CN105517828A - 混合动力车辆用驱动装置 - Google Patents
混合动力车辆用驱动装置 Download PDFInfo
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- CN105517828A CN105517828A CN201480048535.4A CN201480048535A CN105517828A CN 105517828 A CN105517828 A CN 105517828A CN 201480048535 A CN201480048535 A CN 201480048535A CN 105517828 A CN105517828 A CN 105517828A
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- Prior art keywords
- speed
- torque
- value
- motor
- driving torque
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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
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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
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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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- B60K6/54—Transmission for changing ratio
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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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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Abstract
混合动力车辆用驱动装置具备设定部,该设定部在基于可由电动机输出的最大扭矩和用于由电动机起动内燃机的起动扭矩而仅利用电动机的动力来行驶时,设定电动机输出的驱动扭矩的限制值。设定部将限制值设定为第1值,在车辆仅利用电动机的行驶中,即使油门踏板开度增大,速度也不增加时,将限制值设定为大于第1值的第2值。
Description
技术领域
本发明涉及混合动力车辆用驱动装置。
背景技术
图10是示出专利文献1所公开的车辆中的动力输出装置的结构的概略图。如图10所示,专利文献1所公开的车辆的动力输出装置具备:发动机6;马达7;向马达7供应电力的电池(未图示);第1变速部,其经由第1离合器41与发动机6连接,由第3速用齿轮对23、第5速用齿轮对25和第1变速用拨叉51构成;以及第2变速部,其经由第2离合器42与发动机6连接,由第2速用齿轮对22、第4速用齿轮对24和第2变速用拨叉52构成。向第1变速部输入发动机6和马达7中的至少一方的动力,向第2变速部输入发动机6的动力。能够经由第1变速部进行奇数档速行驶和EV行驶,能够经由第2变速部进行偶数档行驶,通过对第1离合器41和第2离合器42进行连接变换,进行变速。在判定为该车辆所行驶的路面的倾斜度为阈值以上的情况下,对于在仅通过马达7的动力来行驶时马达7所输出的扭矩的限制值,在最大扭矩的范围内,设定比通常大的扭矩限制值。其结果是,例如在以EV行驶模式在上坡路行驶的情况下,能够满足加速请求和燃料效率的提高这两方面。
现有技术文献
专利文献
专利文献1:日本特开2011-213166号公报
发明内容
发明所要解决的课题
在上述所说明的车辆中,仅根据该车辆进行EV行驶的路面的倾斜度,设定马达7的扭矩限制值。如果扭矩限制值比通常大,则马达7能够输出满足加速请求的扭矩,但EV行驶时的马达7通过来自电池的电力供应进行驱动,因此伴随马达7的输出扭矩的增大,电池的消耗量增大。这样,在仅根据路面的倾斜度,进行比通常大的扭矩限制值的设定时,进行不依据驾驶员的请求,而仅依据行驶路径的上坡状况的电池的电力消耗。
本发明的目的在于提供一种混合动力车辆用驱动装置,该混合动力车辆用驱动装置能够进行与驾驶员的请求对应的控制,其中,该驾驶员的请求基于驾驶员所感觉到的实际的车辆性能。
用于解决课题的手段
为了解决上述课题而达成该目的,权利要求1所记载的发明的混合动力车辆用驱动装置具备:内燃机(例如实施方式中的发动机6);具有两个以上的输入轴(例如实施方式中的第1主轴11、第2中间轴16)的变速器(例如实施方式中的变速器20);以及电动机(例如实施方式中的马达7),其以能够传递的方式与所述变速器的输入轴中的任意一个连接;将所述内燃机和所述变速器分离/接合的分离/接合部(例如实施方式中的第1离合器41、第2离合器42),所述混合动力车辆用驱动装置通过所述内燃机和所述电动机中的至少一方的动力而被驱动,所述混合动力车辆用驱动装置的特征在于,具备:最大扭矩导出部(例如实施方式中的最大扭矩导出部83),其导出能够由所述电动机输出的最大扭矩;起动扭矩导出部(例如实施方式中的起动扭矩导出部82),其导出用于由所述电动机起动所述内燃机的起动扭矩;扭矩限制值设定部(例如实施方式中的扭矩限制值设定部84),其基于所述最大扭矩和所述起动扭矩,在仅利用所述电动机的动力来行驶时,设定所述电动机输出的驱动扭矩的限制值;车速取得部(例如实施方式中的车速判定部85),其取得车辆的速度;以及油门踏板开度取得部(例如实施方式中的油门踏板开度判定部81),其取得油门踏板的开度,所述扭矩限制值设定部将所述驱动扭矩的限制值设定为第1驱动扭矩值,在所述车辆仅利用所述电动机的行驶中,即使所述油门踏板开度增大所述速度也不增加时,将所述驱动扭矩的限制值设定为大于所述第1驱动扭矩值的第2驱动扭矩值。
并且,在权利要求2所记载的发明的混合动力车辆用驱动装置中,其特征在于,在即使所述油门踏板开度增大,所述车速也持续规定的时间以上不增加时,所述扭矩限制值设定部将所述驱动扭矩的限制值设定为大于所述第1驱动扭矩值的所述第2驱动扭矩值。
并且,在权利要求3所记载的发明的混合动力车辆用驱动装置中,其特征在于,在已将所述驱动扭矩的限制值设定为所述第2驱动扭矩值的状态下所述油门踏板开度减小的时候,所述扭矩限制值设定部使所述驱动扭矩的限制值从所述第2驱动扭矩值起减小。
并且,在权利要求4所记载的发明的混合动力车辆用驱动装置中,其特征在于,所述扭矩限制值设定部在使所述驱动扭矩的限制值从所述第2驱动扭矩值减小为所述第1驱动扭矩值时,使所述驱动扭矩的限制值响应于所述油门踏板开度的减小而阶段性地减小。
并且,在权利要求5所记载的发明的混合动力车辆用驱动装置中,其特征在于,在所述车速变为了规定的车速以上时,所述电动机除了输出所述驱动扭矩以外,还输出所述起动扭矩来起动所述内燃机。
并且,在权利要求6所记载的发明的混合动力车辆用驱动装置中,其特征在于,所述扭矩限制值设定部在所述内燃机起动后,将所述驱动扭矩的限制值设定为所述第1驱动扭矩值。
并且,在权利要求7所记载的发明的混合动力车辆用驱动装置中,其特征在于,所述第2驱动扭矩值与所述最大扭矩之差为所述电动机起动所述内燃机所需的最小限度的扭矩。
发明的效果
根据权利要求1~7所记载的发明的混合动力车辆用驱动装置,能够进行与驾驶员的请求对应的控制,该驾驶员的请求基于驾驶员感觉到的实际的车辆性能。
根据权利要求2所记载的发明的混合动力车辆用驱动装置,能够防止扭矩限制值频繁增大而引起的电池的电力消耗。
根据权利要求3所记载的发明的混合动力车辆用驱动装置,能够防止扭矩限制值的过度增大。
根据权利要求4所记载的发明的混合动力车辆用驱动装置,能够防止由于扭矩限制值急剧切换而给驾驶员带来不舒适感的情况。
根据权利要求5所记载的发明的混合动力车辆用驱动装置,能够在抑制电池的电力消耗的同时确保车辆的驱动力。
根据权利要求6所记载的发明的混合动力车辆用驱动装置,在发动机的起动中设定为第1扭矩限制值,因此能够抑制基于马达的驱动装置的电池的消耗。
根据权利要求7所记载的发明的混合动力车辆用驱动装置,即使将驱动扭矩增大到了第2驱动扭矩值,也能够确保发动机起动所需的最小限度的扭矩,因此通过马达提高车速并起动发动机,由此能够确保车辆的驱动力。
附图说明
图1是本发明的混合动力车辆用驱动装置的一个概略结构图。
图2是图1的混合动力车辆用驱动装置的控制系统的框图。
图3是图1的混合动力车辆用驱动装置的ECU的框图。
图4示出第1速EV行驶模式下的混合动力车辆用驱动装置,(a)是速度线图,(b)是示出扭矩的传递状况的图。
图5是示出各变速档下的马达和发动机的驱动力或发动机的曲轴的转速与车速之间的关系的图表。
图6示出第1速EV行驶Pre2模式下的混合动力车辆用驱动装置,(a)是速度线图,(b)是示出扭矩的传递状况的图。
图7示出在第1速EV行驶模式下以第2速起动发动机的情况下的车辆用驱动装置,(a)是速度线图,(b)是示出扭矩的传递状况的图。
图8是示出在上坡路等进行EV行驶时的各参数的变化的一例的时序图。
图9是示出车速与计数器值的阈值之间的关系的图表。
图10是示出专利文献1所公开的车辆中的动力输出装置的结构的概略图。
具体实施方式
以下,参照图1对本发明的混合动力车辆用驱动装置的一个实施方式进行说明。
如图1所示,本实施方式的混合动力车辆用驱动装置1用于经由车辆(未图示)的驱动轴9、9来对驱动轮DW、DW(被驱动部)进行驱动,其具备作为驱动源的内燃机(以下称作“发动机”)6、电动机(以下称作“马达”)7、以及用于将动力传递至驱动轮DW、DW的变速器20。
发动机6例如为汽油发动机或柴油发动机,在该发动机6的曲轴6a上设有变速器20的第1离合器(第1分离/接合单元)41和第2离合器(第2分离/接合单元)42。
马达7为三相无刷直流马达,其包括:由3n个电枢71a构成的定子71;和以与该定子71对置的方式进行配置的转子72。各电枢71a由铁芯71b和卷绕于该铁芯71b的线圈71c构成,并且各电枢71a固定于未图示的壳体,以旋转轴为中心沿周向大致等间隔地排列。3n个线圈71c构成n组的U相、V相、W相的三相线圈。
转子72具有铁芯72a和以旋转轴为中心大致等间隔地排列的n个永久磁铁72b,相邻的各两个永久磁铁72b的极性彼此不同。固定铁芯72a的固定部72c具有中空圆筒状,并且所述固定部72c配置在后述的行星齿轮机构30的齿圈35的外周侧,并与行星齿轮机构30的太阳轮32联结。由此,转子72构成为与行星齿轮机构30的太阳轮32一体地旋转。
行星齿轮机构30具有:太阳轮32;齿圈35,其与该太阳轮32同轴配置,且以包围太阳轮32的周围的方式配置;行星齿轮34,其与太阳轮32和齿圈35啮合;以及行星架36,其将该行星齿轮34支承成能够自转且能够公转。这样,太阳轮32、齿圈35以及行星架36构成为相互差动旋转自如。
在齿圈35设有同步机构61(锁定机构),该同步机构61(锁定机构)具有同步机构(同步器机构),且构成为能够使齿圈35的旋转停止(锁定)。另外,也可以替代同步机构61而使用制动机构。
变速器20为具备前述的第1离合器41、第2离合器42、行星齿轮机构30以及后述的多个变速齿轮组的所谓的双离合式变速器。
更具体而言,变速器20具备:第1主轴11(第1输入轴),其与发动机6的曲轴6a在同轴(旋转轴线A1)上配置;第2主轴12;联结轴13;副轴14(输出轴),其以与旋转轴线A1平行配置的旋转轴线B1为中心旋转自如;第1中间轴15,其以与旋转轴线A1平行配置的旋转轴线C1为中心旋转自如;第2中间轴16(第2输入轴),其以与旋转轴线A1平行配置的旋转轴线D1为中心旋转自如;倒车轴17,其以与旋转轴线A1平行配置的旋转轴线E1为中心旋转自如。
在第1主轴11上,在发动机6侧设有第1离合器41,在发动机6侧的相反侧安装有行星齿轮机构30的太阳轮32和马达7的转子72。因此,第1主轴11通过第1离合器41选择性地联结于发动机6的曲轴6a,并与马达7直接联结,从而构成为将发动机6和/或马达7的动力传递至太阳轮32。
第2主轴12构成为比第1主轴11短且中空,以覆盖第1主轴11的发动机6侧的周围的方式配置成相对旋转自如。此外,在第2主轴12上,在发动机6侧设有第2离合器42,在发动机6侧的相反侧一体地安装有空转驱动齿轮27a。因此,第2主轴12通过第2离合器42选择性地联结于发动机6的曲轴6a,并构成为将发动机6的动力传递至空转驱动齿轮27a。
联结轴13构成为比第1主轴11短且中空,以覆盖第1主轴11的发动机6侧的相反侧的周围的方式配置成相对旋转自如。另外,在联结轴13上,在发动机6侧一体地安装有第3速用驱动齿轮23a,在发动机6侧的相反侧一体地安装有行星齿轮机构30的行星架36。由此,构成为通过行星齿轮34的公转使安装于联结轴13的行星架36和第3速用驱动齿轮23a一体地旋转。
并且,在第1主轴11上,在安装于联结轴13的第3速用驱动齿轮23a与安装于第2主轴12的空转驱动齿轮27a之间,与第1主轴11相对旋转自如地设有第5速用驱动齿轮25a,并且安装有与第1主轴11一体地旋转的倒车从动齿轮28b。另外,在第3速用驱动齿轮23a与第5速用驱动齿轮25a之间设有第1变速用拨叉51,该第1变速用拨叉51将第1主轴11与第3速用驱动齿轮23a或第5速用驱动齿轮25a联结或释放。并且,当第1变速用拨叉51在第3速用连接位置处挂档时,第1主轴11与第3速用驱动齿轮23a联结而一体地旋转,当第1变速用拨叉51在第5速用连接位置处挂档时,第1主轴11与第5速用驱动齿轮25a一体地旋转,当第1变速用拨叉51位于空档位置时,第1主轴11相对于第3速用驱动齿轮23a和第5速用驱动齿轮25a相对旋转。并且,当第1主轴11与第3速用驱动齿轮23a一体地旋转时,安装于第1主轴11的太阳轮32与通过联结轴13与第3速用驱动齿轮23a联结的行星架36一体地旋转,并且齿圈35也一体地旋转,行星齿轮机构30成为一体。
在第1中间轴15一体地安装有第1空转从动齿轮27b,该第1空转从动齿轮27b与安装于第2主轴12的空转驱动齿轮27a啮合。
在第2中间轴16一体地安装有第2空转从动齿轮27c,该第2空转从动齿轮27c与安装于第1中间轴15的第1空转从动齿轮27b啮合。第2空转从动齿轮27c与上述的空转驱动齿轮27a和第1空转从动齿轮27b一起构成第1惰轮系27A。另外,在第2中间轴16,在与绕第1主轴11设置的第3速用驱动齿轮23a和第5速用驱动齿轮25a对应的位置处,分别设有能够相对于第2中间轴16旋转的第2速用驱动齿轮22a和第4速用驱动齿轮24a。进而,在第2中间轴16,在第2速用驱动齿轮22a与第4速用驱动齿轮24a之间设有第2变速用拨叉52,该第2变速用拨叉52将第2中间轴16与第2速用驱动齿轮22a或第4速用驱动齿轮24a联结或者释放。并且,当第2变速用拨叉52在第2速用连接位置处挂档时,第2中间轴16与第2速用驱动齿轮22a一体地旋转,当第2变速用拨叉52在第4速用连接位置处挂档时,第2中间轴16与第4速用驱动齿轮24a一体地旋转,当第2变速用拨叉52位于空档位置时,第2中间轴16相对于第2速用驱动齿轮22a和第4速用驱动齿轮24a相对旋转。
在副轴14,从发动机6侧的相反侧起依次一体地安装有第1共用从动齿轮23b、第2共用从动齿轮24b、驻车齿轮21、末端传动齿轮26a。
此处,第1共用从动齿轮23b与安装于联结轴13的第3速用驱动齿轮23a啮合而与第3速用驱动齿轮23a共同构成第3速用齿轮对23,该第1共用从动齿轮23b与设于第2中间轴16的第2速用驱动齿轮22a啮合而与第2速用驱动齿轮22a共同构成第2速用齿轮对22。
第2共用从动齿轮24b与设于第1主轴11的第5速用驱动齿轮25a啮合而与第5速用驱动齿轮25a共同构成第5速用齿轮对25,该第2共用从动齿轮24b与设于第2中间轴16的第4速用驱动齿轮24a啮合而与第4速用驱动齿轮24a共同构成第4速用齿轮对24。
末端传动齿轮26a与差动齿轮机构8啮合,差动齿轮机构8经由驱动轴9、9与驱动轮DW、DW联结。因此,传递至副轴14的动力从末端传动齿轮26a输出到差动齿轮机构8、驱动轴9、9、驱动轮DW、DW。
在倒车轴17一体地安装有第3空转从动齿轮27d,该第3空转从动齿轮27d与安装于第1中间轴15的第1空转从动齿轮27b啮合。第3空转从动齿轮27d与前述的空转驱动齿轮27a和第1空转从动齿轮27b一起构成第2惰轮系27B。另外,在倒车轴17,与该倒车轴17相对旋转自如地设有后退用驱动齿轮28a,该后退用驱动齿轮28a与安装于第1主轴11的后退用从动齿轮28b啮合。后退用驱动齿轮28a与后退用从动齿轮28b共同构成后退用齿轮系28。进而,在后退用驱动齿轮28a的发动机6侧的相反侧设有后退用拨叉53,该后退用拨叉53将倒车轴17与后退用驱动齿轮28a联结或者释放。并且,当后退用拨叉53在后退用连接位置处挂档时,倒车轴17与后退用驱动齿轮28a一体地旋转,当后退用拨叉53处于空档位置时,倒车轴17与后退用驱动齿轮28a相对旋转。
并且,第1变速用拨叉51、第2变速用拨叉52、后退用拨叉53使用离合器机构,该离合器机构具有使连接的轴与齿轮的转速一致的同步机构(同步器机构)。
在这样构成的变速器20中,将由第3速用驱动齿轮23a和第5速用驱动齿轮25a构成的奇数档齿轮组(第1齿轮组)设在两个变速轴中的一个变速轴即第1主轴11上,将由第2速用驱动齿轮22a和第4速用驱动齿轮24a构成的偶数档齿轮组(第2齿轮组)设在两个变速轴中的另一个变速轴即第2中间轴16上。
另外,在车辆用驱动装置1中还设有空调用压缩机112和油泵122,油泵122以能够与油泵用辅机轴19一体旋转的方式安装在油泵用辅机轴19上,该油泵用辅机轴19与旋转轴线A1~E1平行地配置。在油泵用辅机轴19上以能够一体旋转的方式安装有空调用驱动齿轮29a和与后退用驱动齿轮28a啮合的油泵用从动齿轮28c,从而将使第1主轴11旋转的发动机6和/或马达7的动力传递至该油泵用辅机轴19。
另外,空调用压缩机112经由空调用离合器121设在与旋转轴线A1~E1平行地配置的空调用辅机轴18上。从空调用驱动齿轮29a经由链条29c被传递动力的空调用从动齿轮29b以能够与空调用辅机轴18一体地旋转的方式安装于空调用辅机轴18,从油泵用辅机轴19经由通过空调用驱动齿轮29a、链条29c以及空调用从动齿轮29b构成的空调用传递机构29将发动机6和/或马达7的动力传递至空调用辅机轴18。并且,空调用压缩机112构成为,通过利用未图示的空调工作用电磁线圈断开/接合空调用离合器121,能够切断动力的传递。
根据以上的结构,本实施方式的车辆用驱动装置1具有以下的第1~第5传递路径。
(1)第1传递路径为,发动机6的曲轴6a经由第1主轴11、行星齿轮机构30、联结轴13、第3速用齿轮对23(第3速用驱动齿轮23a、第1共用从动齿轮23b)、副轴14、末端传动齿轮26a、差动齿轮机构8以及驱动轴9、9而与驱动轮DW、DW联结的传递路径。在此,行星齿轮机构30的减速比被设定为使得经由第1传递路径传递至驱动轮DW、DW的发动机扭矩与第1速匹配。即,设定为使行星齿轮机构30的减速比与第3速用齿轮对23的减速比相乘所得到的减速比与第1速匹配。
(2)第2传递路径为,发动机6的曲轴6a经由第2主轴12、第1惰轮系27A(空转驱动齿轮27a、第1空转从动齿轮27b、第2空转从动齿轮27c)、第2中间轴16、第2速用齿轮对22(第2速用驱动齿轮22a、第1共用从动齿轮23b)或第4速用齿轮对24(第4速用驱动齿轮24a、第2共用从动齿轮24b)、副轴14、末端传动齿轮26a、差动齿轮机构8以及驱动轴9、9而与驱动轮DW、DW联结的传递路径。
(3)第3传递路径为,发动机6的曲轴6a经由第1主轴11、第3速用齿轮对23(第3速用驱动齿轮23a、第1共用从动齿轮23b)或第5速用齿轮对25(第5速用驱动齿轮25a、第2共用从动齿轮24b)、副轴14、末端传动齿轮26a、差动齿轮机构8以及驱动轴9、9、而不经由行星齿轮机构30地与驱动轮DW、DW联结的传递路径。
(4)第4传递路径为,马达7经由行星齿轮机构30或第3速用齿轮对23(第3速用驱动齿轮23a、第1共用从动齿轮23b)或第5速用齿轮对25(第5速用驱动齿轮25a、第2共用从动齿轮24b)、副轴14、末端传动齿轮26a、差动齿轮机构8以及驱动轴9、9而与驱动轮DW、DW联结的传递路径。
(5)第5传递路径为,发动机6的曲轴6a经由第2主轴12、第2惰轮系27B(空转驱动齿轮27a、第1空转从动齿轮27b、第3空转从动齿轮27d)、倒车轴17、后退用齿轮系28(后退用驱动齿轮28a、后退用从动齿轮28b)、行星齿轮机构30、联结轴13、第3速用齿轮对23(第3速用驱动齿轮23a、第1共用从动齿轮23b)、副轴14、末端传动齿轮26a、差动齿轮机构8以及驱动轴9、9而与驱动轮DW、DW联结的传递路径。
此外,如图2所示,在本实施方式的混合动力车辆用驱动装置1中,马达7与控制其动作的动力驱动单元(以下称作“PDU”。)2连接。PDU2与向马达7供应电力或充入来自马达7的电力的电池3连接。马达7通过从电池3经由PDU2供应的电力而被驱动。此外,马达7通过减速行驶时的驱动轮DW、DW的旋转或发动机6的动力进行再生发电,从而能够进行蓄电池3的充电(能量回收)。并且,PDU2与电控制单元(以下称作ECU。)5连接。ECU5是用于进行车辆整体的各种控制的控制装置,与检测行驶中的路面的倾斜的倾斜传感器55以及检测当前的车速的车速传感器56连接。
向ECU5输入车速传感器56的检测结果,并且输入表示加速请求的油门踏板开度、表示制动请求的制动踏板踏力、发动机转速、马达转速、第1、第2主轴11、12的转速、副轴14等的转速、车速、变速档、表示档位等的信号。另一方面,从ECU5输出如下信号等:控制发动机6的信号;控制PDU2的信号;控制马达7的信号;表示电池3中的发电状态/充电状态/放电状态等的信号;控制第1、第2变速拨叉51、52、后退用拨叉53的信号;控制同步机构61的接合(锁定)和释放(空档)的信号;控制空调用离合器121的接合和释放的输出信号。
此外,如图3所示,ECU5具有:油门踏板开度判定部81,其根据表示油门踏板开度的信号的输入,判定油门踏板开度;起动扭矩导出部82,其导出为了使发动机6起动而从马达7输出的扭矩;导出马达7的可输出的最大扭矩的最大扭矩导出部83;扭矩限制值设定部84,其在仅通过马达7的动力来行驶的EV行驶时,设定从马达7输出的扭矩;根据来自车速传感器56的输入来判定车速的车速判定部85;电池状态检测部86,其检测电池3的剩余容量(SOC:StateofCharge:充电状态)和温度等状态;最大能量值导出部87a,其根据电池3的状态,导出电池3可输出的最大能量值;以及判定最大能量值的最大能量值判定部87b。
这样构成的混合动力车辆用驱动装置1在控制第1、第2离合器41、42的分离/接合的同时,还控制第1变速用拨叉51、第2变速用拨叉52以及后退用拨叉53的连接位置,由此,能够通过发动机6进行第1~第5速行驶和后退行驶。
在第1速行驶时,通过使第1离合器41接合并连接同步机构61来经由第1传递路径将驱动力传递至驱动轮DW、DW。在第2速行驶时,通过使第2离合器42接合并使第2变速用拨叉52在第2速用连接位置处挂档,来经由第2传递路径将驱动力传递至驱动轮DW、DW,在第3速行驶时,通过使第1离合器41接合并使第1变速用拨叉51在第3速用连接位置处挂档,来经由第3传递路径将驱动力传递至驱动轮DW、DW。
另外,在第4速行驶时,通过使第2变速用拨叉52在第4速用连接位置处挂档,来经由第2传递路径将驱动力传递至驱动轮DW、DW,在第5速行驶时,通过使第1变速用拨叉51在第5速用连接位置处挂档,来经由第2传递路径将驱动力传递至驱动轮DW、DW。并且,通过使第2离合器42接合并连接后退用拨叉53来经由第5传递路径进行后退行驶。
另外,通过在发动机行驶中连接同步机构61、或对第1、第2变速用拨叉51、52进行预换档,来利用马达7进行助推或再生,而且,即使在怠速中,也能够利用马达7使发动机6起动或对蓄电池3进行充电。另外,还能够切断第1和第2离合器41、42,通过马达7进行EV行驶。
作为EV行驶的行驶模式,存在有:通过切断第1和第2离合器41、42并连接同步机构61来经由第4传递路径行驶的第1速EV行驶模式;通过使第1变速用拨叉51在第3速用连接位置处挂档来经由第4传递路径行驶的第3速EV行驶模式;以及通过使第1变速用拨叉51在第5速用连接位置处挂档来经由第4传递路径行驶的第5速EV行驶模式。
这里,参照图4的(a)和图4的(b),说明作为EV行驶的一例的第1速EV行驶(第1速EV行驶模式)。
第1速EV行驶通过将同步机构61从初始状态设为锁定状态(OWC锁定打开(ON))来进行。在该状态下驱动(朝正转方向施加扭矩)马达7时,如图4的(a)所示,与转子72连接的行星齿轮机构31的太阳轮32朝正转方向旋转。此时,如图4的(b)所示,第1和第2离合器41、42被切断,因此传递到太阳轮32的动力不会从第1主轴11被传递到发动机6的曲轴6a。并且,由于进行了同步机构61的锁定,因此马达扭矩从太阳轮32被减速传递到行星架36,并经由通过第3速用齿轮对23的第4传递路径被传递到驱动轮DW、DW。
此外,该第1速EV行驶模式下的后退行驶能够通过将马达7朝反转方向驱动、并朝反转方向施加马达扭矩来进行。
在EV行驶模式下行驶时,马达7可输出的最大扭矩、即最大驱动力根据行驶档和车速而不同。图5是示出各变速档下的马达和发动机的驱动力或发动机的曲轴的转速与车速之间的关系的图表。在图5中,用细线A示出的3条线分别表示在第1速EV行驶模式、第3速EV行驶模式、第5速EV行驶模式下行驶时可由马达7输出的最大驱动力。
另外,在车辆以第1速EV行驶模式行驶时使发动机6起动的情况下,例如通过连接第1离合器41,使第1主轴11和发动机6的曲轴6a直接联接。由此,从第1主轴11向发动机6的曲轴6a传递扭矩,从而能够转动曲轴6a,使发动机6以第1速起动。
该情况下,为了在继续车辆行驶的同时起动发动机6,将由马达7输出的扭矩传递到副轴14和第1主轴11这两方。因此,在发动机起动时由马达7输出的扭矩与第1速EV行驶模式时保持同等量的状态下,经过副轴14传递到驱动轮DW、DW的扭矩减小,从而可能产生冲击。因此,通常在EV行驶模式下的行驶时使发动机6起动时,进行了控制,使得从马达7输出与传递到发动机6侧的扭矩同等量的扭矩(起动扭矩),能够在不引起冲击的情况下顺利地进行发动机6的起动。
因此,通常在EV行驶模式下行驶的情况下,防备将来使发动机6起动的情况,限制了作为驱动力使用的马达7的扭矩,使得保留用于使发动机6起动的扭矩用的裕量。因此,在EV行驶模式下的行驶时由马达7输出的扭矩不是可由马达7输出的最大扭矩,通过如下的值(扭矩限制值)进行了限制:从该最大扭矩减去用于使发动机6起动的起动扭矩而得到的值。
在图5中,用细虚线B示出的3条线分别表示在第1速EV行驶模式、第3速EV行驶模式、第5速EV行驶模式下行驶时,作为行驶驱动力而由马达7输出的驱动力的限制值。即,在第1速EV行驶模式下行驶时可由马达7输出的驱动力不是马达7原本可输出的最大驱动力(由细线A的第1速示出),而是通过排除使发动机6起动所使用的驱动力而进行了限制的驱动力限制值(由细虚线B的第1速示出)。这样,在EV行驶模式下行驶时,通常通过ECU5控制PDU2和马达7,使得马达7的输出扭矩处于扭矩限制值的范围内。
此外,在图5中,用粗线C示出的5条线表示以第1速~第5速进行发动机行驶时的、车速与发动机6的曲轴的转速之间的关系。用粗虚线D示出的5条线表示以第1速~第5速行驶时的、可由发动机6输出的最大驱动力。用粗点划线E示出的5条线表示在通过发动机6和马达7双方的驱动力而以第1速~第5速行驶时,可由发动机6和马达7输出的最大驱动力的合计。
另外,在有倾斜的上坡路行驶时,行驶阻力与该倾斜相应地增大,因此由驾驶员踩下油门踏板,所请求的驱动力也增大。在如图4的(a)和图4的(b)所示的第1速EV行驶模式下,在有倾斜的上坡路行驶的情况下,即使踩下油门踏板也与通常同样地将马达7的输出扭矩控制在扭矩限制值的范围内时,有可能无法得到足够的速度或加速度。此外,在利用EV行驶模式行驶中起动发动机6时,期望的是,根据使发动机6起动的变速档而达到了规定的车速,但在扭矩限制值的范围内控制马达7的输出扭矩时,还有可能由于无法得到足够的加速度,而使得到达到该车速为止要耗费时间。
因此,在本实施方式中,在EV行驶模式下的行驶中,即使油门踏板开度增大车速也不增加的情况下,修正扭矩限制值。在平坦路上进行EV行驶时,扭矩限制值设定部84将扭矩限制值设定为第1扭矩限制值To,第1扭矩限制值To是通过从最大扭矩减去足够的起动扭矩而导出的。此时,ECU5控制PDU2和马达7,使得马达7输出的扭矩处于第1扭矩限制值To的范围内。另外,所述足够的起动扭矩是指比马达7起动停止中的发动机6所需的最小限度的扭矩大的扭矩。
但是,在上坡路等上的EV行驶中,即使踩下油门踏板车速也不增加时,如果ECU5在第1扭矩限制值To的范围内控制马达7,则可能无法得到足够的速度和加速度。因此,扭矩限制值设定部84在油门踏板被踩下从而油门踏板开度达到了阈值时的车速不增加时,如果经过规定时间后车速也不增加,则将扭矩限制值设定为比第1扭矩限制值To大的第2扭矩限制值Ts。第2扭矩限制值Ts在可由马达7输出的最大扭矩的范围内,被设定为比第1扭矩限制值To大的值。另外,设定第2扭矩限制值Ts,使得第2扭矩限制值Ts与最大扭矩之差成为通过马达7起动发动机6所需的最小限度的扭矩。此时,ECU5控制PDU2和马达7,使得马达7输出的扭矩处于第2扭矩限制值Ts的范围内。由此,在上坡路上的EV行驶中踩下油门踏板时,能够以更大的驱动力行驶,因此能够得到期望的车速和加速度。
另外,如果正以低车速进行EV行驶的车辆处于能够接合与发动机6连接的第1离合器41的下限车速以上,则ECU5可以使得马达7除了输出驱动扭矩以外,还输出起动扭矩来起动发动机6。该情况下,ECU5使第1离合器41的接合扭矩随着马达7的起动扭矩的上升而增大,使发动机6的转速上升。在发动机6的转速变为了能够独立运转的转速以上时,在供应燃料的同时进行点火,进行发动机6的起动。但是,在起动了发动机6后,ECU5的扭矩限制值设定部84将第1扭矩限制值To设定为扭矩限制值。
此外,在EV行驶中电池3可输出的最大能量值E小于规定的值Eth的情况下,控制为起动发动机6。电池3可输出的最大能量值E是由最大能量值导出部87a基于由电池状态检测部86检测出的电池3的SOC、温度等状态而导出的。并且,最大能量值判定部87b判定最大能量值E是否小于规定的值Eth。EV行驶时,通过以从电池3输出的能量驱动马达7来进行EV行驶,因此在电池3可输出的最大能量值E<Eth的情况下,判断为难以从电池3得到足以继续EV行驶模式的能量。因此,在这样的情况下起动发动机6,控制为能够通过发动机6输出驱动力。此外,规定的值Eth除了能够基于当前的变速档确定以外,也可以根据行驶路面的倾斜度等确定。
此外,在EV行驶中,由车速传感器56检测的车速V为规定的值Vth以上的情况下,控制为起动发动机6。在车速V为规定的值Vth以上的情况下,判断为请求驱动力高、且驾驶员的加速意志也强烈,因此判断为难以继续EV行驶模式。因此,在由车速判定部85判定为车速V≥Vth的情况下起动发动机6,控制为能够通过发动机6输出驱动力。规定的值Vth除了能够基于当前的变速档确定以外,也可以根据行驶路面的倾斜度等确定。
在驱动了发动机6后,可以在通过发动机6和马达7这两者输出驱动力的辅助行驶模式下行驶,并且也可以停止从电池3向马达7供应能量,仅通过发动机6的驱动力来在发动机行驶模式下行驶。此外,也可以通过发动机6的动力而在马达7中进行再生发电,进行电池3的充电(能量回收)。
此外,在车辆以第1速EV行驶模式行驶时使发动机6起动的情况下,除了能够如前述那样通过使第1离合器41接合而以第1速起动发动机6以外,还能够在第1速EV行驶模式下的行驶中,将第2变速用拨叉52挂档至第2速用连接位置,然后使第2离合器42接合,由此以第2速起动发动机6。这样,只要能够以比当前的变速档处于高速侧的变速档起动发动机6,则能够减小起动发动机6所需的扭矩。根据图5的粗线C可知,在相同的点对发动机6的曲轴6a的转速进行比较时,变速档越处于高速侧,起动发动机6时所要求的车速越增高。但是,根据本实施方式,在即使踩下油门踏板车速也不增加的情况下,在比通常的第1扭矩限制值To大的第2扭矩限制值Ts的范围内限制马达7,因此能够更快地达到更高的车速,因此能够在例如以第1速EV行驶模式行驶的同时,以第2速起动发动机。
以下,将在以该第1速EV行驶模式的行驶中将第2变速用拨叉52预换档至第2速用连接位置的状态称作第1速EV行驶Pre2模式。图6的(a)和图6的(b)示出了第1速EV行驶Pre2模式时的扭矩传递状况。第1速EV行驶Pre2模式的扭矩的传递状况与图4的(a)和图4的(b)所示的第1速EV行驶模式相同,但这里,通过将第2变速用拨叉52预换档至第2速用连接位置,第2速用驱动齿轮22a和第2中间轴16一体地旋转。由于第2中间轴16旋转,从安装于第2中间轴16的第2空转从动齿轮27c起,经由第1空转从动齿轮27b、空转驱动齿轮27a,第2主轴12旋转。
通过从该状态起使第2离合器42接合,第2主轴12与发动机6的曲轴6a直接联接,从而转动曲轴6a。以下,将如下状态称作第1速EV行驶模式第2速发动机起动:在以该第1速EV行驶模式的行驶中,在将第2变速用拨叉52挂档至第2速用连接位置的状态使第2离合器42接合,并经由第2中间轴16、第2主轴12转动曲轴6a。图7的(a)和图7的(b)示出了第1速EV行驶模式第2速发动机起动时的扭矩传递状况。从图7的(a)和图7的(b)可知,由马达7输出的扭矩被传递至副轴14,同时被传递至发动机6的曲轴6a。这样,通过在第1速EV行驶模式的行驶中以第2速起动发动机6,能够减小用于转动发动机6所需的扭矩,能够减小对驱动轮DW、DW带来的影响。
图8是示出在上坡路等进行EV行驶时的各参数的变化的一例的时序图。如图8的(a)所示,即使油门踏板被踩下,由点线表示的油门踏板开度(AP开度)增大,车速也不增加,即使油门踏板在时刻t1的时间点达到第1阈值(AP开度Hi)车速也不增加,通过从该时间点起进行递增计数,由此如果即使被计时的(b)所示的计数器值在时刻t2的时间点达到阈值,车速也不增加,则如(c)所示那样建立扭矩限制值的变更标志,将马达7的扭矩限制值设定为第2扭矩限制值Ts。然后,如(d)所示,马达7的扭矩超过第1扭矩限制值而被输出,因此车速增加,驾驶员松开油门踏板。此时,如果在时刻t3的时间点油门踏板减小至第1阈值(AP开度Hi),则ECU5的扭矩限制值设定部84使扭矩限制值从第2扭矩限制值Ts起逐渐减小。另外,扭矩限制值设定部84根据油门踏板开度的减小,使扭矩限制值阶段性减小。然后,如果在时刻t4的时间点,油门踏板减小至第2阈值(AP开度Lo),则将扭矩限制值设定为第1扭矩限制值To。
另外,对于图8的(b)所示的计数器值的阈值,如图9所示,根据车速设定不同的值。
如以上所说明的那样,根据本实施方式的混合动力车辆用驱动装置1,在以EV行驶模式的行驶中即使油门踏板开度增大车速也不增加的情况下,提高马达7的输出扭矩的限制值,因此能够在保持EV行驶模式的情况下,维持与来自驾驶员的请求对应的加速度和车速,从而保证行驶性能。这样根据驾驶员的请求来变更控制,因此能够进行基于驾驶员感觉到的实际的车辆性能的控制。
本发明并不限定于前述的实施方式,能够进行适当的变形、改良等。
例如,对于混合动力车辆用驱动装置1,将奇数档齿轮配置在双离合式变速器的作为连接有马达7的输入轴的第1主轴11上,将偶数档齿轮配置在作为未连接有马达7的输入轴的第2中间轴16,但并不限于此,也可以将偶数档齿轮配置在作为连接有马达7的输入轴的第1主轴11,并将奇数档齿轮配置在作为未连接有马达7的输入轴的第2中间轴16。
此外,作为奇数档的变速档,除了作为第1速用驱动齿轮的行星齿轮机构30、第3速用驱动齿轮23a和第5速用驱动齿轮25a以外,还可以设置第7、9··速用驱动齿轮,作为偶数档的变速档,除了第2速用驱动齿轮22a和第4速用驱动齿轮24a以外,还可以设置第6、8··速用驱动齿轮。此外,倾斜度S也可以是考虑到车辆的装载量而导出的倾斜度。
参照详细且特定的实施方式对本发明进行了说明,但是本领域技术人员应该清楚能够在不脱离本发明的精神和范围的情况下进行各种变更和修正。
本申请基于2013年9月4日申请的日本专利申请(日本特愿2013-183531),并且在此引入该专利申请的内容作为参考。
标号说明
1:混合动力车辆用驱动装置
3:电池(蓄电器)
5:ECU
6:发动机(内燃机)
7:马达(电动机)
11:第1主轴(第1输入轴)
14:副轴(输出轴)
16:第2中间轴(第2输入轴)
41:第1离合器(第1分离/接合单元)
42:第2离合器(第2分离/接合单元)
51:第1变速用拨叉
52:第2变速用拨叉
20:变速器
81:油门踏板开度判定部
82:起动扭矩导出部
83:最大扭矩导出部
84:扭矩限制值设定部
85:车速判定部
86:电池状态检测部
87a:最大能量值导出部
87b:最大能量值判定部
Claims (7)
1.一种混合动力车辆用驱动装置,其具备:
内燃机;
具有两个以上的输入轴的变速器;
电动机,其以能够传递的方式与所述变速器的输入轴中的任意一个连接;以及
分离/接合部,其将所述内燃机和所述变速器分离/接合,
所述混合动力车辆用驱动装置通过所述内燃机和所述电动机中的至少一方的动力而被驱动,所述混合动力车辆用驱动装置的特征在于,具备:
最大扭矩导出部,其导出能够由所述电动机输出的最大扭矩;
起动扭矩导出部,其导出用于由所述电动机起动所述内燃机的起动扭矩;
扭矩限制值设定部,其在基于所述最大扭矩和所述起动扭矩而仅利用所述电动机的动力来行驶时,设定所述电动机输出的驱动扭矩的限制值;
车速取得部,其取得车辆的速度;以及
油门踏板开度取得部,其取得油门踏板的开度,
所述扭矩限制值设定部将所述驱动扭矩的限制值设定为第1驱动扭矩值,在所述车辆仅利用所述电动机的行驶中,即使所述油门踏板开度增大,所述速度也不增加时,将所述驱动扭矩的限制值设定为大于所述第1驱动扭矩值的第2驱动扭矩值。
2.根据权利要求1所述的混合动力车辆用驱动装置,其特征在于,
在即使所述油门踏板开度增大,所述车速也持续规定的时间以上不增加时,所述扭矩限制值设定部将所述驱动扭矩的限制值设定为大于所述第1驱动扭矩值的所述第2驱动扭矩值。
3.根据权利要求1或2所述的混合动力车辆用驱动装置,其特征在于,
在已将所述驱动扭矩的限制值设定为所述第2驱动扭矩值的状态下所述油门踏板开度减小的时候,所述扭矩限制值设定部使所述驱动扭矩的限制值从所述第2驱动扭矩值起减小。
4.根据权利要求3所述的混合动力车辆用驱动装置,其特征在于,
所述扭矩限制值设定部在使所述驱动扭矩的限制值从所述第2驱动扭矩值减小为所述第1驱动扭矩值时,使所述驱动扭矩的限制值响应于所述油门踏板开度的减小而阶段性地减小。
5.根据权利要求1~4中的任意一项所述的混合动力车辆用驱动装置,其特征在于,
在所述车速变为了规定的车速以上时,所述电动机除了输出所述驱动扭矩以外,还输出所述起动扭矩来起动所述内燃机。
6.根据权利要求5所述的混合动力车辆用驱动装置,其特征在于,
所述扭矩限制值设定部在所述内燃机起动后,将所述驱动扭矩的限制值设定为所述第1驱动扭矩值。
7.根据权利要求1~6中的任意一项所述的混合动力车辆用驱动装置,其特征在于,
所述第2驱动扭矩值与所述最大扭矩之差为所述电动机起动所述内燃机所需的最小限度的扭矩。
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DE102016223265A1 (de) * | 2016-11-24 | 2018-05-24 | Zf Friedrichshafen Ag | Anbindung einer Ölpumpe an einem Hybridgetriebe eines Kraftfahrzeugs mit einer achsparallel zu einer Antriebswelle angeordneten elektrischen Maschine |
JP2020152120A (ja) * | 2017-07-18 | 2020-09-24 | ヤマハ発動機株式会社 | ビークル |
KR102417375B1 (ko) * | 2017-12-28 | 2022-07-06 | 현대자동차 주식회사 | 차량용 변속장치 |
KR102079393B1 (ko) * | 2019-03-18 | 2020-02-19 | 유시웅 | 무급유 차량의 동력장치 |
JP7279576B2 (ja) * | 2019-08-13 | 2023-05-23 | トヨタ車体株式会社 | 車載モータの制御装置 |
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Also Published As
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KR20160040691A (ko) | 2016-04-14 |
US9561714B2 (en) | 2017-02-07 |
EP3042818B1 (en) | 2019-04-10 |
US20160207393A1 (en) | 2016-07-21 |
JPWO2015034025A1 (ja) | 2017-03-02 |
MY188975A (en) | 2022-01-17 |
US20170120900A1 (en) | 2017-05-04 |
WO2015034025A1 (ja) | 2015-03-12 |
EP3042818A4 (en) | 2017-07-19 |
US9925976B2 (en) | 2018-03-27 |
EP3042818A1 (en) | 2016-07-13 |
CA2923015A1 (en) | 2015-03-12 |
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