JP2002283857A - Parallel hybrid vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parallel hybrid vehicle drive device which is able to drive oil pump with its engine's running torque without deteriorating the loadability on FF vehicle and freedom for designing. SOLUTION: A power transmission mechanism for an oil pump 56, which transmits running torque of an engine 10 and a motor/power generator 12 as driving force, is set up between a housing 54 and a first rotating drum 32. This power transmission mechanism for the oil pump 56 is constituted by a second rotating drum 62 which interconnects with a second ring gear 66 and has an external gear unit 64a at the one end, and a gear mechanism 64 which gears with an external gear unit 62a of the rotating drum 62 and transmits rotating torque from the engine 10 to a pump shaft of an oil pump 16.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has an engine and an electric motor which also functions as a generator, and transmits these output torques to a transmission via a planetary gear mechanism to thereby provide either an engine or an electric motor. The present invention relates to a parallel hybrid vehicle driving device that obtains a driving force by both of them.

[0002]

2. Description of the Related Art In a parallel hybrid vehicle drive system of this type, an electric motor (hereinafter, referred to as a motor / generator) also serving as a generator is generally provided behind the engine, and a transmission is provided behind the motor. I have.
As a conventional parallel hybrid vehicle drive device, for example, JP-A-10-304513 (hereinafter, also referred to as a first conventional example) and JP-A-9-289706 (hereinafter, referred to as "first prior art").
Japanese Patent Application Laid-Open No. 9-158962 (hereinafter, also referred to as a third conventional example), and the like, describe a driving device capable of driving an oil pump even when the engine is stopped. Among them, the one described in the first conventional example drives an oil pump by a motor separate from a motor for driving a vehicle, and uses an engine and a motor / motor as a clutch or brake in a transmission or a differential device. It is configured to create working fluid pressure to a clutch that engages and disengages a planetary gear mechanism interposed between the generator and the transmission. In the second conventional example, an oil pump is provided between the engine and the motor / generator, specifically, behind the damper device, and several clutches are engaged.
Upon release, both the motor / generator and the engine are configured to drive the oil pump to create working fluid pressure. Incidentally, in this conventional example, since the motor / generator rotates in two directions, that is, forward rotation and reverse rotation, the oil pump also rotates forward or backward. Further, in the third conventional example, an engine-driven oil pump is provided behind the engine, that is, between the engine and the motor / generator, and behind the motor / generator,
That is, an oil pump driven by the motor / generator is provided between the motor / generator and the transmission so that the working fluid pressure can be independently generated.

[0003]

However, among the conventional parallel hybrid vehicle driving devices, the first conventional example drives the oil pump by a motor separate from the vehicle driving motor, so that, for example, a normal speed change is performed. In order to obtain the working fluid pressure required for the device, a motor of several kW is required, and it is necessary to have a variable capacity to control the working fluid pressure. And the degree of freedom in design is low.

In the second conventional example, the oil pump is driven by the rotation torque of the motor / generator, so that when the engine is started, the rotation speed of the motor / generator becomes minus → zero → plus. At this time, the discharge flow rate of the oil pump once decreases and then increases after reaching zero,
In spite of the necessity of lubricating oil and the like at low vehicle speed, there is a problem that the discharge flow rate of the oil pump is insufficient. In addition, the oil pump rotates forward and backward, which requires a large check valve on the circuit, which complicates the mechanism. Furthermore, since the pump shaft of the oil pump is provided coaxially with the engine-side power transmission shaft and the transmission-side power transmission shaft of the differential device, the size of the oil pump is long in the axial direction, and the axial size is strictly regulated. It becomes difficult to mount it on FF vehicles.

In the third prior art, two oil pumps, a main oil pump driven by the rotational torque of the engine and a sub-oil pump driven by the rotational torque of the motor / generator, are required. Increases the reliability and reduces the complexity of the hydraulic circuit. In particular, it is difficult to mount the FF on FF vehicles, which have strict regulations on the axial dimension. The present invention
A parallel hybrid vehicle drive device that has been made in view of the above-described problems, and is capable of driving an oil pump with an engine rotation torque without causing a decrease in mountability in a front-wheel drive vehicle and a reduction in design flexibility. The purpose is to provide.

[0006]

In order to achieve the above object, the present invention according to claim 1 comprises an engine,
An electric rotary drive source having both functions of a generator and a motor; a transmission; a first element connected to the engine; a second element connected to the electric rotary drive source;
A planetary gear mechanism having a carrier that supports a pinion as an element and is coupled to a driving force transmission shaft to the transmission,
A parallel hybrid vehicle drive device comprising: a pump that creates a working fluid pressure to the transmission; wherein the planetary gear mechanism has a fourth element that rotates at the same speed as the first element and meshes with the pinion; Placing the pump shaft of the pump on an axis different from the axis of the driving force transmission axis,
A pump power transmission mechanism for transmitting a rotational torque of an engine from the fourth element of the planetary gear mechanism to the pump is provided.

According to a second aspect of the present invention, in the parallel hybrid vehicle drive device according to the first aspect, the power transmission mechanism for the pump is arranged such that the rotation speed of the pump is higher than the rotation speed of the engine. It is characterized by being set at a speed increase ratio. Claim 3 of the present invention
The power transmission mechanism for a pump according to claim 1 or 2, wherein the power transmission mechanism for the pump transmits a power to a pump shaft of the pump, and the gear mechanism and the planetary gear mechanism. A first rotating member coupled to the fourth element, and the first rotating member is supported by a second rotating member coupled to the carrier via a bearing, and the hybrid vehicle drive device includes the planetary gear A carrier of the gear mechanism, a fastening element for fastening two of the first and second elements, and fastening element control means for enabling the fastening element to be fastened when the vehicle is running are provided.

According to a fourth aspect of the present invention, in the parallel hybrid vehicle drive device according to any one of the first to third aspects, a motor different from the electric rotary drive source is mounted on the pump shaft. Motor control means for connecting the gear mechanism side and the pump shaft of the pump via a connectable / disengageable clutch, driving the motor at least at idle stop, and stopping the motor after starting the engine. It is characterized by having.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a parallel hybrid vehicle drive device according to one embodiment of the present invention. In FIG. 1, reference numeral 10 denotes an engine, and 12 denotes an AC motor / generator composed of a three-phase induction motor / generator as an electric rotary drive source having both functions of a generator and a motor. The output sides of the engine 10 and the motor / generator 12 are each connected to the input side of the differential 20. The output side of this differential device 20 is a transmission 14 without a starting device such as a torque converter.
The output side of the transmission 14 is connected to the drive wheels 82 via a final reduction gear (not shown).
In this embodiment, the oil pump 16 is provided, and the fluid pressure generated by the oil pump 16 controls the transmission 14 via a control valve, which will be described later, and a friction clutch 46 incorporated in the differential 20. It is used for fastening and releasing.

The engine 10 includes an engine controller E
The driving of the motor / generator 12 is controlled by a motor / generator drive circuit 86 connected to a power storage device 84 including a rechargeable battery and a capacitor. The motor / generator drive circuit 86 has a chopper 86a connected to the power storage device 84 and, for example, six thyristors connected between the chopper 86a and the motor / generator 12, and converts DC into three-phase AC. Inverter 86
When a duty control signal DS from a controller 96 described later is input to the chopper 86a, a chopper signal having a duty ratio corresponding to the duty control signal DS is output to the inverter 86b. The inverter 86b operates the motor / generator 12 as a motor during normal rotation based on a rotation position detection signal of a position sensor (not shown) for detecting the rotation position of the rotor of the motor / generator 12, and rotates the motor / generator 12 in reverse. Sometimes, for example, a gate control signal for each of the thyristors is formed so as to form a three-phase alternating current driven at a frequency synchronized with its rotation so as to act as a generator. Incidentally, since the motor / generator 12 is also used to drive the vehicle similarly to the engine 10, the direction of rotation toward the side driving the vehicle is defined as forward rotation, and the direction of rotation in the opposite direction is defined as reverse rotation. I do.

As shown in FIG. 2, the differential device 20 includes an engine-side power transmission shaft 24 connected to an output shaft 10a of the engine 10 via a damper 22, and one end of the engine-side power transmission shaft 24 (see FIG. 2). And a transmission-side power transmission shaft 26 disposed on the left side (middle left end). The rotational torque of the engine 10 is controlled by the engine-side power transmission shaft 24, the connecting plate 45, the planetary gear mechanism 40, and the friction clutch 46 (FIG. 3). ), And transmitted to the transmission 14 via the first rotary drum 32 and the transmission-side power transmission shaft 26.

When the motor / generator 12 is functioning as a generator, the rotational torque of the engine 10 is controlled by the engine-side power transmission shaft 24 and the connecting plate 4.
5. The power is transmitted to the rotor 12a of the motor / generator 12 via the planetary gear mechanism 40 and the rotor support 34. FIG. 3 shows a detailed structure of the differential device 20. In the figure, the transmission-side power transmission shaft 26 has external teeth 28 on the outer peripheral surface of the other end, and the external teeth 28 are formed by the engine 10 and the motor synthesized by the planetary gear mechanism 40. / First rotating drum 3 for transmitting rotating torque of generator 12
2 is spline-fitted to the second internal tooth portion 30.

The first rotary drum 32 has a boss 32a formed in a cylindrical shape. The boss 32a is rotatably supported by a drum support 80 provided on the outer periphery of the transmission-side power transmission shaft 26, and the internal teeth 30 are formed on the inner peripheral surface of the boss 32a. The first rotary drum 32 is formed by providing an intermediate cylindrical portion 32b and an outer cylindrical portion 32c concentrically on the outer periphery of a boss portion 32a,
The outer cylindrical portion 32c has a reduced diameter portion 32d and an enlarged diameter portion 32e on which spline teeth are formed.

The enlarged diameter portion 32e of the first rotary drum 32 is formed with an oil hole 32f for guiding the lubricating oil from the inner diameter side to the outer peripheral side, and a first one-way clutch 58 is provided on the outer periphery of the reduced diameter portion 32d. Have been. The rotor support 34 for supporting the rotor 12a of the motor / generator 12 has a cylindrical boss portion 34a on the outer periphery of the engine-side power transmission shaft 24.
When a rotational force is generated between the boss portion 34b and the boss portion 34a, the boss portion 34a rotates integrally with the boss portion 34a. The motor / generator 12
The stator 12b is fixed to a housing 36 provided on the outer periphery of the rotor support 34. An engine-side power transmission shaft 24 and a boss 34a of the rotor support 34 are mounted on an intermediate wall 54 provided on the housing 36 by a ball bearing. It is rotatably supported via 37.

The planetary gear mechanism 40 includes a first ring gear 44 as a first element and a sun gear 38 as a second element.
And a pinion 81 as a third element supported by the carrier 70 and a second ring gear 66 as a fourth element. The sun gear 38 is formed at one end of the boss portion 34a of the rotor support 34. When the rotor support 34 rotates by the rotation torque of the motor / generator 12, the sun gear 38 also rotates integrally therewith.

The first ring gear 44 is connected to the engine-side power transmission shaft 24 by a ring-shaped connecting plate 45.
The first ring gear 44 has an inner peripheral surface formed with an internal tooth portion 42 that meshes with one end side of the pinion 81, and an outer peripheral surface of the first ring gear 44. A spline groove into which the friction plate 52 fits is formed.

The carrier 70 has a carrier plate 40a coupled to the enlarged diameter portion 32e of the first rotary drum 32, and reduces the rotational torque of the engine 10 and the rotational torque of the motor / generator 12 combined by the planetary gear mechanism 40. The power is transmitted to the transmission-side power transmission shaft 26 via the first rotary drum 32. The second ring gear 66 has a gear portion 66a that meshes with the other end of the pinion 81, and has thrust bearings 68a, 68 on both sides.
b is arranged. Then, it is driven at the same rotational speed as the first ring gear 44, and transmits the rotational torque to the gear mechanism 64 of the oil pump power transmission mechanism 56 described later.

The friction clutch 46 is connected to the first rotating drum 32
Of the intermediate cylindrical portion 32b and the reduced diameter portion 32d of the outer cylindrical portion 32c
Between the outer cylinder 3 and the piston 48a of the hydraulic cylinder 48.
A plurality of annular friction plates 50 fitted at intervals into spline grooves of the enlarged diameter portion 32e of 2c, and a plurality of annular friction plates provided on the outer peripheral surface of the first ring gear 44 so as to be located between the annular friction plates 50. And an annular friction plate 52. When the piston 48a of the fluid pressure cylinder 48 moves rightward in the drawing, the annular friction plate 50 is pressed against the annular friction plate 52, and the frictional force generated between them causes the rotational torque of the engine 10 and the motor / generator 12 to decrease. The sum is transmitted to the first rotating drum 32. The engagement control of the friction clutch will be described later.

A cylindrical intermediate wall 54 is provided on the outer periphery of the first rotary drum 32. Between the intermediate wall 54 and the first rotary drum 32, the rotational torque of the engine 10 is applied to the oil pump 16 by a driving force. An oil pump power transmission mechanism 56 is provided. The power transmission mechanism 56 for an oil pump is connected to the second ring gear 66 and has a second rotary drum 62 having an external tooth portion 64a at one end. The second rotary drum 62 meshes with the external tooth portion 62a of the rotary drum 62 to rotate the engine 10 from the engine 10. The torque is applied to the pump shaft 16a of the oil pump 16 (FIG. 2).
(See FIG. 2).

The second rotating drum 62 includes an external tooth portion 6 at one end.
The inner ring 2a is supported by an extension 59a of the inner race 59 via a bush 60 and rotates integrally with the second ring gear 66, and lubricates the lubricating oil that lubricates the friction clutch 46 on the inner diameter side. Oil hole 6 leading to wall 54
2c. The gear mechanism 64 includes the second rotating drum 62
A first gear 64a that meshes with an external tooth portion 62a formed on the outer peripheral surface of the first gear 64, and a second gear 64c that engages with the first gear 64a via a speed increasing intermediate gear 64b (see FIG. 2).
And the second gear 64c is connected to the oil pump 16
Is mounted via a second one-way clutch 74 to the pump shaft 16a. Note that the gears 64a and 64b may be supported by the same joining bolt 76 that joins the housing 54 and the case 53.

The number of teeth of each gear of the gear mechanism 64 is such that the teeth of the external teeth 62a and the gear 64a are driven so that the pump shaft 16a of the oil pump 16 is driven at a slightly higher speed than the rotational speed of the engine 10. The gear ratio is gear 64c and gear 64
It is set to be larger than the ratio of the number of teeth to b. That is,
The number of external teeth 62a is A, the number of gears 64a is B, the gear 6
If the number of teeth of 4b is C and the number of teeth of gear 64c is D, A /
B <D / C is set.

The second one-way clutch 74 is not engaged when the rotation speed of the oil pump shaft 16a is higher than the rotation speed of the gear 64c. When the rotation speed of the oil pump shaft 16a is lower than the rotation speed of the gear 64c. It will be in the fastening state. One end of the oil pump shaft 16a is engaged with the oil pump driving motor 18. Therefore, when the oil pump 16 is driven by the oil pump driving motor 18, the second one-way clutch 74 is always released, so that no load is applied to the engine side.

When the control signal CS supplied to an electromagnetic solenoid 46a (see FIG. 1) of an electromagnetic valve (not shown) for supplying and discharging line pressure to and from the cylinder portion of the friction clutch 46 is low, When the control signal CS is at a high level, the vehicle is controlled to a non-fastened state in which the transmission 10 and the transmission 14 are separated, and to a fastened state in which the two are connected.

The transmission 14 is, for example, a first speed to a fourth speed determined by the transmission controller TC shown in FIG. 1 with reference to a shift control map set in advance based on the vehicle speed and the throttle opening. The gear ratio is controlled. As shown in FIG. 1, the engine 10 and the motor / generator 12 are provided with an engine speed sensor 88 and a motor / generator speed sensor 90 for detecting the speed of the output shaft. The rotation speed detection signals output from the rotation speed sensors 88 and 90 are supplied to a controller 96 that controls the motor / generator 12, the friction clutch 46, the oil pump driving motor 18, and the like.

The controller 96 comprises a microcomputer 96e having at least an input interface circuit 96a, an arithmetic processing unit 96b, a storage device 96c, and an output interface circuit 96d. The input side interface circuit 96a includes an engine speed detection value N _E of the engine speed sensor 88, a motor / generator speed detection value N _MG of the motor / generator speed sensor 90, a range signal RS of the inhibitor switch 92 , The throttle opening detection value TH of the throttle opening sensor 94 and the signal BS of the brake switch 93 are input.

The arithmetic processing unit 96b is activated by, for example, turning on a key switch (not shown) and turning on a predetermined power supply.
The driving duty control signal MS and generating duty control signal GS for the motor / generator 12 with an OFF state, the friction clutch control signal CS to the clutch 46 is turned off, then at least the start time of the engine speed detection value N _E Based on the motor / generator rotation speed detection value N _MG , the range signal RS, and the throttle opening detection value TH, an arithmetic process shown in FIG. 4 described below is executed to control the motor / generator 12 and the friction clutch 46. Incidentally, in this embodiment, the rotation of the engine 10 is stopped when the vehicle stops.
It is configured to perform a so-called idling stop.

The storage device 96c stores in advance a processing program necessary for the arithmetic processing of the arithmetic processing device 96b, and also stores various data required in the arithmetic process of the arithmetic processing device 96b. The output side interface circuit 96d supplies the drive duty control signal MS, the power generation duty control signal GS, and the clutch control signal CS, which are the calculation results of the calculation processing device 96b, to the motor / generator drive circuit 86 and the electromagnetic solenoid 46a. Incidentally, in the motor / generator 12, it is also possible to apply a braking force to the vehicle by using a back electromotive voltage. This control for increasing the braking torque of the motor / generator 12 increases the duty ratio of the duty control signal DS supplied to the chopper 86a of the motor / generator drive circuit 86 when the motor / generator 12 is acting as a generator. When the motor / generator 12 is acting as an electric motor,
The braking torque is increased by decreasing the duty ratio of the duty control signal DS to reduce the driving torque. On the other hand, the braking torque reduction control of the motor / generator 12 is performed in the opposite manner as described above. When the motor / generator 12 is acting as a generator, the counter electromotive force generated by reducing the duty ratio of the duty control signal DS is used. The braking torque is reduced by reducing the electric power, and when the motor / generator 12 is operating as a motor, the braking torque is reduced by increasing the duty ratio of the duty control signal DS to increase the driving torque.

The drive of the oil pump drive motor 18 is controlled by a pump drive motor drive circuit 98 (see FIG. 1). The pump driving motor drive circuit 98 includes a chopper connected to the power storage device 84 and an inverter connected to the chopper. The pump driving motor driving circuit 98 includes the oil pump driving motor 18 as a chopper. A control signal to be controlled is supplied from the controller 96.

Next, the operation of the first embodiment will be described with reference to the flowchart of FIG. 4 showing an example of control processing executed by the arithmetic processing unit 96b in the microcomputer 96e. The arithmetic processing device 96b executes the start control process shown in FIG. 4 after ending the above-described initialization process.

This start control processing is performed first in step S1.
Reads the range signal RS of the inhibitor switch 92, and then proceeds to step S2 to determine whether or not the range signal RS is the drive range D, and determines whether or not the parking range P and the neutral range N other than the drive range D.
If so, the process returns to step S1, and if the drive range D is selected, the process proceeds to step S3.

In step S3, the detected value BS of the brake switch 93 is read, and then the process proceeds to step S4 to determine whether the brake switch 93 is "OFF", that is, whether or not the brake pedal is released. This determination is for determining whether or not the brake pedal is depressed. When the detection value from the brake switch 93 is ON, the brake pedal is not released, and it is determined that the engine is not in the rotation start state. Step S
3 and the detected value from the brake switch 93 is OFF
If so, it is determined that the brake pedal has been released and the engine is being started to rotate, and the process proceeds to step S5.

In step S5, the rotation start control of the engine 10 is performed in accordance with the individual arithmetic processing performed in the step, as will be described in detail later. In particular,
The motor / generator 12 is rotated in reverse at a predetermined rotation speed (necessary rotation speed and torque).
Is started and the oil pump 16 is driven. (After the engine 10 is started to rotate, the oil pump 1
6 is also driven by the engine 10).

In step S5A, the throttle opening detection value TH of the throttle opening sensor 11 is read, and then the process proceeds to step S5B to determine whether or not the throttle opening detection value TH exceeds "0". This determination is for determining whether or not the accelerator pedal is depressed. When TH = 0, it is determined that the accelerator pedal is not depressed and the vehicle is not in the starting state, and the process returns to step S5A, where TH> 0. If so, it is determined that the accelerator pedal has been depressed, and the vehicle is in a starting state, and the process proceeds to step S6.

Next, the process proceeds to step S6, in which control for rotating the motor / generator 12 in the forward direction is performed in accordance with the individual arithmetic processing performed in the step. By the way, during the control of the forward rotation of the motor / generator 12, the engine controller EC is configured to perform the control for suppressing the rotation speed of the engine 10 from becoming too high.

[0035] Next, the process proceeds to step S7, reads the engine rotation speed detection value N _E of the engine rotational speed sensor 88, then the processing proceeds to step S8, the motor / generator rotational speed sensor 90 the motor / generator The rotation speed detection value _NMG is read, and then the process proceeds to step S9, where it is determined whether or not the engine rotation speed detection value _NE is equal to or greater than the motor / generator rotation speed detection value _NMG. returning to the step S7 if the value N _E is the motor / generator speed detection value N _MG or those otherwise the rotational speed of the motor / generator 12 becomes equal to or more than the engine speed And the process moves to step S10.

In step S10, a high-level clutch engagement control signal CS is output to the electromagnetic solenoid 46a of the friction clutch 46 according to the individual arithmetic processing performed in the step, and the friction clutch 46 is engaged. Next, the process proceeds to step S11, and a torque reduction control process for gradually reducing the drive torque of the motor / generator 12 is performed according to the individual calculation process performed in the step. In this torque reduction control process, a value obtained by subtracting the predetermined duty ratio reduction amount from the current duty ratio of the duty control signal DS is output as a new duty control signal DS to the chopper 86a of the motor / generator drive circuit 86.

Next, the process shifts to step S12, where the motor / motor is operated according to the individual arithmetic processing performed in the step.
It is determined whether or not the duty ratio of the drive duty control signal MS to the generator 12 has become “0”. If the duty ratio has not reached “0”, the process proceeds to step S13 until the predetermined time has elapsed. When a predetermined time has elapsed, the process returns to the step S11 (timer processing), and the drive duty control signal MS to the motor / generator 12 is output.
When the duty ratio becomes "0", the start control process is terminated as it is, and the process returns to the predetermined main program.

Therefore, it is assumed that the vehicle is now stopped on a flat and non-sloping road, the engine 10 is in the idling stop state, and the neutral range N is selected by the select lever, for example. In this stopped state, the drive / duty control signal MS, the power generation duty control signal GS, and the clutch control signal CS are all controlled to be in the off state by the initialization processing when the key switch is turned on. The generator 12 is not rotating at all in an uncontrolled state.

At this time, the start control process shown in FIG. 4 is executed by the arithmetic processing unit 96b of the motor / generator controller 96.
Is in a standby state until the drive range D is selected in step S2. Thereafter, when the drive range D is selected by the select lever while, for example, the brake pedal is depressed to bring the brake state, when the vehicle speed detection value _VSP and the throttle opening detection value TH are both "0", the transmission controller T
C controls the transmission 14 to the first speed ratio.

Next, the brake pedal is released, and the brake switch detection value BS changes from ON to OFF, so that the process shifts from step S4 to step S5 of the calculation processing in FIG. 4 to perform the engine rotation start control. The engine 10 that has been idling stopped starts rotating. Then, when the accelerator pedal is depressed, the throttle opening detection value TH becomes a positive value. When the forward rotation control of the motor / generator 12 is performed in step S6 of the calculation processing in FIG. Starts. If then continues also to rotate the motor / generator 12 in the forward direction, therefore the rotational speed N _MG is increased in the positive direction, the reading-free motor / generator in read-free engine speed N _E and step S8 in step S7 rotation When the number N _MG becomes equal to or more than the value, the process proceeds from step S9 to step S10, where a high-level clutch control signal CS is output to the electromagnetic solenoid 46a of the friction clutch 46, so that the friction clutch 46 is in the non-engaged state. , And the engine 10 and the transmission 14 are directly connected.

Next, in step S11, a motor / generator torque reduction control process for reducing the driving torque of the motor / generator 12 is executed, and the duty ratio of the duty control signal DS is reduced by a predetermined reduction amount. As a result, the drive torque T _M of the motor / generator 12 gradually decreases, the duty ratio of the drive duty control signal MS becomes “0”%, and the drive of the motor / generator 12 is stopped. The vehicle continues to accelerate only with the driving torque from 10.

When the vehicle is stopped in a decelerating state, the engine speed detection value N _E is opposite to that at the start.
Is lower than the idling rotational speed N _IDL , the clutch control signal CS is changed from the high level to the low level, and the friction clutch 46 is disengaged.
Although the engine stall is prevented, when the vehicle completely stops, the idling of the engine 10 is stopped again.

After completing the above-described initialization processing, the arithmetic processing unit 96b executes the oil pump drive motor control processing shown in FIG. In the oil pump drive motor control process, first, in step S21, the engine speed sensor 8
Read engine rotational speed N _E detected by 8.
Next, the process proceeds to step S22, where it is determined whether the oil pump driving motor 18 is currently operating. If it is not operating, the process proceeds to step S24, and if it is operating, the process proceeds to step S23. In step S23, it is determined whether the rotation speed of the engine 10 is equal to or higher than a predetermined value, that is, whether the engine 10 has started.

If it is determined that the engine 10 has started, the process proceeds to step S24, and the power supply to the oil pump driving motor 18 is stopped. If it is determined in step S23 that the engine 10 has not been started, the process proceeds to step S25, and power is supplied to the oil pump driving motor 18. [From Idle Stop State to Engine Start] From the idle stop state to the engine start, steps S21 → S22 → S23 in FIG. 5, and the oil pump 16 is driven by the oil pump driving motor 18. At this time, since the second one-way clutch 74 is released, the oil pump driving motor 18 can drive the oil pump 16 without receiving a load from the engine side. Therefore, the oil pump driving motor 18
Can be reduced in size.

As shown in FIG. 6, the oil pump 16 is driven by the oil pump driving motor 18 even in an area where the engine speed is low and the flow rate is not sufficient, so that the lubricating oil can be reliably supplied. Therefore, the vehicle can be started quickly even after idle stop, for example. [After engine start] After engine start, in FIG. 5, steps S21 → S22 → S23 → S24,
The oil pump 1 is driven by the rotational torque from the engine 10
6 is driven. At this time, since the oil pump 16 is driven from the engine side via the oil pump power transmission mechanism 56 having the speed increasing ratio, the oil pump 16 is directly driven by the engine 10 as shown in FIG. As shown in the figure, the rotation speed for driving the oil pump 16 is increased by N1. Therefore, even if the vehicle starts, the engine rotation speed is low and the discharge amount of the oil pump 16 tends to be insufficient, the vehicle is small. The oil pump 16 can ensure a sufficient discharge amount. Then, the oil pump driving motor 18 is deactivated when the engine 10 is started, so that the oil pump 16 can be driven with no load from the motor side. [Miniaturization and Improvement of Design Flexibility] In the present embodiment, when the engine 10 is stopped, the oil pump driving motor 1
8 drives the oil pump 16, and after the engine starts, the oil pump 1
6 is driven, it is not necessary to separately provide a large motor for driving the oil pump 16 over the entire traveling area from the time when the vehicle is stopped, so that the size of the apparatus and the degree of freedom in design are reduced. Further, the pump shaft 16a of the oil pump 16 is connected to the engine-side power transmission shaft 2
Since it is provided on an axis different from that of the power transmission shaft 4 and the transmission-side power transmission shaft 26, the axial dimension of the device can be shortened, and the mountability of the device on an FF vehicle can be improved. [Improvement of Fuel Efficiency of Vehicle] For example, when the second rotating drum 62 is supported in the radial direction by the intermediate wall 54, the lubricating oil lubricating the bearing 37 and the lubricating oil lubricating the friction clutch 46 are blocked by the bush 60 and There is a possibility that the fuel may stay between the two-rotation drum 62 and the intermediate wall 54 and the stirring resistance may increase, thereby lowering the fuel consumption. However, the rotation drum 62 of the oil pump power transmission mechanism 56 is provided at one end in the axial direction. Since the inner race 59 of the first one-way clutch 58 is supported, there is no danger of stagnation between the second rotating drum 62 and the intermediate wall 54, and deterioration of fuel efficiency due to an increase in stirring resistance is prevented. it can. [Improvement in durability of bush] Since the second rotary drum 62 of the power transmission mechanism 56 for the oil pump is supported by the inner race 59 of the first one-way clutch 58 connected to the carrier 70, as shown in FIG. Bush 60
In the sliding surface of, relative rotation occurs only when the friction clutch is not engaged at the time of starting, and there is no relative rotation difference when the vehicle is running with the friction clutch 46 engaged. That is, since the load is applied to the bush 60 only when the relative rotation difference when the vehicle starts is relatively small, the load on the bush 60 can be significantly reduced, and the durability of the bush 60 is improved. be able to. [Reduction of the Number of Parts and Ease of Manufacture] In this embodiment, since the inner race 59 also functions as the inner member of the one-way clutch 58 for preventing the output shaft from reversing, the second rotating drum 62 can be used without greatly increasing the number of parts. Can be rotatably supported on the outer periphery of the first rotary drum 32, and the inner race 59 may have the same diameter as the inner member of the one-way clutch 58, so that the precision can be easily obtained and the manufacturing can be easily performed.

When the rotational torque of the engine 10 is taken out as the driving force of the oil pump, conventionally, as shown in FIG. 7, it is taken out from the engine-side power transmission shaft 24 via a chain CH. In contrast, in the present embodiment,
Since the diameter on the drive side is large, the opening becomes large in the case of a chain, and it is very difficult to layout (design) avoiding the joining bolt 76 for joining the housing 54 and the case 53. Thus, the opening 73 (see FIG. 3) for extracting the torque can be accommodated in the space between the joining bolts 76 through the small-diameter gears 64a to 64c to extract the driving force.

In this embodiment, the oil pump driving motor which is driven until the engine is started is provided. However, this oil pump driving motor is not provided, and only the rotation torque of the engine from the oil pump power transmission mechanism is provided. May be driven. When an oil pump drive motor is provided, a one-way clutch is provided between the oil pump shaft and the gear mechanism, but any structure that can shut off power transmission from the engine side may be used, such as an electromagnetic clutch. There may be.

Although the drum member is supported on the outer peripheral surface of the inner race of the one-way clutch, any member may be used as long as it is connected to the carrier. For example, the structure is such that the bush 60 is directly supported by the first rotating drum 32. Of course it is good.

[0049]

As described above, according to the first aspect of the present invention, the oil pump can be driven by the rotation torque of the engine without inviting a decrease in mountability to a front-wheel drive vehicle and a reduction in design freedom. Can be. Further, by providing the oil pump on a different axis from the engine-side power transmission shaft and the transmission-side power transmission shaft, the overall length of the device including the transmission can be shortened, and the mountability on FF vehicles and the like is reduced. Not even.

According to the second aspect of the present invention, since the pump is driven from the engine via the pump drive power transmission mechanism having a speed increasing ratio, the pump is driven as compared with the case where the pump is driven directly by the engine. Since the rotation speed for driving the pump is increased, a small pump can secure a sufficient discharge amount even in a region where the engine rotation speed is low and the discharge amount of the pump tends to be insufficient.

According to the third aspect of the present invention, the bearing is supported by the second rotating member that couples the first rotating member of the power transmission mechanism for the pump to the carrier. Relative rotation occurs only when the engagement element is not engaged at the time of starting, and there is no relative rotation difference during traveling with the friction clutch engaged. In other words, since the load is applied to the bearing only when the relative rotation difference at the time of starting the vehicle is relatively small, the load on the bearing can be significantly reduced, and the durability of the bearing can be improved. Can be.

According to the fourth aspect of the present invention, the motor different from the electric rotary drive source is driven only while the engine rotational speed is low, so that the motor can be driven more quickly, for example, when starting after an idle stop. Can be. In addition, since the motor is not a large motor that drives the pump over the entire travel region from the time when the vehicle is stopped, it is possible to prevent an increase in the size of the device and a reduction in design flexibility.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a schematic configuration of a parallel vehicle drive device according to an embodiment of the present invention.

FIG. 2 is a sectional view showing a schematic structure of the differential device shown in FIG.

FIG. 3 is a sectional view showing a detailed structure of the differential device shown in FIG. 1;

FIG. 4 is a flowchart for explaining a control operation of the controller shown in FIG. 1 at the time of starting the engine.

FIG. 5 is a flowchart for explaining an oil pump driving motor control operation of the controller shown in FIG. 1;

FIG. 6 is a diagram showing a discharge flow rate characteristic of the oil pump shown in FIG.

FIG. 7 is a diagram showing a conventional technique in a case where a rotational torque of an engine is taken out using a chain as a driving force of an oil pump.

[Explanation of symbols]

 Reference Signs List 10 engine 12 motor / generator 14 transmission device 16 oil pump 18 oil pump driving motor 20 differential device 22 damper 24 engine-side power transmission shaft 26 transmission-side power transmission shaft 32 first rotating drum 34 rotor support 38 sun gear 44 first 1 ring gear 46 friction clutch 54 housing 56 oil pump power transmission mechanism 58 one-way clutch 60 bush 62 second rotating drum 64 gear mechanism 64a first gear 64b intermediate gear 64c second gear 66 second ring gear 70 carrier 74 one-way clutch

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) F02D 29/04 B60K 9/00 D F16H 48/10 F16H 1/42 F term (reference) 3D039 AA01 AB27 AC03 AC06 AC24 AD43 3G092 AC03 CA01 DG05 DG08 FA24 FA36 FA50 HA06Z HE01Z HF12Z HF15X HF26Z 3G093 AA04 AA07 BA22 BA28 DA01 DA06 DB11 DB15 EB01 EC02 EC04 3J027 FA36 FB01 GC01 GC22 GC28 GD07 GE11 HK02 HK16 5H09 PU12 Q01 PV03 Q09 SE03 SE04 SE05 SE06 SE08 TD15 TE02

Claims (4)

[Claims] 1. An engine, an electric rotary drive source having both functions of a generator and an electric motor, a transmission, a first element connected to the engine, and a first element connected to the electric rotary drive source. A parallel planetary gear mechanism having a planetary gear mechanism having a carrier that supports a pinion as a second element and a third element and is coupled to a driving force transmission shaft to the transmission, and a pump that creates working fluid pressure to the transmission. In the hybrid vehicle drive device, the planetary gear mechanism has a fourth element that rotates at the same speed as the first element and meshes with the pinion, and a pump shaft of the pump that is different from an axis of the driving force transmission shaft. A parallel hybrid vehicle having a pump power transmission mechanism disposed on a line and transmitting a rotational torque of an engine from the fourth element of the planetary gear mechanism to the pump. Drive. 2. The parallel hybrid vehicle drive according to claim 1, wherein the power transmission mechanism for the pump is set at a speed increasing ratio such that the rotation speed of the pump is higher than the rotation speed of the engine. apparatus. 3. The power transmission mechanism for a pump includes a gear mechanism that transmits power to a pump shaft of the pump, and a first rotating member that couples the gear mechanism and the fourth element of the planetary gear mechanism. The first rotating member is supported by a second rotating member connected to the carrier via a bearing, and the hybrid vehicle drive device includes a carrier of the planetary gear mechanism, and two elements of the first and second elements. 3. The parallel hybrid vehicle drive device according to claim 1, further comprising: a fastening element for fastening the fastening element; and fastening element control means for enabling the fastening element to be fastened when the vehicle is running. 4. A motor different from the electric rotary drive source is connected to the pump shaft, and the gear mechanism side and a pump shaft of the pump are connected via a disconnectable clutch. Driving the motor,
The parallel hybrid vehicle drive device according to any one of claims 1 to 3, further comprising motor control means for stopping the motor after the engine is started.