JP2000016101A - Hybrid vehicle - Google Patents
Hybrid vehicleInfo
- Publication number
- JP2000016101A JP2000016101A JP10183897A JP18389798A JP2000016101A JP 2000016101 A JP2000016101 A JP 2000016101A JP 10183897 A JP10183897 A JP 10183897A JP 18389798 A JP18389798 A JP 18389798A JP 2000016101 A JP2000016101 A JP 2000016101A
- Authority
- JP
- Japan
- Prior art keywords
- generator
- internal combustion
- combustion engine
- carrier
- planetary gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
Landscapes
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Structure Of Transmissions (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、内燃機関の駆動力
を動力分割手段を介して発電機および駆動輪に伝達する
とともに、発電機で発電した電力を電動機に供給して駆
動輪を駆動するハイブリッド車両に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for transmitting a driving force of an internal combustion engine to a generator and driving wheels via a power splitting means, and for supplying power generated by the generator to an electric motor to drive the driving wheels. Related to hybrid vehicles.
【０００２】[0002]
【従来の技術】かかるハイブリッド車両は、例えば特開
平９−１７５２０３号公報により既に知られている。上
記ハイブリッド車両は動力分割手段に遊星歯車機構を用
いたもので、プラネタリキャリヤが内燃機関に接続さ
れ、サンギヤが発電機に接続され、リングギヤが駆動輪
に接続されている。そして内燃機関の回転を駆動輪に伝
達して走行するとともに、内燃機関の回転を発電機に伝
達して発電を行い、その発電電力を電動機に供給して駆
動輪を駆動するようになっている。2. Description of the Related Art Such a hybrid vehicle is already known, for example, from Japanese Patent Application Laid-Open No. Hei 9-175203. The hybrid vehicle uses a planetary gear mechanism as a power split device. A planetary carrier is connected to an internal combustion engine, a sun gear is connected to a generator, and a ring gear is connected to drive wheels. In addition to transmitting the rotation of the internal combustion engine to the drive wheels to travel, the rotation of the internal combustion engine is transmitted to the generator to generate power, and the generated power is supplied to the electric motor to drive the drive wheels. .
【０００３】[0003]
【発明が解決しようとする課題】ところで上記従来のも
のは、遊星歯車機構に接続された発電機の負荷（つまり
発電機の発電電力）を変化させることにより、内燃機関
の駆動力が発電機および駆動輪に配分される配分比率を
制御するとともに、内燃機関から駆動輪に伝達される駆
動力の変速比を制御するようになっている。しかしなが
ら、前記変速比の幅を充分に確保しようとすると、大負
荷を吸収可能な大型の発電機が必要になってコストや重
量が嵩むだけでなく、実用域での発電機の効率が低下す
る問題がある。By the way, in the above-mentioned prior art, the driving force of the internal combustion engine is changed by changing the load of the generator connected to the planetary gear mechanism (that is, the power generated by the generator). In addition to controlling the distribution ratio distributed to the driving wheels, the transmission gear ratio of the driving force transmitted from the internal combustion engine to the driving wheels is controlled. However, in order to sufficiently secure the width of the gear ratio, a large generator capable of absorbing a large load is required, which not only increases the cost and weight but also lowers the efficiency of the generator in a practical range. There's a problem.
【０００４】これを回避すべく、内燃機関および発電機
を小型化するとともに電動機を大型化し、前記電動機を
主たる駆動源として駆動輪を駆動して見かけ上の変速比
を大きく確保することが考えられるが、このように電動
機を大型化するとキャパシタやバッテリの残容量によっ
ては電動機が充分な出力を連続して発生できなくなる可
能性がある。In order to avoid this, it is conceivable to reduce the size of the internal combustion engine and the generator and increase the size of the electric motor, and drive the driving wheels using the electric motor as a main drive source to secure a large apparent gear ratio. However, when the size of the motor is increased, the motor may not be able to continuously generate a sufficient output depending on the remaining capacity of the capacitor and the battery.
【０００５】本発明は前述の事情に鑑みてなされたもの
で、内燃機関の駆動力を動力分割手段を介して発電機お
よび駆動輪に伝達するとともに、発電機で発電した電力
を電動機に供給して駆動輪を駆動するハイブリッド車両
において、発電機や電動機を大型化することなく、充分
な幅の変速比を確保できるようにすることを目的とす
る。The present invention has been made in view of the above circumstances, and transmits the driving force of an internal combustion engine to a generator and driving wheels via power split means, and supplies the electric power generated by the generator to the electric motor. It is an object of the present invention to provide a hybrid vehicle that drives a driving wheel with a sufficient width without increasing the size of a generator or an electric motor.
【０００６】[0006]
【課題を解決するための手段】前記目的を達成するため
に、請求項１に記載された発明は、内燃機関の出力を動
力分割手段で２分割して駆動輪に接続された出力軸およ
び発電機を駆動するとともに、発電機で発電した電力で
駆動輪に接続された電動機を駆動するハイブリッド車両
において、前記動力分割手段を複数個の遊星歯車機構を
直列に接続して構成したことを特徴とする。In order to achieve the above object, according to the first aspect of the present invention, an output shaft connected to driving wheels by dividing an output of an internal combustion engine into two by a power splitting means, and a power generator. A hybrid vehicle that drives a motor and drives an electric motor connected to driving wheels with electric power generated by a generator, wherein the power splitting means is configured by connecting a plurality of planetary gear mechanisms in series. I do.
【０００７】上記構成によれば、動力分割手段を複数個
の遊星歯車機構を直列に接続して構成したので、複数個
の遊星歯車機構を種々の態様で作動させて内燃機関の駆
動力を駆動輪に伝達する動力伝達経路の選択自由度を増
加させ、選択可能な変速比の幅を充分に確保することが
できる。According to the above configuration, since the power split means is constituted by connecting a plurality of planetary gear mechanisms in series, the driving force of the internal combustion engine is driven by operating the plurality of planetary gear mechanisms in various modes. The degree of freedom in selecting the power transmission path to be transmitted to the wheels can be increased, and the range of selectable gear ratios can be sufficiently ensured.
【０００８】尚、第１実施例では前輪ＷFL，ＷFRだけが
駆動輪となり、第２実施例では前輪ＷFL，ＷFRおよび後
輪ＷRL，ＷRRの両方が駆動輪となる。In the first embodiment, only the front wheels W FL and W FR are the driving wheels, and in the second embodiment, both the front wheels W FL and W FR and the rear wheels W RL and W RR are the driving wheels.
【０００９】また請求項２に記載された発明は、請求項
１の構成に加えて、前記動力分割手段は第１遊星歯車機
構および第２遊星歯車機構からなり、第１遊星歯車機構
は、リングギヤが内燃機関に接続され、サンギヤが出力
軸に接続され、キャリアが第１ブレーキを介して固定部
に結合可能であり、第２遊星歯車機構は、キャリアが第
１遊星歯車機構のキャリアと共用され、サンギヤが発電
機に接続されるとともに第２ブレーキを介して固定部に
結合可能であり、かつキャリアおよび出力軸がロックア
ップクラッチで結合可能であることを特徴とする。According to a second aspect of the present invention, in addition to the configuration of the first aspect, the power split means includes a first planetary gear mechanism and a second planetary gear mechanism, and the first planetary gear mechanism includes a ring gear. Is connected to the internal combustion engine, the sun gear is connected to the output shaft, the carrier can be coupled to the fixed portion via the first brake, and the second planetary gear mechanism has the carrier shared with the carrier of the first planetary gear mechanism. The sun gear is connected to the generator, can be connected to the fixed portion via the second brake, and the carrier and the output shaft can be connected by a lock-up clutch.
【００１０】上記構成によれば、第１、第２ブレーキお
よびロックアップクラッチを締結解除すれば、発電機の
負荷を調整することにより内燃機関の駆動力を任意の変
速比で駆動輪および発電機に配分することができる。ロ
ックアップクラッチだけを締結すれば、内燃機関を出力
軸に直結して駆動輪を変速比１で駆動することができ、
第２ブレーキだけを締結すれば変速比１未満のドーバー
ドライブ状態を実現することができる。第１ブレーキだ
けを締結して発電機を逆回転させれば、前記第２ブレー
キだけを締結した場合に比べて変速比を更に低下させる
ことができる。内燃機関を停止させて発電機を逆回転さ
せれば、駆動輪を逆回転させて後進変速段を確立するこ
とができる。According to the above configuration, when the first and second brakes and the lock-up clutch are disengaged, the driving force of the internal combustion engine can be adjusted at an arbitrary speed ratio by adjusting the load on the generator. Can be distributed to If only the lock-up clutch is engaged, the internal combustion engine can be directly connected to the output shaft to drive the drive wheels at the gear ratio of 1,
If only the second brake is engaged, a Dover drive state with a gear ratio of less than 1 can be realized. If only the first brake is engaged and the generator is rotated in the reverse direction, the gear ratio can be further reduced as compared with the case where only the second brake is engaged. If the internal combustion engine is stopped and the generator is rotated in the reverse direction, the drive wheels can be rotated in the reverse direction to establish the reverse gear.
【００１１】また請求項３に記載された発明は、請求項
１の構成に加えて、内燃機関で駆動される駆動輪が前輪
であり、電動機で駆動される駆動輪が後輪であることを
特徴とする。According to a third aspect of the present invention, in addition to the configuration of the first aspect, the driving wheels driven by the internal combustion engine are front wheels, and the driving wheels driven by the electric motor are rear wheels. Features.
【００１２】上記構成によれば、内燃機関で前輪を駆動
し、かつ電動機で後輪を駆動することにより四輪駆動を
可能にして不整地等の走破性を高めることができる。According to the above configuration, the front wheels are driven by the internal combustion engine and the rear wheels are driven by the electric motor, thereby enabling four-wheel drive and improving the running performance on uneven terrain and the like.
【００１３】[0013]
【発明の実施の形態】以下、本発明の実施の形態を、添
付図面に示した本発明の実施例に基づいて説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.
【００１４】図１〜図３は本発明の第１実施例を示すも
ので、図１はハイブリッド車両の全体構成図、図２は図
１の要部拡大図、図３は動力分割手段の作用を説明する
速度線図である。FIGS. 1 to 3 show a first embodiment of the present invention. FIG. 1 is an overall configuration diagram of a hybrid vehicle, FIG. 2 is an enlarged view of a main part of FIG. 1, and FIG. FIG. 4 is a velocity diagram for explaining the following.
【００１５】図１に示すように、前輪駆動のハイブリッ
ド車両Ｖは駆動輪たる左右の前輪Ｗ FL，ＷFRと従動輪た
る左右の後輪ＷRL，ＷRRとを備えており、内燃機関Ｅと
左右の前輪ＷFL，ＷFRとの間に、動力分割手段Ｐおよび
発電機ＧＭを含む変速機Ｔと、左右の電動機ＧＭL ，Ｇ
ＭR とが配置される。エンジンＥの駆動力は動力分割手
段Ｐにより２分割され、その一方で前輪ＷFL，ＷFRを駆
動するとともに、その他方で発電機ＧＭを駆動する。ま
た左右の電動機ＧＭL ，ＧＭR は、それぞれ左右の前輪
ＷFL，ＷFRを個別に駆動する。発電機ＧＭは発電電動機
から構成されていて電動機としての機能も兼ね備えてお
り、また電動機ＧＭL ，ＧＭR は発電電動機から構成さ
れていて発電機としの機能も兼ね備えている。発電機Ｇ
Ｍおよび電動機ＧＭL ，ＧＭR は、蓄電手段としてのキ
ャパシタＣＡにインバータよりなるパワードライブユニ
ットＵを介して接続される。パワードライブユニットＵ
は、図示せぬ電子制御ユニットからの指令で発電機ＧＭ
および電動機ＧＭL ，ＧＭ R の駆動および回生を制御す
る。As shown in FIG. 1, a front-wheel drive hybrid
Vehicle V has left and right front wheels W as driving wheels. FL, WFRAnd the driven wheels
Left and right rear wheels WRL, WRRAnd the internal combustion engine E and
Left and right front wheels WFL, WFRBetween the power split means P and
A transmission T including a generator GM, and a left and right electric motor GML, G
MRAre arranged. The driving force of engine E is a power splitter
It is divided into two parts by the step P, while the front wheels WFL, WFRDrive
And the other side drives the generator GM. Ma
Left and right electric motor GML, GMRAre the left and right front wheels
WFL, WFRAre individually driven. Generator GM is a generator motor
And also has the function of an electric motor.
GML, GMRConsists of a generator motor
It also has the function of a generator. Generator G
M and motor GML, GMRIs a key
Power drive unit consisting of inverter for CA
The connection is made via a unit U. Power drive unit U
Is a generator GM according to a command from an electronic control unit (not shown).
And motor GML, GM RControl the drive and regeneration of
You.
【００１６】図２を併せて参照すると明らかなように、
動力分割手段Ｐは第１遊星歯車機構Ｐ1 および第２遊星
歯車機構Ｐ2 を直列に接続して構成される。第１遊星歯
車機構Ｐ1 はキャリアＣと、キャリアＣに回転自在に支
持された複数のプラネタリギヤｐ1 …と、プラネタリギ
ヤｐ1 …に噛合するリングギヤＲと、プラネタリギヤｐ
1 …に噛合するサンギヤＳ1 とを備えており、リングギ
ヤＲは内燃機関Ｅのクランク軸１に直結された動力分割
手段Ｐの入力軸２に固定され、サンギヤＳ1 は動力分割
手段Ｐの出力軸３に固定される。第２遊星歯車機構Ｐ2
はキャリアＣと、キャリアＣに回転自在に支持された複
数のプラネタリギヤｐ2 …と、プラネタリギヤｐ2 …に
噛合するサンギヤＳ2 とを備えており、キャリアＣは前
記第１遊星歯車機構Ｐ1 のキャリアＣと共用され、サン
ギヤＳ2 は発電機ＧＭに接続される。Referring to FIG. 2 together, it is apparent that
Power dividing means P is configured by connecting the first planetary gear mechanism P 1 and the second planetary gear mechanism P 2 in series. The first planetary gear mechanism P 1 includes a carrier C, a plurality of planetary gears p 1 ... Rotatably supported by the carrier C, a ring gear R meshing with the planetary gears p 1, and a planetary gear p.
1 ... includes a sun gear S 1 that meshes with the ring gear R is fixed to the input shaft 2 of the power dividing means P connected directly to the crankshaft 1 of an internal combustion engine E, the sun gear S 1 is output of the power dividing means P It is fixed to the shaft 3. 2nd planetary gear mechanism P 2
And the carrier C includes a plurality of planetary gears p 2 ... rotatably supported by the carrier C, and a sun gear S 2 to mesh with the planetary gears p 2 ..., carrier C of the first planetary gear mechanism P 1 shared with the carrier C, the sun gear S 2 is connected to the generator GM.
【００１７】動力分割手段Ｐの出力軸３に設けた第１リ
ダクションギヤ４が中間軸５に設けた第２リダクション
ギヤ６に噛合し、中間軸５に設けたファイナルドライブ
ギヤ７がディファレンシャル８に設けたファイナルドリ
ブンギヤ９に噛合する。The first reduction gear 4 provided on the output shaft 3 of the power split device P meshes with the second reduction gear 6 provided on the intermediate shaft 5, and the final drive gear 7 provided on the intermediate shaft 5 is provided on the differential 8. With the final driven gear 9.
【００１８】動力分割手段ＰのキャリアＣは第１ブレー
キＢ1 を介して変速機Ｔのケーシング１０に結合可能で
あり、発電ＧＭのロータは第２ブレーキＢ2 を介して変
速機Ｔのケーシング１０に結合可能であり、前記キャリ
アＣはロックアップクラッチＬを介して出力軸３に結合
可能である。第１、第２ブレーキＢ1 ，Ｂ2 およびロッ
クアップクラッチＬの作動は電子制御ユニットにより制
御される。更に、内燃機関Ｅのクランク軸１および動力
分割手段Ｐの入力軸２間に二方向クラッチ１１が設けら
れる。二方向クラッチ１１は、内燃機関Ｅの駆動力を動
力分割手段Ｐ側に伝達することが可能であり、かつ動力
分割手段ＰのリングギヤＲの正転および逆転が何れも内
燃機関Ｅ側に逆伝達されないようにするものである。The carrier C of the power splitting means P can be connected to the casing 10 of the transmission T via the first brake B 1 , and the rotor of the power generation GM is connected to the casing 10 of the transmission T via the second brake B 2. , And the carrier C can be connected to the output shaft 3 via a lock-up clutch L. The operations of the first and second brakes B 1 and B 2 and the lock-up clutch L are controlled by an electronic control unit. Further, a two-way clutch 11 is provided between the crankshaft 1 of the internal combustion engine E and the input shaft 2 of the power split device P. The two-way clutch 11 is capable of transmitting the driving force of the internal combustion engine E to the power split means P side, and both the forward rotation and the reverse rotation of the ring gear R of the power split means P are reversely transmitted to the internal combustion engine E side. It is something that will not be done.
【００１９】次に、前述の構成を備えた本発明の実施例
の作用を図３の速度線図を参照しながら説明する。Next, the operation of the embodiment of the present invention having the above configuration will be described with reference to the velocity diagram of FIG.
【００２０】無段変速制御時 ロックアップクラッチＬ、第１ブレーキＢ1 および第２
ブレーキＢ2 を全て締結解除して内燃機関Ｅを駆動すれ
ば、発電機ＧＭの負荷（発電電力）の大小に応じて内燃
機関Ｅから前輪ＷFL、ＷFRの伝達される駆動力の大きさ
および変速比を任意に制御することができる。このと
き、発電機ＧＭが発電した電力でキャパシタＣＡの充電
が行われるとともに、左右の電動機ＧＭL ，ＧＭR を駆
動して内燃機関Ｅの駆動力をアシストすることができ
る。左右の電動機ＧＭL ，ＧＭR の駆動力に差を持たせ
ることにより、車両のヨーモーメントを制御して旋回性
能や直進安定性能を高めることができる。この場合、左
右の第２発電電動機ＧＭL ，ＧＭR の一方を駆動して他
方を回生することも可能である。The continuously variable transmission control when the lock-up clutch L, the first brake B 1 and the second
By driving all unfastening to the internal combustion engine E of the brake B 2, generator load in accordance with the magnitude the magnitude of the transmitted the driving force of the front wheels W FL, W FR from the internal combustion engine E (power generation) of GM And the gear ratio can be arbitrarily controlled. At this time, the charging of the capacitor CA is performed with the power generator GM has power generation, it is possible to assist the driving force of the internal combustion engine E left and right motor GM L, the GM R drives. Left and right electric motor GM L, by providing a difference in driving force of GM R, by controlling the yaw moment of the vehicle can be enhanced turning performance and straight running stability. In this case, the left and right second motor generator GM L, can be regenerated and the other by driving one of the GM R.
【００２１】差動制限による中速固定レシオ ロックアップクラッチＬだけを締結するとキャリアＣお
よびサンギヤＳ1 が一体化されて動力分割手段Ｐの第
１、第２遊星歯車機構Ｐ1 ，Ｐ2 が差動制限された状態
となり、入力軸２および出力軸３が一体化されて動力分
割手段Ｐの変速比は１になる。従って、内燃機関Ｅの駆
動力で急発進や急加速を行うことができ、同時に左右の
電動機ＧＭL ，ＧＭR を駆動して内燃機関Ｅをアシスト
すれば、更なる急発進や急加速が可能となる。またクル
ーズ時には左右の電動機ＧＭL ，ＧＭR を停止させて内
燃機関Ｅだけで走行を行い、このとき発電機ＧＭは空転
状態にして発電を中止するか、発電機ＧＭに若干の発電
を行わせて補機駆動用の１２ボルトバッテリを充電す
る。When only the medium speed fixed ratio lock-up clutch L due to the differential limitation is engaged, the carrier C and the sun gear S 1 are integrated, and the first and second planetary gear mechanisms P 1 and P 2 of the power splitting means P are connected to each other. In this state, the input shaft 2 and the output shaft 3 are integrated, and the speed ratio of the power split device P becomes 1. Therefore, it is possible to perform sudden acceleration or sudden acceleration by the driving force of the internal combustion engine E, at the same time the left and right motor GM L, if the assist an internal combustion engine E to drive the GM R, can be abrupt start and abrupt acceleration further Becomes Also performed traveling only in the internal combustion engine E by stopping the left and right motor GM L, GM R at the time of the cruise, the generator GM this time or to stop power generation in the idle state, to perform some of the power to the generator GM To charge a 12 volt battery for driving auxiliary equipment.
【００２２】発電機固定による第１のＯＤ固定レシオ 第２ブレーキＢ2 だけを締結して発電機ＧＭをケーシン
グ１０に回転不能に固定すると、内燃機関Ｅの回転は増
速されて出力軸３に伝達されるようになる。これにより
変速比が１未満の第１のオーバードライブ状態が実現さ
れ、高速クルーズ時に燃料消費量を更に削減することが
できる。[0022] entered into only the generator first OD fixed ratio second brake B 2 with a fixed non-rotatably fix the generator GM to the casing 10, rotation of the internal combustion engine E to the output shaft 3 is accelerated Be transmitted. As a result, the first overdrive state in which the speed ratio is less than 1 is realized, and the fuel consumption can be further reduced during high-speed cruise.
【００２３】キャリア固定による第２のＯＤ固定レシ
オ 第１ブレーキＢ1 だけを締結して動力分割手段Ｐのキャ
リアＣをケーシング１０に回転不能に固定し、かつキャ
パシタＣＡの電力によって発電機ＧＭを電動機として逆
転駆動すると、内燃機関Ｅの回転は更に増速されて出力
軸３に伝達されるようになり、前記のおける第１のオ
ーバードライブ状態よりも更に変速比が小さい第２のオ
ーバードライブ状態が実現される。[0023] Second OD fixing resistor by carrier fixing
When entered into only Oh first brake B 1 the carrier C of the power split means P and non-rotatably fixed to the casing 10, and reverse drive the generator GM as a motor by electric power of the capacitor CA, the rotation of the internal combustion engine E The speed is further increased and transmitted to the output shaft 3, and the second overdrive state in which the gear ratio is smaller than the first overdrive state described above is realized.
【００２４】後進時 後進時には内燃機関Ｅを停止させた状態で、キャパシタ
ＣＡの電力によって発電機ＧＭを電動機として正転駆動
すれば良い。[0024] In a state of stopping the internal combustion engine E at the time of backward during reverse travel, it may be driven forward the generator GM as a motor by electric power of the capacitor CA.
【００２５】尚、減速時には前輪ＷFL，ＷFRから逆伝達
される駆動力で左右の電動機ＧＭL，ＧＭR の駆動して
発電機として機能させ、その回生起電力でキャパシタＣ
Ａを充電する。このとき、ロックアップクラッチＬある
いは第１ブレーキＢ1 を締結して発電機ＧＭを回生制動
し、その回生起電力でキャパシタＣＡを充電することも
可能である。[0025] Incidentally, the front wheel W FL is during deceleration, W FR left and right electric motors driving force reversely transmitted from the GM L, to function as a generator to drive the GM R, a capacitor C in its regenerative electromotive force
Charge A. At this time, we enter into a lock-up clutch L or the first brake B 1 the generator GM to regenerative braking, it is possible to charge the capacitor CA with its regenerative electromotive force.
【００２６】次に、図４および図５に基づいて本発明の
第２実施例を説明する。Next, a second embodiment of the present invention will be described with reference to FIGS.
【００２７】上述した第１実施例のハイブリッド車両Ｖ
は、左右の電動機ＧＭL ，ＧＭR がそれぞれ左右の前輪
ＷFL，ＷFRを駆動しているのに対し、第２実施例のハイ
ブリッド車両Ｖは、左右の電動機ＧＭL ，ＧＭR がそれ
ぞれ左右の後輪ＷRL，ＷRRを駆動しており、従って前輪
ＷFL，ＷFRおよび後輪ＷRL，ＷRRは何れも駆動輪となっ
て四輪駆動が可能になる。左右の電動機ＧＭL ，ＧＭR
と左右の後輪ＷRL，Ｗ RRとの間には、それぞれ遊星歯車
機構を用いた減速機１２L ，１２R が配置される。The hybrid vehicle V of the first embodiment described above.
Is the left and right electric motor GML, GMRAre left and right front wheels respectively
WFL, WFRIs driven, whereas the high
The bridging vehicle V includes left and right electric motors GML, GMRBut it
Left and right rear wheels WRL, WRRDriving the front wheel
WFL, WFRAnd rear wheel WRL, WRRAre both drive wheels
Four-wheel drive becomes possible. Left and right electric motor GML, GMR
And left and right rear wheels WRL, W RRBetween the planetary gears
Reducer 12 using mechanismL, 12RIs arranged.
【００２８】而して、この第２実施例によっても、発電
機ＧＭの負荷を調整して動力分割手段Ｐの差動量を変化
させ、内燃機関Ｅから前輪ＷFL，ＷFRに伝達される駆動
力の大きさおよび変速比を制御することに加えて、ロッ
クアップクラッチＬ、第１ブレーキＢ1 および第２ブレ
ーキＢ2 を締結することにより、発電機ＧＭの容量を必
要以上に増加させることなく広範囲な変速比を確保する
ことができる。しかも、内燃機関Ｅで左右の前輪ＷFL，
ＷFRを駆動し、左右の電動機ＧＭL ，ＧＭR で左右の後
輪ＷRL，ＷRRを駆動するので、四輪駆動を可能にして不
整地等における走破性を高めることができる。Thus, also in the second embodiment, the load of the generator GM is adjusted to change the differential amount of the power splitting means P, and is transmitted from the internal combustion engine E to the front wheels W FL and W FR. in addition to controlling the size and the speed ratio of the driving force, the lock-up clutch L, by first fastening the brake B 1 and second brake B 2, increasing more than necessary the capacity of the generator GM A wide range of speed ratios can be ensured without any problem. Moreover, the left and right front wheels W FL ,
Drives the W FR, the left and right motor GM L, the right and left rear wheels in GM R W RL, so to drive the W RR, can increase the running property in rough terrain or the like to allow four-wheel drive.
【００２９】以上、本発明の実施例を詳述したが、本発
明はその要旨を逸脱しない範囲で種々の設計変更を行う
ことが可能である。Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.
【００３０】例えば、実施例では２個の遊星歯車機構Ｐ
1 ，Ｐ2 を接続しているが、３個以上の遊星歯車機構を
接続することも可能である。またキャパシタＣＡに代え
てバッテリを採用することができる。また発電機ＧＭは
必ずしも発電電動機である必要はなく、単なる発電機で
あっても良く、電動機ＧＭL ，ＧＭR は必ずしも発電電
動機である必要はなく、単なる電動機であっても良い。For example, in the embodiment, two planetary gear mechanisms P
1, are connected to P 2, it is also possible to connect three or more planetary gear mechanism. Further, a battery can be employed instead of the capacitor CA. The generator GM may not necessarily be the generator motor may be a simple generator, motor GM L, GM R is not necessarily a generator motor may be a simple motor.
【００３１】[0031]
【発明の効果】以上のように請求項１に記載された発明
によれば、動力分割手段を複数個の遊星歯車機構を直列
に接続して構成したので、複数個の遊星歯車機構を種々
の態様で作動させて内燃機関の駆動力を駆動輪に伝達す
る動力伝達経路の選択自由度を増加させ、選択可能な変
速比の幅を充分に確保することができる。As described above, according to the first aspect of the present invention, since the power split means is constituted by connecting a plurality of planetary gear mechanisms in series, the plurality of planetary gear mechanisms can be variously constructed. By operating in this manner, the degree of freedom in selecting a power transmission path for transmitting the driving force of the internal combustion engine to the driving wheels can be increased, and the range of selectable gear ratios can be sufficiently ensured.
【００３２】また請求項２に記載された発明によれば、
第１、第２ブレーキおよびロックアップクラッチを締結
解除すれば、発電機の負荷を調整することにより内燃機
関の駆動力を任意の変速比で駆動輪および発電機に配分
することができる。ロックアップクラッチだけを締結す
れば、内燃機関を出力軸に直結して駆動輪を変速比１で
駆動することができ、第２ブレーキだけを締結すれば変
速比１未満のドーバードライブ状態を実現することがで
きる。第１ブレーキだけを締結して発電機を逆回転させ
れば、前記第２ブレーキだけを締結した場合に比べて変
速比を更に低下させることができる。内燃機関を停止さ
せて発電機を逆回転させれば、駆動輪を逆回転させて後
進変速段を確立することができる。According to the second aspect of the present invention,
If the first and second brakes and the lock-up clutch are disengaged, the driving force of the internal combustion engine can be distributed to the driving wheels and the generator at an arbitrary speed ratio by adjusting the load of the generator. If only the lock-up clutch is engaged, the internal combustion engine can be directly connected to the output shaft to drive the drive wheels at a gear ratio of 1. If only the second brake is engaged, a Dover drive state with a gear ratio of less than 1 is realized. be able to. If only the first brake is engaged and the generator is rotated in the reverse direction, the gear ratio can be further reduced as compared with the case where only the second brake is engaged. If the internal combustion engine is stopped and the generator is rotated in the reverse direction, the drive wheels can be rotated in the reverse direction to establish the reverse gear.
【００３３】また請求項３に記載された発明によれば、
内燃機関で前輪を駆動し、かつ電動機で後輪を駆動する
ことにより四輪駆動を可能にして不整地等の走破性を高
めることができる。According to the invention described in claim 3,
The front wheels are driven by the internal combustion engine and the rear wheels are driven by the electric motor, thereby enabling four-wheel drive and improving the running performance on uneven terrain and the like.
【図１】ハイブリッド車両の全体構成図FIG. 1 is an overall configuration diagram of a hybrid vehicle.
【図２】図１の要部拡大図FIG. 2 is an enlarged view of a main part of FIG. 1;
【図３】動力分割手段の作用を説明する速度線図FIG. 3 is a velocity diagram for explaining the operation of the power split means.
【図４】第２実施例に係るハイブリッド車両の全体構成
図FIG. 4 is an overall configuration diagram of a hybrid vehicle according to a second embodiment.
Ｂ1 第１ブレーキ Ｂ2 第２ブレーキ Ｃ キャリア Ｅ 内燃機関 ＧＭ 発電機 ＧＭL 電動機 ＧＭR 電動機 Ｌ ロックアップクラッチ Ｐ 動力分割手段 Ｐ1 第１遊星歯車機構 Ｐ2 第２遊星歯車機構 Ｒ リングギヤ Ｓ1 サンギヤ Ｓ2 サンギヤ ＷFL 前輪（駆動輪） ＷFR 前輪（駆動輪） ＷRL 後輪（駆動輪） ＷRR 後輪（駆動輪） ３ 出力軸 １０ ケーシング（固定部）B 1 first brake B 2 second brake C carrier E internal combustion engine GM generator GM L motor GM R motor L lock-up clutch P power splitting means P 1 first planetary gear mechanism P 2 second planetary gear mechanism R ring gear S 1 Sun gear S 2 sun gear W FL front wheel (drive wheel) W FR front wheel (drive wheel) W RL rear wheel (drive wheel) W RR rear wheel (drive wheel) 3 Output shaft 10 Casing (fixed part)
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 3D039 AA01 AA02 AA04 AB27 AC02 AC39 AC40 AC74 AC78 AD03 AD11 AD23 AD24 AD53 3D041 AA09 AA51 AB01 AC01 AC15 AC18 AD02 AD22 AD23 AE31 AE37 AE45 3G093 AA05 AA07 AA16 BA14 BA17 BA28 CA09 CB01 DA01 DB01 DB11 EB02 EB03 3J028 EA25 EA27 EA30 EB10 EB16 EB25 EB37 EB47 EB48 EB62 EB63 EB66 FA06 FA13 FB03 FC02 FC13 FC14 FC20 FC24 FC62 GA02 HA12 HC15 5H111 BB02 BB06 CC01 CC11 CC23 DD01 DD08 DD12 GG17 ──────────────────────────────────────────────────続 き Continuing on the front page F term (reference) DB01 DB11 EB02 EB03 3J028 EA25 EA27 EA30 EB10 EB16 EB25 EB37 EB47 EB48 EB62 EB63 EB66 FA06 FA13 FB03 FC02 FC13 FC14 FC20 FC24 FC62 GA02 HA12 HC15 5H111 BB02 BB06 CC01 CC11 CC23 DD01 DD08 DD12 GG
Claims (3)
（Ｐ）で２分割して駆動輪（ＷFL，ＷFR）に接続された
出力軸（３）および発電機（ＧＭ）を駆動するととも
に、発電機（ＧＭ）で発電した電力で駆動輪（ＷFL，Ｗ
FR，ＷRL，ＷRR）に接続された電動機（ＧＭL ，Ｇ
ＭR ）を駆動するハイブリッド車両において、 前記動力分割手段（Ｐ）を複数個の遊星歯車機構
（Ｐ1 ，Ｐ2 ）を直列に接続して構成したことを特徴と
するハイブリッド車両。1. An output of an internal combustion engine (E) is divided into two by a power dividing means (P) to drive an output shaft (3) connected to drive wheels (W FL , W FR ) and a generator (GM). As well as drive wheels (W FL , W FL ) with the power generated by the generator (GM).
FR , W RL , W RR ) connected to the motor (GM L , G
M R ), wherein the power split means (P) is configured by connecting a plurality of planetary gear mechanisms (P 1 , P 2 ) in series.
機構（Ｐ1 ）および第２遊星歯車機構（Ｐ2 ）からな
り、 第１遊星歯車機構（Ｐ1 ）は、リングギヤ（Ｒ）が内燃
機関（Ｅ）に接続され、サンギヤ（Ｓ1 ）が出力軸
（３）に接続され、キャリア（Ｃ）が第１ブレーキ（Ｂ
1 ）を介して固定部（１０）に結合可能であり、 第２遊星歯車機構（Ｐ2 ）は、キャリア（Ｃ）が第１遊
星歯車機構（Ｐ1 ）のキャリア（Ｃ）と共用され、サン
ギヤ（Ｓ2 ）が発電機（ＧＭ）に接続されるとともに第
２ブレーキ（Ｂ2 ）を介して固定部（１０）に結合可能
であり、 かつキャリア（Ｃ）および出力軸（３）がロックアップ
クラッチ（Ｌ）で結合可能であることを特徴とする、請
求項１に記載のハイブリッド車両。2. The power split means (P) includes a first planetary gear mechanism (P 1 ) and a second planetary gear mechanism (P 2 ), and the first planetary gear mechanism (P 1 ) includes a ring gear (R). Is connected to the internal combustion engine (E), the sun gear (S 1 ) is connected to the output shaft (3), and the carrier (C) is connected to the first brake (B).
1 ) can be coupled to the fixed portion (10) through the second planetary gear mechanism (P 2 ), and the carrier (C) of the second planetary gear mechanism (P 2 ) is shared with the carrier (C) of the first planetary gear mechanism (P 1 ); The sun gear (S 2 ) is connected to the generator (GM) and can be coupled to the fixed part (10) via the second brake (B 2 ), and the carrier (C) and the output shaft (3) are locked. The hybrid vehicle according to claim 1, wherein the hybrid vehicle can be connected by an up clutch (L).
FL，ＷFR）が前輪であり、電動機（ＧＭL ，ＧＭR ）で
駆動される駆動輪（ＷRL，ＷRR）が後輪であることを特
徴とする、請求項１に記載のハイブリッド車両。3. A drive wheel (W) driven by an internal combustion engine (E).
2. The hybrid vehicle according to claim 1, wherein FL , W FR ) are front wheels, and drive wheels (W RL , W RR ) driven by electric motors (GM L , G M R ) are rear wheels. 3. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10183897A JP2000016101A (en) | 1998-06-30 | 1998-06-30 | Hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10183897A JP2000016101A (en) | 1998-06-30 | 1998-06-30 | Hybrid vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2000016101A true JP2000016101A (en) | 2000-01-18 |
Family
ID=16143733
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10183897A Pending JP2000016101A (en) | 1998-06-30 | 1998-06-30 | Hybrid vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2000016101A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2001085483A1 (en) * | 2000-05-08 | 2001-11-15 | Hitachi, Ltd. | Composite power transmission mechanism and vehicle |
| KR100460859B1 (en) * | 2001-08-23 | 2004-12-09 | 현대자동차주식회사 | Power transmission device for hybrid electric vehicles |
| JP2005009514A (en) * | 2003-06-16 | 2005-01-13 | Toyota Motor Corp | Controller of vehicle |
| JP2005024071A (en) * | 2003-07-02 | 2005-01-27 | Toyota Motor Corp | Control device of vehicle |
| KR100774657B1 (en) * | 2006-10-13 | 2007-11-08 | 현대자동차주식회사 | Power train of a hybrid vehicle |
| WO2008105194A1 (en) * | 2007-02-26 | 2008-09-04 | Aisin Aw Co., Ltd. | Hybrid drive device |
| JP2010247647A (en) * | 2009-04-15 | 2010-11-04 | Toyota Motor Corp | Control apparatus for vehicle |
| US8414436B2 (en) | 2009-04-30 | 2013-04-09 | GM Global Technology Operations LLC | Hybrid powertrain and method of operating same |
| JP2013154683A (en) * | 2012-01-27 | 2013-08-15 | Fuji Heavy Ind Ltd | Drive device for hybrid vehicle and control method therefor |
| JP2014012515A (en) * | 2013-07-29 | 2014-01-23 | Toyota Motor Corp | Control apparatus for vehicle |
| JPWO2015020167A1 (en) * | 2013-08-07 | 2017-03-02 | トヨタ自動車株式会社 | Power transmission device |
-
1998
- 1998-06-30 JP JP10183897A patent/JP2000016101A/en active Pending
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2001085483A1 (en) * | 2000-05-08 | 2001-11-15 | Hitachi, Ltd. | Composite power transmission mechanism and vehicle |
| US6808468B1 (en) | 2000-05-08 | 2004-10-26 | Hitachi, Ltd. | Composite power transmission mechanism and vehicle |
| KR100460859B1 (en) * | 2001-08-23 | 2004-12-09 | 현대자동차주식회사 | Power transmission device for hybrid electric vehicles |
| JP2005009514A (en) * | 2003-06-16 | 2005-01-13 | Toyota Motor Corp | Controller of vehicle |
| JP2005024071A (en) * | 2003-07-02 | 2005-01-27 | Toyota Motor Corp | Control device of vehicle |
| KR100774657B1 (en) * | 2006-10-13 | 2007-11-08 | 현대자동차주식회사 | Power train of a hybrid vehicle |
| WO2008105194A1 (en) * | 2007-02-26 | 2008-09-04 | Aisin Aw Co., Ltd. | Hybrid drive device |
| US8246499B2 (en) | 2007-02-26 | 2012-08-21 | Aisin Aw Co., Ltd. | Drive apparatus |
| JP2010247647A (en) * | 2009-04-15 | 2010-11-04 | Toyota Motor Corp | Control apparatus for vehicle |
| US8414436B2 (en) | 2009-04-30 | 2013-04-09 | GM Global Technology Operations LLC | Hybrid powertrain and method of operating same |
| JP2013154683A (en) * | 2012-01-27 | 2013-08-15 | Fuji Heavy Ind Ltd | Drive device for hybrid vehicle and control method therefor |
| JP2014012515A (en) * | 2013-07-29 | 2014-01-23 | Toyota Motor Corp | Control apparatus for vehicle |
| JPWO2015020167A1 (en) * | 2013-08-07 | 2017-03-02 | トヨタ自動車株式会社 | Power transmission device |
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