)联结至第3要素(Ra)的状态的切换机构(8)。第1要素(Sa)与第1驱动齿轮轴(4)联结,第2要素(Ca)与驱动齿轮(G3a)联结。
Description
技术领域
本发明涉及具备内燃机和电动机的混合动力车用的自动变速器。
背景技术
以往,公知有具备内燃机和电动机的混合动力车用的自动变速器(例如,参照日本专利第3647399号公报)。在日本专利第3647399号公报的技术中,使用双离合变速器(DCT),在变速比位次为奇数的变速档下行驶的情况下,使用变速比位次为偶数的变速档的任一个齿轮系,使电动机以适当的转速进行旋转,从而进行再生或助力,在变则比位次为偶数的变速档下行驶的情况下,使用变速比位次为奇数的变速档的任一个齿轮系,使电动机以适当的转速进行旋转,从而进行再生或助力。
发明内容
发明要解决的课题
关于以往的自动变速器,例如,若为了能快速起动而把起动档的齿轮系的齿轮比设定为在起动时产生大驱动力时,则起动时的燃料效率很差。相反,若把起动档的齿轮系的齿轮比设定为在起动时提高燃料效率,则难以产生大驱动力,对驾驶员操作的追随性(驾驶性能)降低。
本发明鉴于以上问题而完成,其目的在于提供一种能够提高对驾驶员操作的追随性(驾驶性能)且能够提高燃料效率的自动变速器。
解决课题的手段
为了达到上述目的,本发明提供了一种混合动力车用的自动变速器,该混合动力车具备内燃机和电动机,该自动变速器通过多个齿轮系将被传递了上述内燃机的动力的输入轴的旋转变速为多个档位,并从输出部件输出,其特征在于,该自动变速器具备:第1驱动齿轮轴,其对建立变速比位次为奇数的变速档的各齿轮系的驱动齿轮进行轴支承;第2驱动齿轮轴,其对建立变速比位次为偶数的变速档的各齿轮系的驱动齿轮进行轴支承;第1离合器,其以能够自由解除的方式联结上述输入轴和上述第1驱动齿轮轴;第2离合器,其以能够自由解除的方式联结上述输入轴和上述第2驱动齿轮轴;第1啮合机构,其选择性地将建立变速比位次为奇数的变速档的各齿轮系的驱动齿轮联结至第1驱动齿轮轴;第2啮合机构,其选择性地将建立变速比位次为偶数的变速档的各齿轮系的驱动齿轮联结至第2驱动齿轮轴;行星齿轮机构,其具备太阳轮、行星架和齿圈这三个要素;制动器,按照速度线图中的与齿轮比对应的间隔的排列顺序,将上述行星齿轮机构的上述太阳轮、行星架和齿圈构成的三个要素分别作为第1要素、第2要素和第3要素,该制动器以能够自由解除的方式将上述第3要素固定至变速器壳体;以及切换机构,其能自由地切换到将上述电动机的转子连接至上述行星齿轮机构的第1要素的状态、将上述电动机的转子连接至上述行星齿轮机构的第3要素的状态中的任一个状态,其中,上述第1要素与上述第1驱动齿轮轴联结;上述第2要素与轴支承于上述第1驱动齿轮轴的某一个驱动齿轮联结。
根据本发明,通过切换机构,能够自由地切换到使电动机的转子与行星齿轮机构的第1要素联结的状态和使电动机的转子与行星齿轮机构的第3要素联结的状态。
由此,将切换机构设为使电动机的转子与行星齿轮机构的第3要素联结的状态,使第1离合器接合,使内燃机的驱动力传递到行星齿轮机构的第1要素,从而能合成传递到第3要素的电动机的驱动力和传递到第1要素的内燃机的驱动力,并从第2要素开始经由具有联结至第2要素的驱动齿轮的齿轮系而从输出部件输出,能够提高车辆起动时的驱动力(转矩)。
此外,将切换机构设为联结电动机的转子与行星齿轮机构的第1要素的状态,通过制动器将第3要素固定于变速器壳体,由此能够使传递到第1要素的内燃机的转速以规定的输出速度从输出部件输出,该规定的输出速度是由行星齿轮机构的齿轮比(齿圈的齿数/太阳轮的齿数)及具备与第2要素联结的驱动齿轮的齿轮系的齿轮比(从动齿轮的齿数/驱动齿轮的齿数)设定的。
因此,如果注重燃料效率而设定行星齿轮机构的齿轮比及具备与第2要素联结的驱动齿轮的齿轮系的齿轮比,则能根据驾驶状态选择上述两者中的某一个来起动车辆,能提升对驾驶员操作的追随性(驾驶性能),并且提高燃料效率。
在本发明中,优选将切换机构构成为能够自由地切换到行星齿轮机构的第1要素和第3要素的联结都断开的状态。根据该结构,能够使电动机完全地分离。由此,在不使用电动机的情况下,可在所有的变速档中使电动机分离,能够防止由电动机的惯性造成的燃料效率降低。
此外,在设置检测电动机的故障的故障检测机构,故障检测机构检测到电动机的故障时,如果将切换机构切换为行星齿轮机构的第1要素和第3要素的联结都断开的状态,则车辆可不受有故障的电动机的影响而通过内燃机进行行驶。
在本发明中,可以按如下所述来构成切换机构:上述切换机构具备切换套筒和可通过直动致动器在该切换套筒内自由进退的杆,切换套筒与电动机的转子联结,在切换套筒上,在切换套筒的轴向上彼此隔着间隔而设置有在径向上贯通的第1贯通孔与第2贯通孔,第1突出部件被插入第1贯通孔内,第2突出部件被插入第2贯通孔内,在两个贯通孔内分别配置有对突出部件向径向内侧施力的弹性部件,在杆上,通过设置直径向着径向外侧逐渐增大的扩径部,形成第1锥面与第2锥面,杆通过直动致动器来前进或后退,第1锥面接触第1突出部件,由此,第1突出部件抵抗弹性部件的作用力而从切换套筒向径向外侧突出,第1突出部件与联结于行星齿轮的第1要素的第1凹部卡合,切换机构变为将电动机的转子连接至第1要素的状态,杆通过直动致动器来后退或前进,第2锥面接触第2突出部件,由此,第2突出部件抵抗弹性部件的作用力而从切换套筒向径向外侧突出,第2突出部件与联结于行星齿轮机构的第3要素的第2凹部卡合,切换机构变为将电动机的转子连接至第3要素的状态。
此外,在本发明中,还可按如下所述构成切换机构:切换机构具备切换套筒;杆,其可通过直动致动器在轴向上自由进退;圆柱槽凸轮,其将该杆的进退运动转换为旋转运动;以及凸轮轴,其与该圆柱槽凸轮联结,并固定有第1板凸轮与第2板凸轮,切换套筒与电动机的转子联结,在切换套筒上,在轴向上彼此隔着间隔而设置有在径向上贯通的第1贯通孔与第2贯通孔,第1突出部件插入该第1贯通孔内,第2突出部件插入该第2贯通孔内,在该两个贯通孔内分别配置有对该突出部件向径向内侧施力的弹性部件,第1凸轮使第1突出部件抵抗弹性部件的作用力而突出,与第1凹部卡合,切换机构成为使电动机的转子与行星齿轮机构的第1要素联结的状态,第2凸轮使第2突出部件抵抗弹性部件的作用力而突出,与第2凹部卡合,切换机构成为使电动机的转子与行星齿轮机构的第3要素联结的状态。
此外,在本发明中优选:在二次电池的充电率小于规定值、使用内燃机的驱动力来起动车辆时,切换机构被切换为将上述电动机的转子连接至行星齿轮机构的第3要素的状态,接合第1离合器而将内燃机的驱动力传递到行星齿轮机构的第1要素,并且通过电动机抑制逆转(后退方向的旋转)的第3要素的旋转,经由第2要素以及具备与该第2要素联结的驱动齿轮的齿轮系而从输出部件输出动力。
根据该结构,能够一面进行利用电动机来发电且向二次电池充电的再生,一面通过内燃机的驱动力来起动。
此外,在本发明中优选:在处于车辆速度小于规定速度的低速行驶状态、二次电池的充电率为规定值以上、且处于外部气温为规定温度以下的低温环境时,切换机构被切换为将电动机的转子连接至行星齿轮机构的第1要素的状态。
在寒冷的地方等因为外部气温为规定温度以下的低温环境而没有充分地进行预热,并且处于车辆速度小于规定速度的低速行驶状态的情况下,有时会在驾驶员的意图之外产生内燃机停止的发动机熄火(所谓的停转)。在该情况下,如上所述,如果通过切换机构切换为将电动机的转子连接至行星齿轮机构的第1要素的状态,则电动机与内燃机能够经由第1要素以及第1离合器而直接连接,因此,能够使用电动机的驱动力而防止发生熄火。
附图说明
图1是示出本发明的自动变速器的实施方式的概要图。
图2是示出实施方式的切换机构的说明图。
图3是示出实施方式的切换机构的变更例的说明图。
图4是示出实施方式的切换机构的变更例的动作的说明图。
图5是实施方式的行星齿轮机构的1速档的速度线图。
具体实施方式
参照附图说明本发明的自动变速器的实施方式。图1所示的自动变速器1具备:输入轴2,其被传递由发动机构成的内燃机ENG的动力;输出部件3,其由输出齿轮构成,该输出齿轮经由图外的差速齿轮将动力输出到作为驱动轮的左右前轮;以及变速比不同的多个齿轮系G2~G5。
此外,自动变速器1具备:第1驱动齿轮轴4,其以可自由旋转的方式对变速比位次为奇数的各变速档的齿轮系G3、G5的驱动齿轮G3a、G5a进行轴支承;第2驱动齿轮轴5,其以可自由旋转的方式对变速比位次为偶数的各变速档的齿轮系G2、G4的驱动齿轮G2a、G4a进行轴支承;以及倒档轴6,其以可自由旋转的方式对倒档齿轮GR进行轴支承。
此外,自动变速器1具备怠速齿轮系Gi,该怠速齿轮系Gi包括:怠速驱动齿轮Gia,其可自由旋转地轴支承于第1驱动齿轮轴4;第1怠速从动齿轮Gib,其固定于倒档轴6并与怠速驱动齿轮Gia啮合;第2怠速从动齿轮Gic,其固定于第2驱动齿轮轴5。
第1驱动齿轮轴4与输入轴2配置于同一轴线上,第2驱动齿轮轴5被配置成与第1驱动齿轮轴4平行。经由第1离合器C1将输入轴2的旋转可自由解除地传递到第1驱动齿轮轴4。此外,经由第2离合器C2将输入轴2的旋转可自由解除地传递到怠速驱动齿轮Gia。即,经由第2离合器C2及怠速齿轮系Gi将输入轴2的旋转可自由解除地传递到第2驱动齿轮轴5。
此外,行星齿轮机构PG被配置成与输入轴2同轴。行星齿轮机构PG是单行星轮型,由以下部件构成:太阳轮Sa、齿圈Ra、以可自由自转及公转的方式对行星轮Pa进行轴支承的行星架Ca,行星轮Pa与太阳轮Sa以及齿圈Ra啮合。
当以图5所示的速度线图中的与齿轮比对应的间隔的排列顺序从左侧开始将行星齿轮机构PG的太阳轮Sa、行星架Ca、齿圈Ra所构成的三个要素分别作为第1要素、第2要素、第3要素时,第1要素为太阳轮Sa、第2要素为行星架Ca、第3要素为齿圈Ra。
第1要素的太阳轮Sa固定于第1驱动齿轮轴4。第2要素的行星架Ca与3速齿轮系G3的3速驱动齿轮G3a联结。第3要素的齿圈Ra通过制动器B1可自由解除地固定于变速器壳体7。
制动器B1由双向离合器构成,该双向离合器可自由地切换到允许正转(前进方向的旋转)而阻止逆转(后退方向的旋转)的状态、或阻止正转而允许逆转的状态中的任一个状态。此外,制动器B1不限于双向离合器,也可以由湿式多板制动器、盘式制动器、鼓式制动器等其他结构来构成。
在行星齿轮机构PG的径向外侧配置有中空的电动机MG(电机/发电机)。换言之,行星齿轮机构PG配置于中空的电动机MG的内侧。电动机MG具备定子MGa和转子MGb。
此外,根据控制器ECU的指示信号,通过动力驱动单元PDU来控制电动机MG,控制器ECU适当地将动力驱动单元PDU切换为驱动状态和再生状态,该驱动状态是消耗二次电池BATT的电力而驱动电动机MG的状态,该再生状态是抑制转子MGb的旋转力而发电、将发出的电力经由动力驱动单元PDU充入二次电池BATT的状态。
自动变速器1具备切换机构8,该切换机构8可自由地切换至联结转子MGb与太阳轮Sa的状态、联结转子MGb与齿圈Rb的状态、使转子MGb与太阳轮Sa及齿圈Ra分离的状态中的任一状态。
倒档齿轮GR可自由旋转地轴支承于倒档轴6。与2速驱动齿轮G2a及3速驱动齿轮G3a啮合的第1从动齿轮Go1可自由旋转地轴支承于对输出部件3进行轴支承的输出轴3a。此外,与4速驱动齿轮G4a及5速驱动齿轮G5a啮合的第2从动齿轮Go2固定于输出轴3a上。
这样,分别由一个齿轮Go1、Go2构成2速齿轮系G2和3速齿轮系G3的从动齿轮、以及4速齿轮系G4和5速齿轮系G5的从动齿轮,由此,能使自动变速器的轴长变短,能够提高FF(前轮驱动)方式的车辆的搭载性能。
第1驱动齿轮轴4上设有由同步啮合机构构成的第1啮合机构SM1,该第1啮合机构SM1可以自由地切换到联结3速驱动齿轮G3a与第1驱动齿轮轴4的状态、联结5速驱动齿轮G5a与第1驱动齿轮轴4的状态、断开3速驱动齿轮G3a及5速驱动齿轮G5a与第1驱动齿轮轴4的联结的状态中的任一状态。
第2驱动齿轮轴5上设有由同步啮合机构构成的第2啮合机构SM2,该第2啮合机构SM2可以自由地切换到联结2速驱动齿轮G2a与第2驱动齿轮轴5的状态、联结4速驱动齿轮G5a与第2驱动齿轮轴5的状态、断开2速驱动齿轮G2a及4速驱动齿轮G5a与第2驱动齿轮轴5的联结的状态中的任一状态。
输出轴3a上设有由同步啮合机构构成的第3啮合机构SM3,该第3啮合机构SM3可以自由地切换到联结第1从动齿轮Go1与输出轴3a的状态、断开该连接的状态中的任一状态。倒档轴6上设有由同步啮合机构构成的第4啮合机构SM4,该第4啮合机构SM4可以自由地切换到联结倒档齿轮GR与倒档轴6的状态、断开该连接的状态中的任一状态。
然后,参照图1及图2来说明切换机构8。这里,行星齿轮机构PG的太阳轮Sa被构成为筒状,在其内周面上设有第1凹部Sa1。
在齿圈Ra上联结有联结套筒81,该联结套筒81与行星齿轮机构PG配置于同一轴线上。联结套筒81的内径被设定为与筒状的太阳轮Sa的内径相同。在联结套筒81的内周面上设有第2凹部81a。
与电动机MG的转子MGb联结的切换套筒82被插入联结套筒81与太阳轮Sa内。在切换套筒82上,在切换套筒82的轴向上隔着间隔而设置有第1贯通孔83a和第2贯通孔83b,该第1贯通孔83a和第2贯通孔83b与凹部Sa1、81a的位置相对应并在径向上贯通。第1突出部件84a被插入第1贯通孔83a内,第2突出部件84b被插入第2贯通孔83b内。
可通过直动致动器85自由进退的杆86被插入切换套筒82内。杆86上形成有在轴向一端上具备第1锥面87a而在轴向另一端上具备第2锥面87b的扩径部87。杆86的扩径部87平时配置为位于第1突出部件84a和第2突出部件84b之间。
在突出部件84a、84b的内端部上分别形成有与扩径部87的锥面87a、87b相对的锥面。此外,突出部件84a、84b被作为弹性部件的弹簧的作用力推向径向内侧,平时成为不从贯通孔83a、83b突出的非突出状态(参照图2(a))。
如图2(b)所示,当直动致动器85将杆86向内燃机ENG侧推进时,扩径部87的第1锥面87a使第1突出部件84a抵抗弹簧的作用力而向径向外侧突出。由此,变成第1突出部件84a与第1凹部Sa1卡合且转子MGb与太阳轮Sa联结的状态。
相反,如图2(c)所示,当直动致动器85使杆86后退时,扩径部87的第2锥面87b使第2突出部件84b抵抗弹簧的作用力而向径向外侧突出。由此,变成第2突出部件84b与第2凹部81a卡合且转子MGb与齿圈Ra联结的状态。
此外,如图2(a)所示,当通过直动致动器85使杆86位于扩径部87的两个锥面87a、87b与两个突出部件84a、84b都不接触的位置时,变成行星齿轮机构PG与转子MGb的联结被断开的状态。
此外,本实施方式的自动变速器1具备检测转子MGb的转速的转速检测机构(省略图示),由转速检测机构检测出的转子MGb的转速被发送到控制器ECU。在转速检测机构检测出的转子MGb的转速为异常转速时,控制器ECU判定为电动机MG存在故障,将切换机构8切换为行星齿轮机构PG与转子MGb的联结被断开的状态。由此,能够不受发生故障的电动机MG的影响,提供内燃机ENG进行行驶。在本施方式中,由转速检测机构和控制器ECU构成本发明的故障检测机构。
此外,只要故障检测机构能检测到电动机MG的故障,则也可以使用其他结构。例如,也可以构造成:取代转速检测机构而使用测定电动机MG的温度的温度测定机构,当温度测定机构测定出的温度为异常温度时,控制器ECU将切换机构8切换为行星齿轮机构PG与转子MGb的联结被断开的状态。
此外,切换机构8不限于图2所示的本实施方式,只要可自由地切换,则也可以使用其它结构。例如,使用凸轮机构使旋转方向的相位变化,由此可以自由地切换到第1突出部件84a突出的状态、第2突出部件84b突出的状态、第1及第2突出部件84a、84b都不突出的状态。
参照图3及图4说明使用了该凸轮机构的切换机构8的例子。此外,对于与图2所示的切换机构8相同的结构,赋予相同的标号,并省略其说明。
使用了图3及图4所示的凸轮机构的切换机构8具备圆柱槽凸轮88,可通过直动致动器85自由进退的杆86的前端部以可自由滑动的方式插入到圆柱槽凸轮88内。在圆柱槽凸轮88上形成有在周面上倾斜地开槽而形成的凸轮槽88a。此外,在杆86的前端部上设有位于凸轮槽88a内并突出的突起部86a。
此外,在圆柱槽凸轮88的内燃机ENG一侧的端部延伸地设置凸轮轴89。凸轮轴89以可自由旋转且轴向移动被阻止的状态插入到切换套筒82内。在凸轮轴89的与第1突出部件84a对应的位置上固定有第1板凸轮89a,与第2突出部件84b对应的位置上固定有第2板凸轮89b。
当通过直动致动器85使杆86后退时,凸轮轴89被圆柱槽凸轮88及突起部86a转动,如图4(b)所示,第1板凸轮89a抵抗弹簧的作用力而将第1突出部件84a向径向外侧推出,第1突出部件84a与第1凹部Sa1卡合。此时,如图4(c)所示,第2突出部件84b未被第2板凸轮89b推出,不与第2凹部81a卡合。该状态相当于本发明的第1相位。
相反,当通过直动致动器85使杆86前进时,凸轮轴89被圆柱槽凸轮88及突起部86a向相反侧转动,如图4(e)所示,第2板凸轮89b抵抗弹簧的作用力而将第2突出部件84b向径向外侧推出,第2突出部件84b与第2凹部81a卡合。此时,如图4(d)所示,第1突出部件84a未被第1板凸轮89b推出,不与第1凹部Sa1卡合。该状态相当于本发明的第2相位。
当通过直动致动器85使杆86位于使得突起部86a配置于凸轮槽88a的轴向中央部的位置时,如图4(a)所示,成为两个突出部件84a、84b都不与两个凹部Sa1、81a卡合的状态。
接着,说明如上述构成的自动变速器1的动作。此外,在本实施方式的自动变速器1中,当车辆为停车状态时,将切换机构8设为使电动机MG和太阳轮Sa联结的状态,通过使第1离合器C1接合,能使电动机MG进行驱动,从而起动内燃机ENG。
首先,当使用内燃机ENG的驱动力来建立1速档时,将第3啮合机构SM3设为联结第1从动齿轮Go1与输出轴3a的状态,通过制动器B1将行星齿轮机构PG的齿圈Ra固定至变速器壳体7,使第1离合器C1接合。
内燃机ENG的驱动力经由输入轴2、第1离合器C1、第1驱动齿轮轴4而被输入到行星齿轮机构PG的太阳轮Sa,设行星齿轮机构PG的齿轮比(齿圈Ra的齿数/太阳轮Sa的齿数)为g时,被输入到输入轴2的内燃机ENG的转速被减速到1/(g+1),并经由行星架Ca传递到3速驱动齿轮G3a。
设由3速驱动齿轮G3a以及第1从动齿轮Gol构成的3速齿轮系G3的齿轮比(3速驱动齿轮G3a的齿数/第1从动齿轮Gol的齿数)为i,变速到1/i(g+1)并从输出部件3输出,建立了1速档。
在1速档下,在不使用电动机MG的情况下,切换机构8处于太阳轮Sa以及齿圈Ra的联结被断开的状态。由此,能防止因电动机MG的惯性而引起的旋转损耗。
此外,在检测到了电动机MG的故障的情况下,也可以使切换机构8成为太阳轮Sa以及齿圈Ra的联结被断开的状态。
在进行再生运转的情况下,通过切换机构8使电动机MG与太阳轮Sa联结,能够由电动机MG施加制动而进行再生。
此外,在通过切换机构8使电动机MG与太阳轮Sa联结的状态下,使电动机MG进行驱动,能够进行辅助内燃机ENG的驱动力的助力行驶、或者仅通过电动机MG的驱动力进行行驶的EV(Electric Vehicle:电动车辆)行驶。
此外,在EV行驶中且车辆速度为规定速度以上的情况下,通过使第1离合器C1接合,能起动内燃机ENG。
此外,解除制动器B所实现的齿圈Ra的固定、由切换机构8使电动机MG与齿圈Ra联结,由此就能够进行再生运转。在解除制动器B1所实现的齿圈Ra的固定、使电动机MG与齿圈Ra联结的情况下,与输出部件3联结的行星架Ca与联结了电动机MG的齿圈Ra相比,惯性大得多。
因此,在起动时,图3的行星齿轮机构PG的速度线图如虚线所示,相对于被传递了内燃机ENG的动力的太阳轮Sa的转速Ne,行星架Ca的转速大致为0,齿圈Ra进行反向旋转(后退方向侧的旋转。图3的N1)。然后,电动机MG施加制动而发电,进行再生运转,使得齿圈Ra的转速从N1变为N2,由此,在行星架Ca上产生正转侧(前进方向侧)的驱动力(参照图3的点划线)。
由此,能够建立输出速度比通常的1速档低且驱动力(转矩)大的起动档。
此外,如果通过电动机MG产生正转侧的驱动力,则内燃机ENG的驱动力和电动机MG的驱动力由行星架Ca合成,并从输出部件3输出。因此,易于产生大的驱动力,能够提高对驾驶员操作的追随性(驾驶性能)。
此外,在控制器ECU根据车辆速度等车辆信息预测到在以1速档行驶中升档为2速档的情况下,将第2啮合机构SM2设为使2速驱动齿轮G2a与第2驱动齿轮轴5联结的状态或接近该状态的预换档状态。
此外,在实施方式的自动变速器1中,注重燃料效率而将行星齿轮机构PG的齿轮比g与3速齿轮系G3的齿轮比i设定为较小值。而且,在助力行驶的情况下,控制器ECU根据油门踏板的踩下量等车辆信息进行注重燃料效率的起动时,使电动机MG的转子MGb与太阳轮Sa连接,进行助力行驶,在进行注重驱动力(转矩)的起动时,使电动机MG的转子MGb与齿圈Ra连接,进行助力行驶。
在使用内燃机ENG的驱动力建立2速档时,将第2啮合机构SM2设为使2速驱动齿轮G2a与第2驱动齿轮轴5联结的状态,将第3啮合机构SM3设为使第1从动齿轮Go1与输出轴3a联结的状态,并使第2离合器C2接合。
在控制器ECU预测为升档的情况下,将第1啮合机构SM1设为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态或接近于该状态的预换档状态。
当车辆处于减速状态且二次电池BATT的充电率SOC小于规定值时,控制器ECU进行减速再生。在2速档的减速再生中,使制动器B1接合,通过切换机构8使电动机MG与太阳轮Sa联结,通过电动机MG进行发电,由此,对与啮合于第1从动齿轮Go1的3速驱动齿轮G3a一起旋转的行星架Ca施加制动,进行再生。
此外,在控制器ECU预测为升档的情况下,也可以将第1啮合机构SM1设为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态,将行星齿轮机构PG的三个要素设为不能相对旋转的锁定状态,通过切换机构8使电动机MG与太阳轮Sa或齿圈Ra联结,由电动机MG施加制动,进行减速再生。
由此,在车辆从减速状态直接转换到加速状态的情况下,也能够快速地升档为3速档。
此外,在由电动机MG进行助力行驶的情况下,将第1啮合机构SM1设为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态,将行星齿轮机构PG设为锁定状态,通过切换机构8使电动机MG与太阳轮Sa或齿圈Ra联结,经由3速齿轮系G3将电动机MG的驱动力传递到输出部件3。
在使用内燃机ENG的驱动力来建立3速档的情况下,将第1啮合机构SM1设为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态,使第1离合器C1接合。由此,内燃机ENG的驱动力经由输入轴2、第1离合器C1、第1驱动齿轮轴4、第1啮合机构SM1、3速齿轮系G3而传递到输出部件3,以1/i的转速输出。
在3速档下,第1啮合机构SM1变为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态,因此,行星齿轮机构PG的太阳轮Sa与行星架Ca进行相同的旋转。因此,行星齿轮机构PG的各要素变为不能相对旋转的锁定状态,如果由电动机MG通过切换机构8在太阳轮Sa或齿圈Ra上施加制动,则变为减速再生,如果由电动机MG将驱动力传递到太阳轮Sa或齿圈Ra,则能进行助力行驶。
此外,释放第1离合器C1,还能进行EV行驶,在EV行驶中,仅通过电动机MG的驱动力进行行驶。
在控制器ECU根据车辆信息预测降档的情况下,将第2啮合机构SM2设为使2速驱动齿轮G2a与第2驱动齿轮轴5联结的状态或接近该状态的预换档状态,在预测升档的情况下,将第2啮合机构SM2设为使4速驱动齿轮G4a与第2驱动齿轮轴5联结的状态或接近于该状态的预换档状态。由此,只要使第2离合器C2接合并释放第1离合器C1,就能进行变速档的切换,能够顺利地进行变速。
在使用内燃机ENG的驱动力建立4速档的情况下,将第2啮合机构SM2设为使4速驱动齿轮G4a与第2驱动齿轮轴5联结的状态,使第2离合器C2接合。
在以4速档进行行驶时,在控制器ECU根据车辆信息预测降档的情况下,将第1啮合机构SM1设为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态或接近于该状态的预换档状态,将第3啮合机构SM3设为使第1从动齿轮Go1与输出轴3a联结的状态。
相反,在控制器ECU根据车辆信息预测升档的情况下,将第1啮合机构SM1设为使5速驱动齿轮G5a与第1驱动齿轮轴4联结的状态或接近于该状态的预换档状态。由此,只要接合第1离合器C1并释放第2离合器C2,就能够降档或升档,能够顺利地进行变速。
在以4速档进行行驶时进行减速再生或助力行驶的情况下,在控制器ECU预测降档时,将第1啮合机构SM1设为使3速驱动齿轮G3a与第1驱动齿轮轴4联结的状态,将第3啮合机构SM3设为使第1从动齿轮Go1与输出轴3a联结的状态。
然后,在进行减速再生的情况下,通过电动机MG施加制动,进行减速再生。此时,行星齿轮机构PG为锁定状态,因此,切换机构8也可以是使转子MGb与太阳轮Sa或齿圈Ra联结的状态。
在进行助力行驶的情况下,使电动机MG进行驱动,经由第1驱动齿轮轴4和3速齿轮系向输出部件3传递电动机MG的驱动力。
当控制器ECU预测升档时,将第1啮合机构SM1设为使5速驱动齿轮G5a与第1驱动齿轮轴4联结的状态,将切换机构8设为使电动机MG的转子MGb与太阳轮Sa联结的状态。
然后,在进行减速再生的情况下,通过电动机MG施加制动,进行减速再生,在进行助力行驶的情况下,经由太阳轮Sa、第1驱动齿轮轴4和5速齿轮系将电动机MG的驱动力传递到输出部件3。
在使用内燃机ENG的驱动力建立5速档的情况下,将第1啮合机构SM1设为联结5速驱动齿轮G5a与第1驱动齿轮轴4的状态。
在使用电动机MG进行再生、助力行驶,或者进行仅使用电动机MG的驱动力的EV行驶的情况下,通过切换机构8使电动机MG的转子MGb与太阳轮Sa联结。在进行EV行驶的情况下,释放第1离合器C1。此外,在5速档的EV行驶中,通过使第1离合器C1逐渐接合,能够进行内燃机ENG的起动。
控制器ECU在5速档行驶时根据车辆信息预测到向4速档的降档时,将第2啮合机构SM2设为使4速驱动齿轮G4a与第2驱动齿轮轴5联结的状态或接近于该状态的预换档状态。由此,能够顺利降档到4速档。
在5速档行驶时没有根据车辆信息预测到向4速档的降档,且二次电池BATT的充电率SOC小于规定值,车辆为加速状态或巡航(固定速度)行驶状态的情况下,控制器ECU将第2啮合机构SM2设为使2速驱动齿轮G2a与第2驱动齿轮轴5联结的状态,将切换机构8设为使转子MGb与齿圈Ra联结的状态,通过电动机MG使齿圈Ra以规定的转速旋转。
在该状态下,使第2离合器C2接合,释放第1离合器C1,由此,经由怠速齿轮系Gi、第2驱动齿轮轴5、第2啮合机构SM2、2速齿轮系G2、3速齿轮系G3将内燃机ENG的驱动力传递到行星齿轮机构PG的行星架Ca。
此时,通过使电动机MG发电而进行再生,内燃机ENG的驱动力被分散到与输出部件3联结的太阳轮Sa和齿圈Ra。此外,在行星齿轮机构PG的速度线图中,太阳轮Sa和行星架Ca之间的间隔比行星架Ca与齿圈Ra之间的间隔大,所以传递到行星架Ca的内燃机ENG的驱动力难以传递到与输出部件3联结的太阳轮Sa。因此,能够提高5速档的燃料效率。
此外,在5速档的EV行驶中没有根据车辆信息预测到向4速档的降档,二次电池BATT的充电率SOC为规定值以上,车辆为加速状态或巡航(固定速度)行驶状态的情况下,控制器ECU使第1离合器C1接合,起动内燃机ENG,能够切换为仅通过内燃机ENG的驱动力进行行驶的状态。
此外,在5速档的EV行驶中,使制动器B1接合,并使齿圈Ra的转速为0,将第2啮合机构SM2设为联结2速驱动齿轮G2a与第2驱动齿轮轴5的状态。而且,使第2离合器C2接合,使内燃机ENG的驱动力传递到行星架Ca,还能够进行以内燃机ENG的驱动力辅助电动机MG的驱动力的助力行驶。
在使用内燃机ENG的驱动力来建立倒车档时,将第3啮合机构SM3设为联结2速驱动齿轮G2b与输出轴3a的状态,将第4啮合机构SM4设为联结倒档齿轮GR与倒档轴6的状态,使第2离合器C2接合。由此,输入轴2的转速被变速为[怠速驱动齿轮Gia的齿数/第1怠速从动齿轮Gib的齿数]×[倒档齿轮GR的齿数/第1从动齿轮Go1的齿数]的转速的负旋转(后退方向的旋转),从输出部件3输出。
在倒车档下,在进行减速再生、助力行驶的情况下,将第1啮合机构SM1设为联结3速驱动齿轮G3a与第1驱动齿轮轴4的状态,将行星齿轮机构PG设为锁定状态。而且,如果在逆转的转子MGb上产生正转侧的驱动力(如果施加制动),则变为减速再生,如果产生逆转侧的驱动力,则变为助力行驶。
根据实施方式的自动变速器1,通过切换机构8能够切换为使电动机MG与太阳轮Sa联结的状态、使电动机MG与齿圈Ra联结的状态、电动机MG从行星齿轮机构PG分离的状态中的任一状态。
由此,在1速档下,即使二次电池BATT的充电率SOC小于规定值,也能通过切换机构8使电动机MG与齿圈Ra联结,一面进行再生一面起动车辆。
此外,如图3的点划线所示,能够建立与图3的实线所示的普通的1速档相比,输出的转速更低的起动档,能够根据车辆状态选择适当的起动档,因此提高对驾驶员操作的追随性(驾驶性能),并且能够提高燃料效率。
Claims (7)
1.一种混合动力车用的自动变速器,该混合动力车具备内燃机和电动机,该自动变速器通过多个齿轮系将被传递了上述内燃机的动力的输入轴的旋转变速为多个档位,并从输出部件输出,其特征在于,该自动变速器具备:
第1驱动齿轮轴,其对建立变速比位次为奇数的变速档的各齿轮系的驱动齿轮进行轴支承;
第2驱动齿轮轴,其对建立变速比位次为偶数的变速档的各齿轮系的驱动齿轮进行轴支承;
第1离合器,其以能够自由解除的方式联结上述输入轴和上述第1驱动齿轮轴;
第2离合器,其以能够自由解除的方式联结上述输入轴和上述第2驱动齿轮轴;
第1啮合机构,其选择性地将建立变速比位次为奇数的变速档的各齿轮系的驱动齿轮联结至第1驱动齿轮轴;
第2啮合机构,其选择性地将建立变速比位次为偶数的变速档的各齿轮系的驱动齿轮联结至第2驱动齿轮轴;
行星齿轮机构,其具备太阳轮、行星架和齿圈这三个要素;
制动器,按照速度线图中的与齿轮比对应的间隔的排列顺序,将上述行星齿轮机构的上述太阳轮、行星架和齿圈构成的三个要素分别作为第1要素、第2要素和第3要素,该制动器以能够自由解除的方式将上述第3要素固定至变速器壳体;以及
切换机构,其能自由地切换到将上述电动机的转子连接至上述行星齿轮机构的第1要素的状态、将上述电动机的转子连接至上述行星齿轮机构的第3要素的状态中的任一个状态,
上述第1要素与上述第1驱动齿轮轴联结;
上述第2要素与轴支承于上述第1驱动齿轮轴的某一个驱动齿轮联结。
2.根据权利要求1所述的自动变速器,其特征在于,
上述切换机构被构造成:能够自由地切换到上述行星齿轮机构的第1要素和第3要素的连接都断开的状态。
3.根据权利要求2所述的自动变速器,其特征在于,
该自动变速器具备检测上述电动机的故障的故障检测机构,
当该故障检测机构检测到上述电动机的故障时,上述切换机构被切换到上述行星齿轮机构的第1要素和第3要素的联结都断开的状态。
4.根据权利要求1~3中的任意一项所述的自动变速器,其特征在于,
上述切换机构具备切换套筒和可通过直动致动器在该切换套筒内自由进退的杆,
上述切换套筒与上述电动机的转子联结,
在上述切换套筒上,在切换套筒的轴向上彼此隔着间隔而设置有在径向上贯通的第1贯通孔与第2贯通孔,第1突出部件被插入该第1贯通孔内,第2突出部件被插入该第2贯通孔内,
在该两个贯通孔内分别配置有对该突出部件向径向内侧施力的弹性部件,
在上述杆上,通过设置直径向着径向外侧逐渐增大的扩径部,形成第1锥面与第2锥面,
上述杆通过上述直动致动器来前进或后退,上述第1锥面接触上述第1突出部件,由此,上述第1突出部件抵抗弹性部件的作用力而从上述切换套筒向径向外侧突出,上述第1突出部件与联结于上述行星齿轮机构的第1要素的第1凹部卡合,上述切换机构变为将上述电动机的转子连接至上述第1要素的状态,
上述杆通过上述直动致动器来后退或前进,上述第2锥面接触上述第2突出部件,由此,上述第2突出部件抵抗弹性部件的作用力而从上述切换套筒向径向外侧突出,上述第2突出部件与联结于上述行星齿轮机构的第3要素的第2凹部卡合,上述切换机构变为将上述电动机的转子连接至上述第3要素的状态。
5.根据权利要求1~3中的任意一项所述的自动变速器,其特征在于,
上述切换机构具备:
切换套筒;
杆,其可通过直动致动器在轴向上自由进退;
圆柱槽凸轮,其将该杆的进退运动转换为旋转运动;以及
凸轮轴,其与该圆柱槽凸轮联结,并固定有第1板凸轮与第2板凸轮,
上述切换套筒与上述电动机的转子联结,
在上述切换套筒上,在轴向上彼此隔着间隔而设置有在径向上贯通的第1贯通孔与第2贯通孔,第1突出部件插入该第1贯通孔内,第2突出部件插入该第2贯通孔内,
在该两个贯通孔内分别配置有对该突出部件向径向内侧施力的弹性部件,
上述圆柱槽凸轮被构造成通过上述杆的进退运动来自由地切换到第1相位或第2相位,在该第1相位的状态下,上述第1板凸轮使第1突出部件抵抗弹性部件的作用力而突出,上述第1突出部件与联结于上述行星齿轮机构的第1要素的第1凹部卡合,在该第2相位的状态下,上述第2板凸轮使第2突出部件抵抗弹性部件的作用力而突出,上述第2突出部件与联结于上述行星齿轮机构的第3要素的第2凹部卡合。
6.根据权利要求1~5中的任意一项所述的自动变速器,其特征在于,
在二次电池的充电率小于规定值而使用内燃机的驱动力来使车辆起动时,上述切换结构被切换为将上述电动机的转子连接至上述行星齿轮机构的第3要素的状态,接合上述第1离合器,将上述内燃机的驱动力传递到上述行星齿轮机构的第1要素,并且利用上述电动机抑制逆转的上述第3要素的旋转,经由上述第2要素以及具有与该第2要素联结的驱动齿轮的齿轮系,从输出部件输出动力。
7.根据权利要求1~6中的任意一项所述的自动变速器,其特征在于,
在处于车辆速度小于规定速度的低速行驶状态、二次电池的充电率为规定值以上、且处于外部气温为规定温度以下的低温环境时,上述切换机构被切换为将上述电动机的转子连接至上述行星齿轮机构的第1要素的状态。
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CN104832639A (zh) * | 2014-02-07 | 2015-08-12 | 本田技研工业株式会社 | 车辆用动力传递装置 |
CN107107731A (zh) * | 2014-12-09 | 2017-08-29 | Avl里斯脱有限公司 | 多速变速器及其操作方法 |
CN107107731B (zh) * | 2014-12-09 | 2019-06-28 | Avl里斯脱有限公司 | 多速变速器及其操作方法 |
CN108843787A (zh) * | 2018-09-06 | 2018-11-20 | 湖南农业大学 | 一种用于履带运输车的变速传动装置 |
Also Published As
Publication number | Publication date |
---|---|
CN102448757B (zh) | 2014-10-08 |
DE112010002436T5 (de) | 2012-10-25 |
JP2010285012A (ja) | 2010-12-24 |
JP4926209B2 (ja) | 2012-05-09 |
US8517876B2 (en) | 2013-08-27 |
US20120115677A1 (en) | 2012-05-10 |
WO2010143463A1 (ja) | 2010-12-16 |
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