CN1772524A - 车用驱动系统 - Google Patents

车用驱动系统 Download PDF

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Publication number
CN1772524A
CN1772524A CNA2005101152498A CN200510115249A CN1772524A CN 1772524 A CN1772524 A CN 1772524A CN A2005101152498 A CNA2005101152498 A CN A2005101152498A CN 200510115249 A CN200510115249 A CN 200510115249A CN 1772524 A CN1772524 A CN 1772524A
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CN
China
Prior art keywords
drive system
electrical motor
driving engine
power
axle
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Pending
Application number
CNA2005101152498A
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English (en)
Inventor
镰田淳史
田端淳
井上雄二
茨木隆次
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Toyota Motor Corp
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Toyota Motor Corp
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Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of CN1772524A publication Critical patent/CN1772524A/zh
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    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
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    • 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
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    • B60K6/442—Series-parallel switching type
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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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    • B60K6/42—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
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Abstract

本发明公开了一种车用驱动系统，其中第二电动机(MG2)布置在发动机(12)的输出轴所在的第一轴线(L1)上，变速器(16)布置在与第一轴线平行的第二轴线(L2)上，并且离合器(Ci)布置在第一轴线(L1)上以选择性地将第二电动机(MG2)和变速器(16)连接到发动机(12)及从发动机(12)断开。第一轴线(L1)上的动力经由动力传动装置(18)传递到变速器(16)的输入轴。

Description

车用驱动系统
技术领域
本发明涉及在诸如汽车的车辆中使用的车用驱动系统。
背景技术
已知一种车用驱动系统，其包括发动机、两个电动机、变速器和离合器，该离合器可操作地连接到发动机并能够选择性地将变速器连接到发动机和从其断开。在美国专利申请文献No.2003/0127262A1中公开了这种车用驱动系统的一个示例。在这种车用驱动系统中，离合器被设置来代替诸如变矩器的液力传动设备，并且变速器在其输入轴经由该离合器可操作地连接到发动机时换档。
利用美国专利申请文献No.2003/0127262A1中公开的车用驱动系统，省去变矩器能够使得整个长度变短。但是，尽管如此，发动机、两个电动机、离合器和变速器全部都布置在相同轴线上，这使得整个长度很长。因此，虽然可以将此车用驱动系统纵向安装在FR(发动机前置后驱)车辆中，但难以横向安装在FF(发动机前置前驱)车辆或RR(发动机后置后驱)车辆中。就是说，当此类驱动系统在其轴向平行于车桥的情况下被安装时，可能难以安装。此外，如果安装空间有限，该驱动系统可能也难以纵向安装。
发明内容
考虑到上述情形，本发明因此意在提供一种车用驱动系统，当此驱动系统被横向(即轴向)安装时能够缩短其横向方向上的尺寸。
所以，本发明的第一方面涉及一种车用驱动系统，其包括发动机、第一电动机、布置在发动机的输出轴所在的第一轴线上的第二电动机、布置在与所述第一轴线平行的第二轴线上的变速器、以及布置在所述第一轴线上并可以选择性地将所述第二电动机和所述变速器连接到所述发动机及从所述发动机断开的离合器，所述变速器布置为平行于所述发动机和所述离合器，并且动力传动装置用于将所述第一轴线上的动力传递到所述变速器的输入轴。
根据此结构，离合器和第二电动机布置在发动机的输入轴所在的第一轴线上，变速器布置在不同于第一轴线的第二轴线上，并且第一轴线上的发动机和离合器与第二轴线上的变速器彼此平行。结果，能够缩短此车用驱动系统在横向方向(即轴向)上的尺寸。
此外，在根据本发明第一方面的上述车用驱动系统中，第一电动机可以布置在第一轴线上。
根据此结构，第一电动机也布置在不同于变速器轴的轴上。结果，能够进一步缩短车用驱动系统在横向方向(即轴向)上的尺寸。
此外，在根据本发明第一方面的上述车用驱动系统中，所述离合器可以布置在所述第一电动机和所述第二电动机的与所述发动机侧相反的一侧上。
此外，在根据本发明第一方面的上述车用驱动系统中，所述离合器可以布置在所述第一电动机和所述第二电动机之间。
此外，在根据本发明第一方面的上述车用驱动系统中，所述动力传动装置可以布置在所述离合器和所述第二电动机之间。
接着，本发明的第二方面涉及一种车用驱动系统，包括发动机、第一电动机、布置在与发动机的输出轴所在的第一轴线平行的第二轴线上的第二电动机、布置第二轴线上的变速器、布置在所述第一轴线上并可以选择性地将所述第二电动机和所述变速器连接到所述发动机及从所述发动机断开的离合器、以及布置在第二电动机和变速器之间并且将所述第一轴线上的动力传递到所述变速器的输入轴的动力传动装置，所述变速器布置成平行于所述发动机和所述离合器。
根据此结构，第二电动机和变速器布置在第二轴线上，这在第一轴线上留出了一定的自由空间。因此，将第一电动机布置在第一轴线上能够有效地使用该空间，由此能够进一步缩短此车用驱动系统在横向方向(即轴向)上的尺寸。
此外，在根据本发明第二方面的上述车用驱动系统中，第一电动机可以布置在第一轴线上。
此外，在根据本发明第一和第二方面的上述车用驱动系统中，所述变速器可以包括行星齿轮组和选择性地停止所述行星齿轮组旋转元件的旋转的制动器，并且布置在第一轴线上的第一或第二电动机和所述制动器可以布置为在轴向上彼此偏移。
制动器和第一与第二电动机都是通常在其各自轴上具有大径向尺寸的元件。所以，使这些在其各自轴上具有大径向尺寸的元件在轴向上彼此偏移能够使得这些轴彼此更接近，这能够使车用驱动系统的纵向尺寸更小。
此外，在根据本发明第一和第二方面的上述车用驱动系统中，所述动力传动装置可以布置在所述离合器的与所述发动机侧相反的一侧上。
将动力传动装置布置在所述离合器的与所述发动机侧相反的一侧上导致这些部件按照发动机、离合器和动力传动装置的顺序被布置。结果，动力传动路径仅在动力传动装置所在处折回一次，这对动力的传递是有利的。
此外，在根据本发明第一和第二方面的上述车用驱动系统中，动力传动装置可以包括齿轮组。
使用齿轮组作为第一轴线和第二轴线之间的动力传动装置避免了需要第三轴线来使第二轴线的旋转反向，而这在使用带作为动力传动装置时是需要的。结果，能够减少轴的总数，这能够进一步缩短驱动系统在纵向方向(即径向)上的尺寸。
离合器的输入轴和发动机的输出轴可以直接连接或者脉动吸收阻尼器(即减振设备)可以置于两者之间。此外，离合器可以在第一轴线上设置在第一电动机和第二电动机的与发动机侧相反的一侧上，即在第一轴线上设置在动力传动路径中第一电动机和第二电动机的下游侧上。或者，离合器可以设置在第一电动机和第二电动机之间，或者第一电动机和动力传动装置之间。
第一电动机和第二电动机中至少一个可以是具有发电功能的所谓电动发电机，或者两者都可以是电动发电机。还可以设置除了第一电动机和第二电动机之外的电动机。
当第二电动机布置在第一轴线上时，动力传动装置可以布置在离合器和第二电动机之间。当第二电动机布置在第二轴线上时，动力传动装置可以布置在第二电动机和变速器之间。还可以将动力传动装置布置在车用驱动系统在轴向上的一端处，而无论第二电动机布置在哪个轴线上。
变速器不受限制，只要其能够以多个传动比改变输入转速。例如，变速器可以是行星齿轮式有级变速器或者环式无级变速器。
作为动力传动装置，例如也可以使用带或者链。
附图说明
从参照附图对优选实施例的以下说明，本发明的上述和/或其他目的、特征和优点将变得更清楚，附图中相似标号用来表示相似元件并且其中：
图1是应用了本发明的车用驱动系统的结构概要图；
图2是图示图1所示自动变速器的操作的列线图；
图3是离合器和制动器工作图表，示出了图1所示自动变速器的档位和建立这些档位所需的液压摩擦啮合设备的操作的组合之间的关系；
图4是图示输入到用于控制图1所示驱动系统的ECU及从其输出的信号的视图；
图5是图1所示驱动系统的结构的简化剖视图；
图6是根据本发明第二示例性实施例的车用驱动系统的结构概要图；
图7是根据本发明第三示例性实施例的车用驱动系统的结构概要图；和
图8是根据本发明第四示例性实施例的车用驱动系统的结构概要图。
具体实施方式
下面，将参照附图详细说明本发明的示例性实施例。
图1是应用了本发明的车用驱动系统(以下简称为“驱动系统”)10的结构概要图。此驱动系统10包括发动机12和作为安装到车身的非旋转构件的变速箱14。变速箱14容纳用作第一电动机的第一电动发电机MG1、用作第二电动机的第二电动发电机MG2、锁止离合器Ci、用作变速器的有级自动变速器(以下简称为“自动变速器”)16、和用作动力传动装置的反转齿轮组18。
第一电动发电机MG1、第二电动发电机MG2和锁止离合器Ci按此顺序从动力传动路径的上游侧(即从发动机12侧)全部布置在第一轴线L1上。同时，自动变速器16布置在平行于第一轴线L1的第二轴线L2上。
曲轴20(即发动机12的输出轴)也布置在第一轴线L1上。第一电动发电机MG1的旋转轴22经由图1中未示出的飞轮62以及传动构件64或阻尼器65(参见图5)连接到曲轴20。因此，当第一电动发电机MG1的旋转轴22不使用带等而直接连接到发动机12的曲轴20时，曲轴20直接由第一电动发电机MG1的旋转轴22所旋转。所以，即使当发动机起动时要求很大的力(例如当发动机12冷机时)，发动机也能够容易地起动。此外，此旋转轴22还用作锁止离合器Ci的输入轴。
锁止离合器Ci例如是多片式液压摩擦啮合设备，其中多个片通过液压缸彼此摩擦啮合。此锁止离合器Ci包括与作为原动机轴的输入轴(即旋转轴22)一起旋转的摩擦板26、以及与作为被旋转主体的离合器鼓28一起旋转的摩擦板30。离合器鼓28连接到第二电动发电机MG2的转子轴32。锁止离合器Ci选择性地将第一电动发电机MG1和自动变速器16连接到发动机12及从其断开。所以，锁止离合器Ci也用作从发动机12和第一电动发电机MG1输入动力到自动变速器16的输入离合器。
反转齿轮组18包括彼此啮合的驱动齿轮34和从动齿轮36。驱动齿轮34设置在锁止离合器Ci的输出轴38上以不能相对于输出轴38旋转，并且在第一轴线L1上位于锁止离合器Ci与发动机12相反的一侧上，即位于动力传动路径中第一轴线L1上锁止离合器Ci的下游侧上。从动齿轮36设置在第二轴线L2上自动变速器16的输入轴40的一端上，以不能相对于输入轴40旋转。此反转齿轮组18将来自第二电动发电机MG2的转子轴32(其是第一轴线L1上的旋转轴)的旋转传递到设置在第二轴线L2上的自动变速器16的输入轴40。因为反转齿轮组18构成驱动系统10的一端，所以与反转齿轮组18相邻布置的锁止离合器Ci也靠近变速箱14。所以，液压油可以经由变速箱14或者装配在变速箱14中的支撑构件而供应到锁止离合器Ci。与经由轴供应液压油时相比，这样经由变速箱14或支撑构件供应液压油使得供油路径被简化。
自动变速器16设置在图中的第二轴线L2上反转齿轮组18的右侧，即与发动机12在反转齿轮组18的相同侧上。所以，自动变速器16布置在这样的位置中，在该位置中其与第一轴线L1上的发动机12、第一电动发电机MG1、第二电动发电机MG2和锁止离合器Ci在轴向上基本重叠。就是说，自动变速器16设置为与第一轴线L1上的发动机12、第一电动发电机MG1、第二电动发电机MG2和锁止离合器Ci平行。
此自动变速器16包括第一传动部分44和第二传动部分50。第一传动部分44的主要部件是第一行星齿轮组42。第二传动部分50的主要部件是第二行星齿轮组46和第三行星齿轮组48。
第一行星齿轮组42是双级行星齿轮式行星齿轮组，并且包括太阳轮S1、彼此啮合的多组小齿轮P1、可公转和自转地支撑小齿轮P1的行星轮架CA1、以及经由小齿轮P1与太阳轮S1啮合的齿圈R1。行星轮架CA1连接到输入轴40并且由输入轴40旋转驱动，而太阳轮S1一体地固定到变速箱14而不能够旋转。齿圈R1用作中间输出构件，并且使从输入轴40输入的旋转减速并将其传递到第二传动部分50。在此示例性实施例中，存在第一中间输出路径PA1，其不改变旋转速度就将来自输入轴40的旋转传递到第二传动部分50。此路径以预定恒定速比(＝1.0)传递旋转。此第一中间输出路径PA1包括直接路径PA1a和间接路径PA1b。直接路径PA1a不通过第一行星齿轮组42就将来自输入轴40的旋转传递到第二传动部分50。间接路径PA1b经由第一行星齿轮组42的齿圈CA1将来自输入轴40的旋转传递到第二传动部分50。还存在第二中间输出路径PA2，其经由行星轮架CA1、布置在行星轮架CA1上的小齿轮P1、和齿圈R1将来自输入轴40的旋转传递到第二传动部分50。此路径使来自输入轴40的旋转减速并以大于第一中间输出路径PA1的速比(＞1.0)传递该旋转。
第二行星齿轮组46是单级行星齿轮式行星齿轮组，其包括太阳轮S2、小齿轮P2、可公转和自转地支撑小齿轮P2的行星轮架CA2、以及经由小齿轮P2与太阳轮S2啮合的齿圈R2。第三行星齿轮组48是双级行星齿轮式行星齿轮组，并且包括太阳轮S3、彼此啮合的多组小齿轮P2和P3、可公转和自转地支撑小齿轮P2和P3的行星轮架CA3、以及经由小齿轮P2和P3与太阳轮S3啮合的齿圈R3。
在第二行星齿轮组46和第三行星齿轮组48中，通过共同使用可旋转地支撑小齿轮P2的行星轮架CA2和CA3、以及齿圈R2和R3而形成四个旋转元件RM1、RM2、RM3和RM4。就是说，第二行星齿轮组46的太阳轮S2用作第一旋转元件RM1，第二行星齿轮组46的行星轮架CA2和第三行星齿轮组48的行星轮架CA3一体地连接到一起并且用作第二旋转元件RM2，第二行星齿轮组46的齿圈R2和第三行星齿轮组48的齿圈R3一体地连接到一起并且用作第三旋转元件RM3，并且第三行星齿轮组48的太阳轮S3用作第四旋转元件RM4。
第一旋转元件RM1(即太阳轮S2)通过防止其旋转的第一制动器B1选择性地保持到变速箱14。第一旋转元件RM1(即太阳轮S2)还经由第三离合器C3选择性地连接到第一行星齿轮组42的齿圈R1，即中间输出构件(即第二中间输出路径PA2)。第一旋转元件RM1(即太阳轮S2)还经由第四离合器C4选择性地连接到第一行星齿轮组42的行星轮架CA1(即第一中间输出路径PA1的间接路径PA1b)。第二旋转元件RM2(即行星轮架CA2和CA3)通过防止其旋转的第二制动器B2选择性地保持到变速箱14，并且还经由第二离合器C2选择性地连接到输入轴40(即中间输出路径PA1的直接路径PA1a)。第三旋转元件RM3(即齿圈R2和R3)一体地连接到自动变速器16的输出轴52并且输出旋转。第四旋转元件RM4(即太阳轮S3)经由第一离合器C1连接到齿圈R1。制动器B1与B2以及离合器C1至C4全部都是利用液压缸摩擦啮合的液压摩擦啮合设备。
自动变速器16的输出轴52与发动机12设置在驱动系统10的相同末端侧上，并且具有不能相对于输出轴52旋转的驱动小齿轮54。驱动小齿轮54与同差速齿轮单元56一起旋转的齿圈58啮合。利用具有此类结构的车用驱动系统10，由全都布置在第一轴线L1上的发动机、第一电动发电机MG1和第二电动发电机MG2产生的驱动力通过反转齿轮组18传递到第二轴线L2(在反转齿轮组18处旋转在相反方向上，即回头向着发动机12所在侧轴向传送)，并且从自动变速器16的输出轴52(在轴向上与发动机12设置在相同侧上)输出。
图2是列线图，其能够用直线图示第一传动部分44和第二传动部分50的每个旋转元件的转速。下水平线表示“0”转速，而上水平线表示“1.0”转速，即与输入轴40的转速相等的转速。此外，第一传动部分44侧的垂直线按照从左至右的顺序表示太阳轮S1、齿圈R1和行星轮架CA1。根据第一行星齿轮组42的传动比ρ1(＝太阳轮S1的齿数/齿圈R1的齿数)设置这些垂直线之间的距离。在图2中，传动比ρ1例如等于0.463。第二传动部分50侧的四条垂直线按照从左至右的顺序表示第一旋转元件RM1(即太阳轮S2)、第二旋转元件RM2(即行星轮架CA2和行星轮架CA3)、第三旋转元件RM3(即齿圈R2和齿圈R3)和第四旋转元件RM4(即太阳轮S3)。根据第二行星齿轮组46的传动比ρ2和第三行星齿轮组48的传动比ρ3设置这些垂直线之间的距离。在图2中，例如ρ2等于0.463而ρ3等于0.415。
如从列线图可见，取决于离合器C1至C4以及制动器B1与B2的操作状态(啮合或松开)，可以建立八个前进档即第一前进档“1st”至第八前进档“8th”以及两个倒档即第一倒档“Rev1”和第二倒档“Rev2”。
图3是离合器和制动器工作图表，其示出当建立每个档位时啮合设备之间的关系和每个档位的传动比。在图中，圆圈表示啮合状态，而没有圆圈表示松开状态。每个档位的传动比通过第一行星齿轮组42的传动比ρ1、第二行星齿轮组46的传动比ρ2和第三行星齿轮组的传动比ρ3而被适当地设置。如果如图3所示ρ1＝0.463、ρ2＝0.463且ρ3＝0.415，那么传动比步进值(即档位之间传动比的比值)通常是适当的，并且总传动比范围(＝4.495/0.683)很大，约为6.581。此外，倒档“Rev1”和“Rev2”的速比也是适合的。结果，能够获得适当的综合传动比特性。如图3所示，自动变速器16能够以适当的传动比步进实现大的传动比范围。此外，通过简单地改变四个离合器C1至C4以及两个制动器B1与B2中任两个的操作状态可以换档。结果，简化了换档控制并能够抑制换档冲击。
图4是图示输入到用于控制根据此示例性实施例的驱动系统10的电子控制单元(ECU)60及从其输出的信号的视图。ECU60包括所谓的微计算机，其包括CPU、ROM、RAM和输入/输出接口等。ECU60通过在使用RAM的临时存储功能的同时根据预先存储在ROM中的程序进行信号处理而执行发动机12的输出控制、自动变速器16的换档控制以及电动发电机MG1和MG2的供能/能量回收控制等，来在发动机12及电动发电机MG1和MG2处于不同操作状态的多个操作模式中运行车辆。
图4所示的各个传感器和开关输出的各种信号被输入到ECU60。这些信号的示例包括表示发动机冷却水温度的信号、表示换档手柄位置的信号、表示发动机速度NE及发动机12转速的信号、表示由发动机制动和电动发电机MG1和MG2的供能/能量回收控制进行的车辆减速度目标值的Decel1和Decel2信号(即指示目标减速度增大的信号)、指示目标减速度减小的Can-Decel1和Can-Decel2信号、指示用于控制目标减速度的减速度控制模式(即E模式)的信号、表示空调操作的空调信号、对应于输出轴52的转速的车速信号、表示自动变速器16中液压油温度的AT油液温度信号、表示紧急制动操作的信号、表示脚踏制动器操作的信号。输入到ECU60的信号的其他示例包括表示催化剂温度的催化剂温度信号、表示加速踏板操作量的加速踏板开度信号、凸轮角度信号、表示雪地模式设置的雪地模式设置信号、表示车辆的向前/向后加速度的加速度信号、表示自动巡航行驶的自动巡航信号、表示第一电动发电机MG1的转速NMG1的信号以及表示第二电动发电机MG2的转速NMG2的信号。
此外，还从ECU60输出各种信号。这些信号的示例包括：到节气门致动器用于控制节气门开度的驱动信号、用于调节助力压力的助力压力调节信号、用于操作电动空调的电动空调驱动信号、指示发动机12的点火正时的点火信号、指示电动发电机MG1和MG2的操作的命令信号、用于操作换档指示器的换档手柄位置(即操作位置)表示信号、用于表示传动比的传动比表示信号、用于表示设置了雪地模式的雪地模式表示信号、用于启动防止车轮在制动期间打滑的ABS致动器的ABS启动信号、表示选择了E模式的E模式表示信号、启动液压控制回路中的电磁阀(其用于控制设置在变速器16和锁止离合器Ci中的液压摩擦啮合设备的液压致动器)的阀命令信号、用于启动作为液压控制回路中的液压源的电动液压泵的驱动命令信号、用于驱动电热器的信号和到巡航控制计算机的信号。
由ECU60控制的多个操作模式包括发动机行驶模式、发动机加电动机行驶模式、电动机行驶模式和减速度控制模式。在发动机行驶模式中，锁止离合器Ci被啮合以连接发动机12，并且车辆通过发动机12产生的驱动力而行驶。当没有将发动机12产生的全部动力用来驱动车辆时，例如第一电动机MG1可以被控制来按需要能量回收该动力并将其用来对蓄电池充电。在发动机加电动机行驶模式中，锁止离合器Ci被啮合以连接发动机12，并且车辆通过发动机12和第二电动机MG2两者产生的驱动力而行驶。在电动机行驶模式中，锁止离合器Ci被松开以断开发动机12，并且车辆通过第二电动机MG2产生的驱动力而行驶。例如当蓄电池的荷电状态SOC很低时，发动机12按照需要被操作并且第一电动机MG1被控制来能量回收动力并对蓄电池充电。在减速度控制模式中，锁止离合器Ci被啮合以连接发动机12，并且通过断油停止到发动机12的燃油供应以引起发动机制动，同时第二电动机MG2被控制来产生或者能量回收动力，由此产生预定的动力源制动。与第二电动机MG2一样，第一电动机MG1也可以通过被控制产生或者能量回收动力而被用来调节动力源制动。
图5是驱动系统10的结构的简化剖视图。如图5所示，变速箱14具有利用螺栓(未示出)接合起来的第一箱14a和第二箱14b。第一箱14a容纳第一电动发电机MG1和第二电动发电机MG2等，而第二箱14b容纳飞轮62、传动构件64和阻尼器65等。第二箱14b与发动机12成为一体。
按照从最接近发动机12侧开始的顺序，容纳在第一箱14a中的是第一支撑壁66、第二支撑壁68和第三支撑壁70。这些第一支撑壁66、第二支撑壁68和第三支撑壁70相对于第一箱14a具有承插式构造。就是说，第一支撑壁66和第二支撑壁68的外周表面靠接在第一靠接表面72上，第一靠接表面72形成在第一箱14a的内周表面上并且在轴向上与此内周表面平行。第三支撑壁70的外周表面靠接在第二靠接表面74上，第二靠接表面74在第一箱14a中形成为比第一靠接表面72更靠后，并且与第一靠接表面72一样在轴向上平行，但第二靠接表面74具有比第一靠接表面72小的直径。当没有被螺栓76和78固定到位时，支撑壁66、68和70可以相对于第一箱14a滑动。第一至第三支撑壁66、68和70在径向上的位置通过此承插式结构确定。
第一支撑壁66是大致盘形的构件。另一方面，第二支撑壁68包括：靠接在第一靠接表面72上的外周侧圆筒形部分68a；连接部分68b，其在一端处连接到外周侧圆筒形部分68a在第二电动发电机MG2侧上的端部，并且在径向上向内延伸；和轴部分68c，其连接到连接部分68b的另一端即内周端，并且在与外周侧圆筒形部分68a的延伸方向相反的方向上延伸。此外，第三支撑壁70包括：靠接在第二靠接表面74上的外周侧圆筒形部分70a；连接部分70b，其连接到外周侧圆筒形部分70a的与第一电动发电机MG1侧相反一侧上的端部，并且在径向上向内延伸；和轴部分70c，其连接到连接部分70b的另一端即内周端，并且在与外周侧圆筒形部分70a相同的方向上延伸。
此外，第一箱14a具有在径向方向上的第一径向表面80(其将第一靠接表面72和第二靠接表面74连接起来)、和从第二靠接表面74的另一端向着径向内侧延伸的第二径向表面82。第二支撑壁68在轴向上的位置通过第二支撑壁68靠接在第一径向表面80上来确定。类似地，第三支撑壁70在轴向上的位置通过第三支撑壁70靠接在第二径向表面82上来确定。第一支撑壁66在轴向上的位置通过第一支撑壁66靠接在第二支撑壁68的侧表面上来确定，此侧表面与第二支撑壁68靠接在第一径向表面80上的侧表面相反。通过在轴向上穿过第一支撑壁66和第二支撑壁68的外周侧圆筒形部分68a并且拧入第一箱14a中的螺栓76将第一支撑壁66和第二支撑壁68固定到第一箱14a。类似地，通过在轴向上穿过第三支撑壁70的外周侧圆筒形部分70a并且拧入第一箱14a中的螺栓78将第三支撑壁70固定到第一箱14a。
第一支撑壁66和第二支撑壁68界定出第一容纳室84，而第二支撑壁68、第三支撑壁70和第一箱14a界定出第二容纳室86。第一容纳室84容纳第一电动发电机MG1，而第二容纳室86容纳第三支撑壁70侧的锁止离合器Ci和第二支撑壁68侧的第二电动发电机MG2。用于供应液压油到锁止离合器Ci的油泵可以被用作第三支撑壁70，这与设置另一支撑壁相比能够减少支撑壁的数量。
第一电动发电机MG1的旋转轴22包括转子轴22a和布置在转子轴22a内侧但不与转子轴22a接触的输入轴22b。第一电动发电机MG1的转子88的旋转驱动力经由传动构件64和阻尼器65从转子轴22a输入到输入轴22b，其中传动构件64利用花键90装配到转子轴22a的发动机12侧端部，阻尼器65通过螺栓92与传动构件64成为一体并且利用花键94装配到输入轴22b。
传动构件64和阻尼器65通过螺栓92固定到飞轮62的外周部分。此外，飞轮62在其内周端部通过螺栓98固定到曲轴20。传动构件64、阻尼器65和飞轮62都是容纳在第二箱14b中的构件，而装配到传动构件64的转子轴22a和装配到阻尼器65的输入轴22b容纳在第一箱14a中。传动构件64和转子轴22a利用花键90装配起来，并且阻尼器65和输入轴22b利用花键94装配起来，这便于将第一箱14a组装到第二箱14b。
转子轴22a在一端处经由设置在第一支撑壁66的内周表面处的轴承100被第一支撑壁66支撑，并且在另一端处经由设置在第二支撑壁68的连接部分68b的内周表面处的轴承102被第二支撑壁68支撑。以此方式由第一支撑壁66和第二支撑壁68支撑转子轴22a使第一容纳室84成为封闭空间。结果，一旦转子轴22a被组装好，即使在第一箱14a和第二箱14b接合起来之前也可以防止异物粘附到第一容纳室84内的转子88。此外，在两端支撑转子轴22a的第一支撑壁66和第二支撑壁68在径向上的位置通过第一支撑壁66和第二支撑壁68靠接在第一箱14a的第一靠接表面72上来确定。就是说，第一支撑壁66和第二支撑壁68在径向上的位置参照相同构件的相同表面来确定。所以，与第一支撑壁66和第二支撑壁68在径向上的位置参照不同构件来确定的情况相比，提高了被第一支撑壁66和第二支撑壁68所支撑的转子轴22a的轴向精度。
此外，分别在第一支撑壁66的内周表面和转子轴22a之间以及在第二支撑壁68的连接部分68b的内周表面和转子轴22a之间，与轴承100和102相邻但在相反侧上设置密封构件104和106。这些密封构件104和106密封第一容纳室84。在图5中，轴承100和密封构件104是分立的构件，轴承102和密封构件106也一样。但是，作为替代，轴承100和密封构件104可以集成起来，并且轴承102和密封构件106也可以类似于此。
输入轴22b延伸穿过转子轴22a和第二支撑壁68的轴部分68c。此输入轴22b经由一对轴承108和110被第二支撑壁68支撑，该对轴承之一设置在第二支撑壁68的轴部分68c在轴向上的一侧附近，而另一个设置在第二支撑壁68的轴部分68c在轴向上的另一侧附近。此外，密封构件112向着轴承108的发动机12侧设置在输入轴22b和第二支撑壁68的轴部分68c之间，轴承108是该对轴承108和110中位于发动机12侧的轴承。此密封构件112密封第二容纳室86。
这样，第一容纳室84和第二容纳室86是密封空间，因此即使水进入第一箱14a和第二箱14b之间，作为电气部件的第一电动发电机MG1和第二电动发电机MG2也不会变湿。
第二电动发电机MG2的转子轴32在两端处经由布置在第二支撑壁68的轴部分68c的外周表面处的一对轴承114和116被该轴部分68c支撑。这样，第二支撑壁68支撑第一电动发电机MG1的输入轴22b和转子轴22a的一端部分两者，与分别设置支撑壁来支撑这些轴32、22a和22b的情况相比这减少了支撑壁的数量。
离合器鼓28固定到转子轴32的一端。离合器鼓28的凸缘部分28a的内周端通过花键118装配到锁止离合器Ci的输出轴38。滚针轴承120设置在输出轴38和第三支撑壁70的轴部分70c之间。
根据上述示例性实施例，第二电动发电机MG2和锁止离合器Ci设置在发动机12的曲轴20所在的第一轴线L1上。此外，在轴向上具有很长尺寸的自动变速器16设置在不同于第一轴线L1的第二轴线L2上，并且第一轴线L1上的发动机12和锁止离合器Ci被布置为平行于第二轴线L2上的自动变速器16。结果，能够缩短车用驱动系统10在横向方向上的尺寸(即轴向上的尺寸)。
此外，第一电动发电机MG1也布置在与在轴向上很长的自动变速器16的轴不同轴的第一轴线L1上。结果，能够缩短车用驱动系统10在横向方向上的尺寸(即轴向上的尺寸)。
此外根据此示例性实施例，发动机12、锁止离合器Ci和反转齿轮组18按此顺序从动力传动路径的上游侧开始布置。结果，动力传动路径仅在反转齿轮组18处折回一次，导致良好的动力传动。
此外根据此示例性实施例，反转齿轮组18被用作动力传动装置，因此不需要使第二轴线L2的旋转反向的第三轴线(例如当带被用作动力传动装置时)。结果，能够减少轴的总数量，这能够缩短车用驱动系统10在纵向方向上(即径向上)的尺寸。
接着，将说明本发明的第二示例性实施例。在以下说明中，第二示例性实施例中与第一示例性实施例中相同的构件用相同的标号和字符表示，并且省略其说明。
图6是根据本发明第二示例性实施例的车用驱动系统(以下简称为“驱动系统”)130的结构概要图。驱动系统130和第一示例性实施例的驱动系统10的唯一区别是第二电动发电机MG2和锁止离合器Ci的位置被颠倒了。就是说，在根据第二示例性实施例的驱动系统130中，从动力传动路径的上游侧开始第一轴线L1上的部件顺序如下：发动机12、第一电动发电机MG1、锁止离合器Ci、第二电动发电机MG2和反转齿轮组18的驱动齿轮34。
锁止离合器Ci的输出轴38和第二电动发电机MG2的转子轴32以其不能够相对于彼此旋转的方式连接起来。反转齿轮组18的驱动齿轮34设置在转子轴32上以不能够相对于转子轴32旋转。
因此，因为根据第二示例性实施例的驱动系统130与根据第一示例性实施例的驱动系统10的不同仅在于第二电动发电机MG2和锁止离合器Ci的位置被颠倒了，所以第二示例性实施例可以获得第一示例性实施例获得的优点，即可以缩短驱动系统130在横向方向上(即在轴向上)的尺寸，可以实现良好的动力传动，并可以缩短驱动系统130在纵向方向上(即在径向上)的尺寸。正如美国专利申请文献No.2003/0127262A1所公开的那样，将锁止离合器Ci布置在第二电动发电机MG2的定子的内周侧上能够进一步缩短在横向方向(即轴向)上的尺寸。
接着，将说明本发明的第三示例性实施例。图7是根据本发明第三示例性实施例的车用驱动系统(以下简称为“驱动系统”)140的结构概要图。驱动系统140和第一示例性实施例的驱动系统10的区别在于锁止离合器Ci、驱动齿轮34和第二电动发电机MG2在第一轴线L1上的位置关系不同。就是说，在根据第三示例性实施例的驱动系统140中，从发动机12侧开始第一轴线L1上的部件顺序如下：发动机12、第一电动发电机MG1、锁止离合器Ci、驱动齿轮34和第二电动发电机MG2。所以，在此示例性实施例中，是第二电动发电机MG2被设置在第一轴线L1上与发动机12相反的一端处。
锁止离合器Ci的输出轴38和第二电动发电机MG2的转子轴32以其不能够相对于彼此旋转的方式连接起来。驱动齿轮34设置在转子轴32或者输出轴38上以不能够相对其旋转。
如上所述，根据此示例性实施例，是第二电动发电机MG2被设置在第一轴线L1上与发动机12相反的一端处，因此驱动齿轮34比其在第一和第二示例性实施例中定位得更接近发动机12侧。同时，与第一和第二示例性实施例中相同的自动变速器16在反转齿轮组18的与自动变速器16在第一和第二示例性实施例中所在侧相同的一侧上布置在第二轴线L2上。所以，根据此示例性实施例，布置在第一轴线L1上的第一电动发电机MG1和第二电动发电机MG2在轴向上相对于第二轴线L2上的第一制动器B1和第二制动器B2偏移。电动发电机MG1和MG2以及制动器B1和B2都是具有大径向尺寸的元件。所以使这些元件在轴向上偏移能够进一步缩短驱动系统140在径向(即纵向)上的尺寸。
此外，正如在根据第一示例性实施例的驱动系统10中一样，根据此示例性实施例的驱动系统140使第一电动发电机MG1、第二电动发电机MG2和锁止离合器Ci布置在发动机12的曲轴20所在的第一轴线L1上。此外，具有大径向尺寸的自动变速器16布置在与第一电动发电机MG1、第二电动发电机MG2和锁止离合器Ci所在的第一轴线L1不同的第二轴线L2上。此外，第一轴线L1上的发动机12和锁止离合器Ci平行于第二轴线L2上的自动变速器16。由于此结构，能够缩短车用驱动系统140在横向方向(即轴向)上的尺寸。此外，反转齿轮组18被用作动力传动装置，因此能够减少轴的总数。结果，能够缩短车用驱动系统140在纵向方向上(即径向上)的尺寸。
接着，将说明本发明的第四示例性实施例。图8是根据本发明第四示例性实施例的车用驱动系统(以下简称为“驱动系统”)150的结构概要图。驱动系统150和第三示例性实施例的驱动系统140的区别仅在于：在第三示例性实施例中第二电动发电机MG2布置在第一轴线L1上与发动机12相反的一端处，而在第四示例性实施例中第二电动发电机MG2布置在第二轴线L2上与驱动小齿轮54相反的一端处。
就是说，在根据第四示例性实施例的驱动系统150中，仅发动机12、第一电动发电机MG1、锁止离合器Ci和驱动齿轮34按此顺序从发动机12侧开始布置在第一轴线L1上，这使得第一轴线L1上的结构极其简单。另一方面，第二电动发电机MG2、从动齿轮36、自动变速器16和驱动小齿轮54按此顺序布置在第二轴线L2上。第二电动发电机MG2的转子轴32和自动变速器16的输入轴40连接起来以不能够相对于彼此旋转，并且从动齿轮36设置在转子轴32或者输入轴40上以不能够相对其旋转。
在驱动系统150中，到反转齿轮组18的发动机12侧的结构与根据第三示例性实施例的驱动系统140相同，其中第一轴线L1上的第一电动发电机MG1在轴向上相对于第二轴线L2上的第一制动器B1和第二制动器B2偏移。布置在第二轴线L2上的第二电动发电机MG2也在轴向上相对于第一轴线L1上的第一电动发电机MG1的位置偏移。所以，此示例性实施例也能够缩短驱动系统150的纵向尺寸。
此外，在根据此示例性实施例的驱动系统150中，第一电动发电机MG1和锁止离合器Ci布置在发动机12的曲轴20所在的第一轴线L1上。此外，具有大径向尺寸的自动变速器16布置在与第一电动发电机MG1和锁止离合器Ci所在的第一轴线L1不同的第二轴线L2上。此外，第一轴线L1上的发动机12和锁止离合器Ci平行于第二轴线L2上的自动变速器16。由于此结构，能够缩短驱动系统150在横向方向(即轴向)上的尺寸。此外，反转齿轮组18被用作动力传动装置，因此能够减少轴的总数。结果，能够缩短驱动系统150在纵向方向上(即径向上)的尺寸。
虽然这里已经参照具体实施例说明了本发明，但其中的许多修改和变化对本领域技术人员都是容易想到的。所以，所有这样的变化和修改都包括在本发明的预期范围内。

Claims (11)

1.一种车用驱动系统，包括发动机(12)、第一电动机(MG1)、第二电动机(MG2)、变速器(16)和离合器(Ci)，其特征在于：
所述第二电动机(MG2)布置在所述发动机(12)的输出轴(20)所在的第一轴线(L1)上；
所述变速器(16)布置在与所述第一轴线(L1)平行的第二轴线(L2)上，所述第一轴线(L1)上的动力可通过传动装置(18)传递到所述变速器(16)的输入轴(40)；并且
所述离合器(Ci)布置在所述第一轴线上以选择性地将所述第二电动机(MG2)和所述变速器(16)连接到所述发动机(12)及从所述发动机(12)断开，所述变速器(16)布置为平行于所述发动机(12)和所述离合器(Ci)。
2.根据权利要求1所述的车用驱动系统，其中所述第一电动机(MG1)布置在所述第一轴线(L1)上。
3.根据权利要求2所述的车用驱动系统，其中所述离合器(Ci)布置在所述第一电动机(MG1)和所述第二电动机(MG2)的与所述发动机(12)侧相反的一侧上。
4.根据权利要求2所述的车用驱动系统，其中所述离合器(Ci)布置在所述第一电动机(MG1)和所述第二电动机(MG2)之间。
5.根据权利要求1所述的车用驱动系统，其中所述动力传动装置(18)布置在所述离合器(Ci)和所述第二电动机(MG2)之间。
6.一种车用驱动系统，包括发动机(12)、第一电动机(MG1)、第二电动机(MG2)、变速器(16)和离合器(Ci)，其特征在于：
所述第二电动机(MG2)布置在与所述发动机(12)的输出轴(20)所在的第一轴线(L1)平行的第二轴线(L2)上；
所述变速器(16)布置在所述第二轴线(L2)上，所述第一轴线(L1)上的动力可通过布置在所述第二电动机(MG2)和所述变速器(16)之间的传动装置(18)传递到所述变速器(16)的输入轴(40)；并且
所述离合器(Ci)布置在所述第一轴线上并可以选择性地将所述第二电动机(MG2)和所述变速器(16)连接到所述发动机(12)及从所述发动机(12)断开，所述变速器(16)布置为平行于所述发动机(12)和所述离合器(Ci)。
7.根据权利要求6所述的车用驱动系统，其中所述第一电动机(MG1)布置在所述第一轴线(L1)上。
8.根据权利要求1至5中任一项所述的车用驱动系统，其中所述变速器(16)包括行星齿轮组(42、46、48)和选择性地停止所述行星齿轮组(42、46、48)的旋转元件的旋转的制动器(B1、B2)，并且其中所述第二电动机(MG2)和所述制动器(B1、B2)布置为在轴向上彼此偏移。
9.根据权利要求2、3、4和7中任一项所述的车用驱动系统，其中所述变速器(16)包括行星齿轮组(42、46、48)和选择性地停止所述行星齿轮组(42、46、48)的旋转元件的旋转的制动器(B1、B2)，并且其中所述第一电动机(MG1)和所述制动器(B1、B2)布置为在轴向上彼此偏移。
10.根据权利要求1至7中任一项所述的车用驱动系统，其中所述动力传动装置(18)布置在所述离合器(Ci)的与所述发动机(12)侧相反的一侧上。
11.根据权利要求1至7中任一项所述的车用驱动系统，其中所述动力传动装置(18)是齿轮组(18)。
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