JP2003127681A - Hybrid vehicle drive structure with transmission - Google Patents

Hybrid vehicle drive structure with transmission

Info

Publication number
JP2003127681A
JP2003127681A JP2001323578A JP2001323578A JP2003127681A JP 2003127681 A JP2003127681 A JP 2003127681A JP 2001323578 A JP2001323578 A JP 2001323578A JP 2001323578 A JP2001323578 A JP 2001323578A JP 2003127681 A JP2003127681 A JP 2003127681A
Authority
JP
Japan
Prior art keywords
transmission
internal combustion
combustion engine
motor generator
vehicle
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.)
Granted
Application number
JP2001323578A
Other languages
Japanese (ja)
Other versions
JP3893938B2 (en
JP2003127681A5 (en
Inventor
Masakiyo Kojima
Yutaka Taga
Toshibumi Takaoka
豊 多賀
正清 小島
俊文 高岡
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2001323578A priority Critical patent/JP3893938B2/en
Priority claimed from US10/261,411 external-priority patent/US7223200B2/en
Priority claimed from CA002548815A external-priority patent/CA2548815C/en
Publication of JP2003127681A publication Critical patent/JP2003127681A/en
Publication of JP2003127681A5 publication Critical patent/JP2003127681A5/ja
Publication of JP3893938B2 publication Critical patent/JP3893938B2/en
Application granted granted Critical
Application status is Active legal-status Critical
Anticipated expiration legal-status Critical

Links

Classifications

    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

(57) Abstract: An output shaft of an internal combustion engine is connected to a first motor generator and a wheel drive shaft via a power distribution mechanism, and a second motor generator is connected to the wheel drive shaft. In the hybrid vehicle drive structure, the second motor generator MG2 has to be enlarged in order to maintain the fuel efficiency of the internal combustion engine and obtain the required vehicle speed-to-axle torque characteristics. A required vehicle speed-to-axle torque characteristic is obtained while avoiding an increase in the size of MG2. A transmission (100, 101, 102) is provided at least in the middle of a wheel drive shaft or in the middle of connection of a second motor generator to the wheel drive shaft.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive structure of a hybrid vehicle in which wheels are driven by a combination of an internal combustion engine and an electric motor. 2. Description of the Related Art In recent years, a hybrid vehicle in which wheels are driven by a combination of an internal combustion engine and an electric motor has been spotlighted, with an increasing awareness of the importance of preserving the atmospheric environment and saving fuel resources. Is coming. When driving the wheels of an automobile for which various combinations of rotation speeds and driving torques are required by an internal combustion engine and an electric motor, various modes of driving may be possible. Originally, they were exclusively driven by internal combustion engines, and hybrid vehicles in the field of automobiles started by replacing some of the conventional driving by internal combustion engines only with electric driving as far as circumstances allowed. Therefore, it is considered that even a hybrid vehicle can be driven only by the internal combustion engine. JP-A-11-
In 198669, a first motor generator is connected in series to the crankshaft of the internal combustion engine to form a power shaft driven by one or both of the internal combustion engine and the electric motor. A hybrid vehicle drive structure in which an output shaft of a generator is connected to a ring gear and a sun gear of a planetary gear mechanism and combined, and a carrier of the planetary gear mechanism is used as an output shaft and a transmission is connected to the carrier is shown. . According to such a hybrid vehicle drive structure, even if only the internal combustion engine is operated as the prime mover, the shifting function of the transmission is obtained, and it is possible to cope with various driving modes required for automobiles as in the case of the conventional internal combustion engine vehicle. This seems to be one typical example of the origin of the hybrid vehicle described above. However, on the other hand, when an internal combustion engine and an electric motor are combined as a prime mover of an automobile, the internal combustion engine is caused by a difference between the rotation speed versus the driving torque required for the wheels and the rotation speed versus the driving torque obtained from the internal combustion engine. It is the same person as the present applicant that the difference in the number of revolutions between the output shaft and the axle is differentially absorbed by the electric motor and the transmission conventionally required between the output shaft and the axle of the internal combustion engine is eliminated. was suggested. FIG. 1 of the accompanying drawings is a schematic view showing a drive structure of such a hybrid vehicle. In FIG. 1, reference numeral 1 denotes an internal combustion engine, which is mounted on a vehicle body (not shown). Reference numeral 2 denotes its output shaft (crankshaft). Reference numeral 3 denotes a planetary gear unit, 4 denotes a sun gear, 5 denotes a ring gear, 6 denotes a planetary pinion, and 7 denotes a carrier. The crankshaft 2 is connected to a carrier 7. 8 is a first motor generator (MG
1), having a coil 9 and a rotor 10,
Is connected to the sun gear 4. The coil 9 is supported by the vehicle body. One end of a propeller shaft 11 is connected to the ring gear 5. Thus, the planetary gear device 3 constitutes a power distribution mechanism for distributing the output of the internal combustion engine appearing on the output shaft 2 of the internal combustion engine to the first motor generator 3 and the propeller shaft 11 serving as a wheel drive shaft. A second motor generator (MG2) 12 is connected to the middle of the propeller shaft 11.
The second motor generator 12 has a coil 13 and a rotor 14, and the coil 13 is supported by a vehicle body. The connection of the rotor 14 to the propeller shaft 11 may be of any structure, but in the example shown in the figure, a gear 16 supported by the rotor 14 and rotated by a gear 14 provided on the propeller shaft 11 is engaged. ing. The other end of the propeller shaft 11 is connected to a pair of axles 18 via a differential device 17. Wheels 19 are mounted on each of the axles 18. [0005] In the illustrated drive structure, the rotation of the crankshaft 2 and the rotation of the carrier 7 are the same, and this rotation speed is represented by Nc. Further, the rotation of the first motor generator 8 and the rotation of the sun gear 4 are the same, and this rotation speed is represented by Ns. On the other hand, the rotation of the ring gear 5, the rotation of the second motor generator 12, and the rotation of the wheels 19 correspond to each other, and finally correspond to the vehicle speed. It depends on the ratio of the number of teeth between the gears, the reduction ratio in the differential device 17, and the tire diameter. However, here, for convenience, the rotational speed of these portions is represented by the rotational speed of the ring gear 5, and is represented by Nr. Then, the rotation speeds Nc, Ns, and Nr of the internal combustion engine and the two motor generators MG1 and MG2 in the hybrid vehicle drive structure in which the internal combustion engine and the two motor generators are combined by the planetary gear device as shown in the drawing. Is represented by a diagram shown in FIG. 2 based on the principle of the planetary gear device. In the figure, ρ is the number of teeth of the sun gear with respect to the number of teeth of the ring gear (ρ <1). Since Nc is determined by the engine speed and Nr is determined by the vehicle speed, Ns is determined as Ns = (1 + 1 / ρ) Nc− (1 / ρ) Nr depending on the engine speed and the vehicle speed. On the other hand, assuming that the torques of the carrier, the sun gear and the ring gear are Tc, Ts and Tr, these are Ts: Tc: Tr = ρ / (1 + ρ): 1: 1 / (1+
ρ), so that when any of these three elements generate or absorb torque, torque is exchanged between them until the above-mentioned equilibrium holds. In the hybrid vehicle having the above-described drive structure, the operation of the internal combustion engines, MG1 and MG2 is controlled by a vehicle operation control device (not shown) from the driver and the operation of the vehicle. It is controlled based on the state.
That is, the vehicle operation control device includes a microcomputer, and calculates a target vehicle speed and a target wheel driving torque based on a driving command from a driver and an operation state of the vehicle detected by various sensors, and charges the power storage device. Based on the state, the current output allowed for the power storage device or the amount of power generation required for charging the power storage device is calculated, and based on these calculation results, in what operating state the internal combustion engine should be operated including suspension, Also, in what kind of electric or power generation state MG1 and MG2 should be operated,
The operation of the internal combustion engine, MG1, MG2 is controlled based on the calculation result. [0008] As described above, the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft via the power distribution mechanism, and the second electric motor is connected to the wheel drive shaft. According to the drive structure of the hybrid vehicle to which the generator is connected, as can be understood from FIG. 2, the respective values of the rotation speed Nc of the output shaft of the internal combustion engine and the rotation speed Nr corresponding to the vehicle speed, and the relative relationship between them, Since the change can be greatly changed by absorbing the change in the number of rotations Ns of the first motor generator, a transmission has not been required in such a hybrid vehicle drive structure. That is, depending on the adjustment of the power distribution mechanism,
The relationship between Nc and Nr can be freely changed, and even when the vehicle is stopped (Nr = 0), the engine is operated (Nc> 0), and conversely, the vehicle is traveling forward (Nr> 0). The engine can also be stopped (Nc = 0) or moved backward (Nr <0) regardless of the operation or stop of the engine (Nc ≧ 0). However, the rotation speed of MG2 depends on the vehicle speed, and the degree of charge of the power storage device is irrelevant to the vehicle speed, so that MG2 operates as a generator for charging the power storage device. There is. Therefore, charging of the power storage device relies exclusively on MG1, and conversely, electric drive of the wheels relies exclusively on MG2. Therefore, in the above-described hybrid vehicle drive structure without a transmission, in order to ensure vehicle drive performance capable of obtaining a high wheel drive torque as needed even in a low vehicle speed range, MG2 Must be enlarged. FIG. 3 is a graph showing the performance characteristics of the axle torque with respect to the vehicle speed. That is, now, the internal combustion engine of the vehicle is operated with high fuel efficiency over a wide vehicle speed range, and the vehicle has the performance shown by line A as a limit performance desired as the vehicle speed versus axle torque performance. If so, the vehicle speed vs. axle torque performance of the internal combustion engine that achieves high fuel efficiency becomes almost flat as in the region B, so the rest must be supplemented exclusively by the MG2, and the vehicle speed vs. axle torque performance covers the region C. Must be something. Therefore, the MG2 must be made correspondingly large so as to generate a high torque at a low rotation speed. However, a close examination of FIG. 3 raises the question that the depth of the area C is slightly too deep compared to the depth of the area B. From a different point of view, this is a problem of the relative balance of the size of the three prime movers, that is, the internal combustion engine and the first and second motor generators, in particular, the size of the internal combustion engine and the second motor generator. It is. The present invention originated from such a question, and has as its object to further improve the above-described hybrid vehicle drive structure in this regard. According to the present invention, an output shaft of an internal combustion engine is connected to a first motor generator and a wheel drive shaft via a power distribution mechanism. In a hybrid vehicle drive structure in which a second motor generator is connected to the wheel drive shaft, at least one of the middle of the wheel drive shaft or the middle of connection of the second motor generator to the wheel drive shaft. A hybrid vehicle drive structure characterized by providing a transmission in the vehicle. The term "motor generator" refers to means having both functions of a motor and a generator. However, the invention of the present application is based on the assumption that the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive through a power distribution mechanism. The present invention relates to a short-term vehicle drive performance of a hybrid vehicle drive structure in which a second motor generator is connected to the wheel drive shaft, and in other words, an internal combustion engine drive in hybrid drive of the vehicle. , Electric drive,
Since it does not relate to the long-term vehicle drive performance involving the interrelation of the self-charging action on the power storage device, both the first and second motor generators are merely electric motors as far as the actions and effects of the present invention are concerned. Good thing. Indeed, as already mentioned, as a working vehicle drive, the second motor-generator must operate exclusively as a motor (but can also operate as a generator),
Therefore, in order to configure a vehicle drive device that can operate for a long period of time, the first motor generator needs to have a power generation function, but this need is not related to the technical idea of the present invention. That is. Therefore, in the configuration of the present invention, the means described as a motor generator includes a motor having no power generation function as an equivalent thereof. In the above-described hybrid vehicle drive structure, the transmission may be provided in the middle of the wheel drive shaft on the side of the internal combustion engine from a connection portion of the second motor generator. [0015] Alternatively, in the above-described hybrid vehicle drive structure, the transmission is provided on a side of the wheel drive shaft that is separated from the internal combustion engine by a connecting portion of the second motor generator. May be. Further, in the above hybrid vehicle drive structure, the transmission may include a reverse gear. In this case, the hybrid vehicle drive structure may further include means for selecting between the vehicle reverse drive by the reverse gear of the transmission and the vehicle reverse drive by adjusting the power distribution mechanism. As described above, the output shaft of the internal combustion engine is connected to the first motor generator and the wheel drive shaft via the power distribution mechanism, and the second motor generator is connected to the wheel drive shaft. In a hybrid vehicle drive structure in which a transmission is provided at least in the middle of the wheel drive shaft or in the middle of the connection of the second motor generator to the wheel drive shaft, the vehicle speed is reduced. When a high axle torque is determined, if the transmission is provided in the middle of the wheel drive shaft and closer to the internal combustion engine than the connection portion of the second motor generator, the power distribution mechanism is By adjusting and increasing the rotation speed of the internal combustion engine relative to the vehicle speed and increasing the reduction ratio of the transmission, more of the required high axle torque is covered by the internal combustion engine, and the second motor generator To meet this demand without reducing the required torque And adjusting the power distribution mechanism if the transmission is provided in the middle of the wheel drive shaft and on the side away from the internal combustion engine with respect to the connection portion of the second motor generator. To increase the rotation speed of the internal combustion engine relative to the vehicle speed,
By increasing the reduction ratio of the transmission, the wheels are driven by the cooperation of the internal combustion engine and the second motor generator at the increased reduction ratio, and the torque required for the second motor generator is reduced. Leverage, and if the transmission is provided in the middle of the connection of the second motor generator to the wheel drive shaft, regardless of the adjustment of the power distribution mechanism, The wheel drive torque obtained from the second motor generator can be increased by increasing the reduction ratio of the transmission, and this requirement can be met even if the second motor generator is set to a moderate size. Thus, while maintaining the preferred balance between the relative sizes of the internal combustion engine and the first and second motor generators, and always operating the internal combustion engine with high fuel efficiency, it is shown by the line A in FIG. The vehicle speed to axle torque performance as described above can be obtained. Further, in the above-described hybrid vehicle drive structure, if the transmission is configured to include the reverse gear, the transmission can be moved to the reverse gear without adjusting the power distribution mechanism when the vehicle moves backward. The vehicle can be easily moved backward by switching to. In this case, if means for selecting between the reverse drive of the vehicle by the reverse gear of the transmission and the reverse drive of the vehicle by adjustment of the power distribution mechanism is provided, especially when the vehicle is climbing backward on a slope and the driving wheels are indented, When the vehicle needs to be driven backward by a high axle torque, such as when the vehicle is collapsed, the vehicle is driven with sufficient drive torque by selecting the vehicle reverse drive by using the reverse gear of the transmission, and the vehicle is driven in the same way as a normal vehicle on a flat ground. When the axle torque to the left is not required, the vehicle can be driven backward by selecting the vehicle reverse drive by adjusting the power distribution mechanism, without the need for the transmission switching operation. Furthermore, the above-mentioned transmission may be a known type of overdrive stage as the highest speed stage in various modes. The operation of the internal combustion engine can be optimized as in a conventional internal combustion engine vehicle with overdrive. FIG. 4, FIG. 5, and FIG. 6 show an output shaft of an internal combustion engine connected to a first motor generator and a wheel drive shaft via a power distribution mechanism as shown in FIG. A hybrid vehicle drive structure in which a second motor generator is connected to the wheel drive shaft,
FIG. 1 shows three embodiments incorporating a transmission according to the present invention.
FIG. 4, 5, and 6, parts corresponding to the parts shown in FIG. 1 are indicated by corresponding reference numerals. In the first embodiment shown in FIG. 4, the transmission 100 is provided in the middle of the wheel drive shaft and closer to the internal combustion engine than the connection of the second motor generator MG2. In the description of FIG. 1, a part of the propeller shaft 11 that forms part of the wheel drive shaft and is provided closer to the internal combustion engine than the gear 15 that forms the connection of the MG 2. The transmission 100 may have two or three gears, and may further include a reverse gear. Such a transmission can be obtained in various forms by a known technique, and an example of a transmission having three forward speeds and a reverse speed is schematically shown in FIG. In FIG. 7, reference numerals 20, 22, 24, and 26 denote a sun gear, a ring gear, and a planetary gear mechanism.
Planetary pinion, carrier, and 21,2
Reference numerals 3, 25, and 27 denote a sun gear, a ring gear, a planetary pinion, and a carrier that constitute another planetary gear mechanism. Reference numerals 28 (C1) and 29 (C2) denote clutches.
30 (B1) and 31 (B2) are brakes,
(F1) is a one-way clutch. And, these rotary elements, with 33 as the input shaft and 34 as the output shaft,
In the meantime, the clutch C
1 achieves the first speed stage having the largest reduction ratio, and engages the clutch C1 and the brake B1 to achieve the second speed stage having a middle reduction ratio. And C2 are engaged with each other, so that the third speed is achieved with the lowest reduction ratio (reduction ratio = 1), and the clutch C
2 is engaged with the brake B2 to achieve the reverse speed. In the embodiment shown in FIG.
Assuming that a gear shift is provided, the performance characteristic diagram of the vehicle speed versus the axle torque is changed as shown in FIG. 8 in comparison with FIG. 3 without such a transmission. In this diagram, areas B1, B2, and B3 each correspond to the first transmission.
The first, second, and third speeds are regions that are mainly covered by the internal combustion engine (in some cases, the internal combustion engine and MG1), and the remaining region C is the second motor generator M
This area is covered by G2. It can be understood from FIG. 8 that the maximum torque required for MG2 is significantly reduced as compared with the case of FIG. In the second embodiment shown in FIG. 5, the transmission 101 is provided in the middle of the wheel drive shaft and on the side separated from the connection portion of the second motor generator MG2 from the internal combustion engine. In the description of FIG. 1, the propeller shaft 11, which is a part of the wheel drive shaft, is provided on the side farther from the internal combustion engine than the gear 15 which is a connecting portion of the MG2. Have been. The transmission 101 may also have two or three gears, may further include a reverse gear, and may be as shown in FIG. In the embodiment shown in FIG.
Assuming that a gear shift is provided, the performance characteristic diagram of the vehicle speed versus the axle torque is changed as shown in FIG. 9 as compared with FIG. 3 without such a transmission. In this diagram, the areas B1 + C1, B2 + C2, B3 + C3 are mainly composed of the internal combustion engine (in some cases, the internal combustion engine and MG1) and the transmission having the first, second and third gears, respectively. This is the area covered by MG2.
Also in this case, as can be seen from FIG. 9, the maximum torque required for MG2 is significantly reduced as compared with the case of FIG. In the third embodiment shown in FIG. 6, the transmission 102 is provided in the middle of the connection of the second motor generator MG2 to the wheel drive shaft. In other words, it is provided at a connecting portion of the MG2 to the propeller shaft 11 which forms a part of the wheel drive shaft. The transmission 102 may also be of two or three stages. In this case, MG2
Can be easily performed by switching the electric circuit, so that the transmission 102 need not have a reverse gear. But,
The transmission 102 may also have a reverse gear and may be as shown in FIG. In the embodiment shown in FIG.
Assuming that a gear shift is to be provided, the performance characteristic diagram of vehicle speed versus axle torque is changed as shown in FIG. 10 as compared to FIG. 3 without such a transmission. In this diagram, the region B is a region mainly covered by the internal combustion engine (in some cases, the internal combustion engine and the MG1), and the regions C1, C2, and C3 respectively set the transmission to the first gear and the second gear.
This is an area covered by the MG2 by setting the speed to the third speed. In FIG. 10, a region C1 indicates a torque region that can be covered by obtaining a torque corresponding to the region B by the internal combustion engine and adding the torque increased by the transmission of the first speed stage to the output torque of the MG2. Area C2, C3
Shows the same thing. As can be seen from FIG. 10, the maximum torque required for MG2 itself is significantly reduced as compared with the case of FIG. FIGS. 8 to 10 mainly show the internal combustion engine (in some cases, the internal combustion engine and MG1) and the second motor generator MG in the coordinate system of vehicle speed versus axle torque as described above.
2 is a performance characteristic diagram showing the magnitude of the torque that can be covered by the vehicle 2 with respect to the vehicle speed, and is not a shift diagram in the hybrid vehicle drive structure with the transmission. That is, FIG.
In the embodiment of FIG. 5 and FIG. 5, even when the demand for the axle torque is low, as the vehicle speed increases from the low vehicle speed to the high vehicle speed, the transmission is always shifted from the first gear to the second gear and the third gear. It does not mean that it can be switched to a step. In these embodiments, when a high axle torque is not required as in the case of a normal vehicle start on a flat ground, the transmission is maintained at the third speed and the power distribution mechanism is controlled to control the region shown in FIG. B, the second speed stage and the first speed stage are:
Each of them may be used when the required axle torque increases or when the shift lever is switched between the two positions and the L position. In each of the above embodiments,
To drive the vehicle backward is to set Nr to a negative value as shown in FIG. 2, which corresponds to MG regardless of whether the internal combustion engine is operating (Nc> 0) or not (Nc = 0).
This is achieved by adjusting the rotation speed Ns of MG1 and the rotation speed Nr of MG2 in accordance with the internal combustion engine rotation speed Nc such that the rotation speed Nr of the second engine 2 becomes a desired negative value. Such MG
The control for adjusting the rotation speeds of the MG1 and MG2 can be performed steplessly and quickly, but in this case, the torque for driving the vehicle backward can be provided only by the motor generator, and the magnitude of the obtained reverse drive torque is Limited. On the other hand, when the transmission is provided in the middle of the wheel drive shaft and has a reverse gear as in the embodiment shown in FIG. 4 or 5, the transmission is switched to the reverse gear and the wheels are driven backward by the internal combustion engine. In this case, the switching of the transmission requires some time, but the vehicle can be driven backward with a large driving torque. Therefore, although not shown in the figure, if means for selecting between the reverse drive of the vehicle by the reverse gear of the transmission and the reverse drive of the vehicle by adjusting the power distribution mechanism is provided, it is necessary for the reverse drive of the vehicle. A more appropriate vehicle operation can be performed by appropriately selecting between the two according to the magnitude of the driving torque. The means for making such a selection is almost achieved in software according to the vehicle operation control device provided with the current computer. Although the present invention has been described in detail with reference to several embodiments, the present invention is not limited to these embodiments, and various other embodiments may be made within the scope of the present invention. It will be clear to the skilled person that examples are possible.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a drive structure of a hybrid vehicle to be improved according to the present invention. FIG. 2 is a diagram showing the rotation speed N of the internal combustion engine and two motor generators MG1 and MG2 in the hybrid vehicle drive structure shown in FIG.
FIG. 4 is a diagram showing a relationship between c, Ns, and Nr. 3 is a diagram showing axle torque to be shared by each of an internal combustion engine and a motor generator MG2 with respect to a vehicle speed in the hybrid vehicle drive structure shown in FIG. FIG. 4 is a schematic diagram showing a first embodiment of an improvement made by the present invention with respect to the drive structure of the hybrid vehicle shown in FIG. 1; FIG. 5 is a schematic diagram showing a second embodiment of the improvement made by the present invention with respect to the drive structure of the hybrid vehicle shown in FIG. 1; FIG. 6 is a schematic diagram showing a third embodiment of an improvement made by the present invention with respect to the drive structure of the hybrid vehicle shown in FIG. 1; FIG. 7 is a schematic diagram showing an example of a transmission that provides three shift speeds and a reverse speed. 8 is a diagram showing an axle torque to be shared by each of the internal combustion engine and the motor generator MG2 in the hybrid vehicle drive structure shown in FIG. 4 with respect to a vehicle speed. FIG. 9 is a diagram showing axle torque to be shared by each of the internal combustion engine and the motor generator MG2 with respect to the vehicle speed in the hybrid vehicle drive structure shown in FIG. 10 is a diagram showing an axle torque to be shared by each of the internal combustion engine and the motor generator MG2 in the hybrid vehicle drive structure shown in FIG. 6 with respect to a vehicle speed. DESCRIPTION OF SYMBOLS 1 ... internal combustion engine 2 ... output shaft of internal combustion engine 3 ... planetary gear device 4 ... sun gear 5 ... ring gear 6 ... planetary pinion 7 ... carrier 8 ... first motor generator (MG1) 9 ... coil 10 ... Rotor 11 Propeller shaft 12 Second motor generator (MG2) 13 Coil 14 Rotors 15 and 16 Gear 17 Differential device 18 Axle 19 Wheel 20 Sun gear 22 Ring gear 24 Planetary pinion 26 ... Carrier 21 ... Sun gear 23 ... Ring gear 25 ... Planetary pinion 27 ... Carriers 28 and 29 ... Clutches 28 and 29 ... Brake 32 ... One-way clutches 100, 101 and 102 ... Transmission

   ────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Yutaka Taga             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company F term (reference) 3D039 AA04 AB27 AC39 AC74                 3J027 FB01 GC13 GC22 GD03 GD04                       GD07 GD09                 5H115 PA12 PG04 PI16 PU01 PU25                       SE08 SF01 TO04 UI40

Claims (1)

  1. Claims: 1. An output shaft of an internal combustion engine is connected to a first motor generator and a wheel drive shaft via a power distribution mechanism, and a second motor generator is connected to the wheel drive shaft. A hybrid vehicle, wherein a transmission is provided at least in the middle of the wheel drive shaft or in the middle of connection of the second motor generator to the wheel drive shaft. Drive structure. 2. The hybrid vehicle according to claim 1, wherein the transmission is provided at a position closer to the internal combustion engine than a connection portion of the second motor generator in the middle of the wheel drive shaft. Drive structure. 3. The transmission according to claim 1, wherein the transmission is provided on a side of the wheel drive shaft that is separated from the internal combustion engine by a connecting portion of the second motor generator. Hybrid car drive structure. 4. The hybrid vehicle drive structure according to claim 1, wherein said transmission includes a reverse gear. 5. The hybrid according to claim 4, further comprising means for selecting between a reverse drive of the transmission by a reverse speed of the transmission and a reverse drive of the vehicle by adjusting the power distribution mechanism. Car drive structure.
JP2001323578A 2001-10-22 2001-10-22 Hybrid vehicle drive structure with transmission Active JP3893938B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2001323578A JP3893938B2 (en) 2001-10-22 2001-10-22 Hybrid vehicle drive structure with transmission

Applications Claiming Priority (19)

Application Number Priority Date Filing Date Title
JP2001323578A JP3893938B2 (en) 2001-10-22 2001-10-22 Hybrid vehicle drive structure with transmission
US10/261,411 US7223200B2 (en) 2001-10-22 2002-10-02 Hybrid-vehicle drive system and operation method with a transmission
CA002406817A CA2406817C (en) 2001-10-22 2002-10-08 Hybrid-vehicle drive system and operation method with a transmission
CA002548815A CA2548815C (en) 2001-10-22 2002-10-08 Hybrid-vehicle drive system and operation method with a transmission
CA2704802A CA2704802C (en) 2001-10-22 2002-10-08 Hybrid-vehicle drive system with a transmission
CA2704805A CA2704805A1 (en) 2001-10-22 2002-10-08 Hybrid-vehicle drive system with a transmission
CA2704804A CA2704804C (en) 2001-10-22 2002-10-08 Hybrid-vehicle drive system with a transmission
CA2632448A CA2632448C (en) 2001-10-22 2002-10-08 Operation method of a hybrid-vehicle drive system with a transmission
DE60227711A DE60227711D1 (en) 2001-10-22 2002-10-21 Method for operating a drive system of a hybrid vehicle
DE60214104T DE60214104T2 (en) 2001-10-22 2002-10-21 Drive system for hybrid vehicle and method of operation with a transmission
ES04028726T ES2308093T3 (en) 2001-10-22 2002-10-21 Method of operation of a motor system of a hybrid vehicle.
EP04028726A EP1520743B1 (en) 2001-10-22 2002-10-21 Method of operating a hybrid-vehicle drive system
ES02023460T ES2269583T3 (en) 2001-10-22 2002-10-21 hybrid transmission system of a vehicle and method of operation with a transmission.
DE60223850T DE60223850T2 (en) 2001-10-22 2002-10-21 Method for operating a drive system of a hybrid vehicle
EP02023460A EP1304248B1 (en) 2001-10-22 2002-10-21 Hybrid-vehicle drive system and operation method with a transmission
EP04028725A EP1514716B1 (en) 2001-10-22 2002-10-21 Method of operating a hybrid-vehicle drive system
ES04028725T ES2294422T3 (en) 2001-10-22 2002-10-21 Method of operation of a traction system for hybrid vehicle.
CNB021471347A CN1286681C (en) 2001-10-22 2002-10-22 Mixed power vehicle drive system with speed changing box and operating method
KR10-2002-0064574A KR100501062B1 (en) 2001-10-22 2002-10-22 Hybrid-vehicle drive system and operation method with a transmission

Publications (3)

Publication Number Publication Date
JP2003127681A true JP2003127681A (en) 2003-05-08
JP2003127681A5 JP2003127681A5 (en) 2003-05-08
JP3893938B2 JP3893938B2 (en) 2007-03-14

Family

ID=19140447

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2001323578A Active JP3893938B2 (en) 2001-10-22 2001-10-22 Hybrid vehicle drive structure with transmission

Country Status (1)

Country Link
JP (1) JP3893938B2 (en)

Cited By (38)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005028233A1 (en) * 2003-08-18 2005-03-31 Honda Motor Co., Ltd. Hybrid vehicle
WO2005106290A1 (en) 2004-04-27 2005-11-10 Toyota Jidosha Kabushiki Kaisha Controller of driving gear for vehicle
US7137924B2 (en) 2004-01-22 2006-11-21 Toyota Jidosha Kabushiki Kaisha Control system for hybrid vehicles
US7201690B2 (en) 2003-05-29 2007-04-10 Aisin Aw Co., Ltd. Drive unit for vehicle
WO2007049682A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller of vehicle automatic transmission
WO2007049686A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Engine start control device
WO2007049680A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller for vehicle drive device
WO2007049685A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Shift control device for automatic transmission
WO2007049683A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller of vehicle driving device
WO2007049679A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle drive device control device
WO2007049684A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller of power transmission
WO2007049681A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller for vehicle drive device
US7226385B2 (en) 2004-06-03 2007-06-05 Toyota Jidosha Kabushiki Kaisha Control apparatus for controlling driving device of vehicle
US7249642B2 (en) 2004-06-07 2007-07-31 Toyota Jidosha Kabushiki Kaisha Control apparatus for controlling vehicle drive apparatus, and vehicle drive system including the control apparatus
US7252619B2 (en) 2004-02-25 2007-08-07 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
US7255186B2 (en) 2002-08-02 2007-08-14 Aisin Aw Co., Ltd. Hybrid drive system and vehicle equipped therewith
US7314421B2 (en) 2005-08-18 2008-01-01 Hyundai Motor Company Power system of hybrid vehicles
US7322902B2 (en) 2004-05-10 2008-01-29 Toyota Jidosha Kabushiki Kaisha Control device for vehicular transmission mechanism
JP2008025658A (en) * 2006-07-19 2008-02-07 Toyota Central Res & Dev Lab Inc Starting device
JP2008138806A (en) * 2006-12-04 2008-06-19 Toyota Motor Corp Controller of drive device for vehicle
DE102007055918A1 (en) 2006-12-25 2008-07-17 Toyota Jidosha Kabushiki Kaisha, Toyota Control device and control method for a vehicle drive system
US7469758B2 (en) 2005-10-26 2008-12-30 Aisin Aw Co., Ltd. Electric vehicle drive control device and control method therefor
US7492114B2 (en) 2005-10-26 2009-02-17 Aisin Aw Co., Ltd. Electric vehicle drive control device and control method therefor
DE112007000604T5 (en) 2006-03-23 2009-02-19 Aisin Aw Co., Ltd. Power transmission unit and mounting method for this
DE112007000684T5 (en) 2006-03-24 2009-04-23 Aisin Aw Co., Ltd. Power transmission unit and mounting method for this
WO2009106947A1 (en) * 2008-02-26 2009-09-03 Nissan Motor Co., Ltd. Vehicle drive apparatus
WO2009106941A1 (en) * 2008-02-26 2009-09-03 Nissan Motor Co., Ltd. Vehicle drive apparatus
US7727112B2 (en) 2006-02-28 2010-06-01 Toyota Jidosha Kabushiki Kaisha Control system for power transmission unit of vehicle
US7762365B2 (en) 2005-10-26 2010-07-27 Aisin Aw Co., Ltd. Electric vehicle drive control device and control method therefor
WO2010089841A1 (en) * 2009-02-09 2010-08-12 本田技研工業株式会社 Power transmitting device
US7822524B2 (en) 2003-12-26 2010-10-26 Toyota Jidosha Kabushiki Kaisha Vehicular drive system
DE112006002819B4 (en) 2005-10-26 2011-02-24 Toyota Jidosha Kabushiki Kaisha, Toyota-shi Control system for a vehicle drive unit
US7923945B2 (en) 2005-05-20 2011-04-12 Toyota Jidosha Kabushiki Kaisha Voltage control of upconverter in a motored vehicle drive
DE112005000456B4 (en) * 2004-02-26 2011-07-14 Toyota Jidosha Kabushiki Kaisha, Aichi-ken Control device for vehicle drive system
US8043181B2 (en) 2007-04-27 2011-10-25 Honda Motor Co., Ltd. Power unit
CN102922981A (en) * 2012-10-29 2013-02-13 长城汽车股份有限公司 Hybrid power drive device and vehicle
JP2013103654A (en) * 2011-11-15 2013-05-30 Toyota Motor Corp Hybrid vehicle drive device
DE112007000612B4 (en) 2006-03-23 2013-06-27 Aisin Aw Co., Ltd. Power transmission unit and mounting method therefor

Cited By (63)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7255186B2 (en) 2002-08-02 2007-08-14 Aisin Aw Co., Ltd. Hybrid drive system and vehicle equipped therewith
US7201690B2 (en) 2003-05-29 2007-04-10 Aisin Aw Co., Ltd. Drive unit for vehicle
US7568539B2 (en) 2003-08-18 2009-08-04 Honda Motor Co., Ltd. Hybrid vehicle
WO2005028233A1 (en) * 2003-08-18 2005-03-31 Honda Motor Co., Ltd. Hybrid vehicle
US7822524B2 (en) 2003-12-26 2010-10-26 Toyota Jidosha Kabushiki Kaisha Vehicular drive system
EP2375103A1 (en) 2003-12-26 2011-10-12 Toyota Jidosha Kabushiki Kaisha Vehicular drive system
US7848858B2 (en) 2003-12-26 2010-12-07 Toyota Jidosha Kabushiki Kaisha Vehicular drive system
US7137924B2 (en) 2004-01-22 2006-11-21 Toyota Jidosha Kabushiki Kaisha Control system for hybrid vehicles
US7252619B2 (en) 2004-02-25 2007-08-07 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
DE112005000456B4 (en) * 2004-02-26 2011-07-14 Toyota Jidosha Kabushiki Kaisha, Aichi-ken Control device for vehicle drive system
US8135522B2 (en) 2004-02-26 2012-03-13 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
US7396316B2 (en) 2004-04-27 2008-07-08 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
WO2005106290A1 (en) 2004-04-27 2005-11-10 Toyota Jidosha Kabushiki Kaisha Controller of driving gear for vehicle
US7513847B2 (en) 2004-04-27 2009-04-07 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
US7322902B2 (en) 2004-05-10 2008-01-29 Toyota Jidosha Kabushiki Kaisha Control device for vehicular transmission mechanism
US7226385B2 (en) 2004-06-03 2007-06-05 Toyota Jidosha Kabushiki Kaisha Control apparatus for controlling driving device of vehicle
US7249642B2 (en) 2004-06-07 2007-07-31 Toyota Jidosha Kabushiki Kaisha Control apparatus for controlling vehicle drive apparatus, and vehicle drive system including the control apparatus
DE102005026226B4 (en) * 2004-06-07 2009-06-18 Toyota Jidosha Kabushiki Kaisha, Toyota-shi A control device for controlling a vehicle drive device and a vehicle drive system including the control device
US7923945B2 (en) 2005-05-20 2011-04-12 Toyota Jidosha Kabushiki Kaisha Voltage control of upconverter in a motored vehicle drive
US7314421B2 (en) 2005-08-18 2008-01-01 Hyundai Motor Company Power system of hybrid vehicles
DE112006002847B4 (en) 2005-10-26 2012-11-29 Toyota Jidosha K.K. Control system for the speed change in an automatic transmission
US8246508B2 (en) 2005-10-26 2012-08-21 Toyota Jidosha Kabushiki Kaisha Controller for vehicle drive device
DE112006002865T5 (en) 2005-10-26 2008-09-25 Toyota Jidosha Kabushiki Kaisha, Toyota Control system for a vehicle drive unit
US7469758B2 (en) 2005-10-26 2008-12-30 Aisin Aw Co., Ltd. Electric vehicle drive control device and control method therefor
US8496560B2 (en) 2005-10-26 2013-07-30 Toyota Jidosha Kabushiki Kaisha Starting control system for engines
US8177004B2 (en) 2005-10-26 2012-05-15 Toyota Jidosha Kabushiki Kaisha Control system for drive unit of hybrid vehicle
WO2007049685A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Shift control device for automatic transmission
US8177680B2 (en) 2005-10-26 2012-05-15 Toyota Jidosha Kabushiki Kaisha Controller of vehicle driving device
WO2007049681A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller for vehicle drive device
WO2007049684A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller of power transmission
US8012060B2 (en) 2005-10-26 2011-09-06 Toyota Jidosha Kabushiki Kaisha Speed change control system for automatic transmission
WO2007049679A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle drive device control device
US8052569B2 (en) 2005-10-26 2011-11-08 Toyota Jidosha Kabushiki Kaisha Controller of power transmission
WO2007049683A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller of vehicle driving device
US7762365B2 (en) 2005-10-26 2010-07-27 Aisin Aw Co., Ltd. Electric vehicle drive control device and control method therefor
WO2007049680A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller for vehicle drive device
WO2007049686A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Engine start control device
US7798938B2 (en) 2005-10-26 2010-09-21 Toyota Jidosha Kabushiki Kaisha Controller system for device unit of vehicle
US7976428B2 (en) 2005-10-26 2011-07-12 Toyota Jidosha Kabushiki Kaisha Control system for drive unit of vehicle
WO2007049682A1 (en) * 2005-10-26 2007-05-03 Toyota Jidosha Kabushiki Kaisha Controller of vehicle automatic transmission
DE112006002819B4 (en) 2005-10-26 2011-02-24 Toyota Jidosha Kabushiki Kaisha, Toyota-shi Control system for a vehicle drive unit
US7492114B2 (en) 2005-10-26 2009-02-17 Aisin Aw Co., Ltd. Electric vehicle drive control device and control method therefor
US7727112B2 (en) 2006-02-28 2010-06-01 Toyota Jidosha Kabushiki Kaisha Control system for power transmission unit of vehicle
DE112007000612B4 (en) 2006-03-23 2013-06-27 Aisin Aw Co., Ltd. Power transmission unit and mounting method therefor
US8337350B2 (en) 2006-03-23 2012-12-25 Toyota Jidosha Kabushiki Kaisha Power transmission device and method of assembling the same
DE112007000604T5 (en) 2006-03-23 2009-02-19 Aisin Aw Co., Ltd. Power transmission unit and mounting method for this
DE112007000604B4 (en) * 2006-03-23 2017-10-19 Aisin Aw Co., Ltd. Power transmission unit and mounting method for this
US7884515B2 (en) 2006-03-24 2011-02-08 Toyota Jidosha Kabushiki Kaisha Power transmission device and method of assembling the same
DE112007000684T5 (en) 2006-03-24 2009-04-23 Aisin Aw Co., Ltd. Power transmission unit and mounting method for this
JP2008025658A (en) * 2006-07-19 2008-02-07 Toyota Central Res & Dev Lab Inc Starting device
JP2008138806A (en) * 2006-12-04 2008-06-19 Toyota Motor Corp Controller of drive device for vehicle
US8655560B2 (en) 2006-12-04 2014-02-18 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for vehicular drive apparatus
DE102007055918A1 (en) 2006-12-25 2008-07-17 Toyota Jidosha Kabushiki Kaisha, Toyota Control device and control method for a vehicle drive system
US8043181B2 (en) 2007-04-27 2011-10-25 Honda Motor Co., Ltd. Power unit
WO2009106947A1 (en) * 2008-02-26 2009-09-03 Nissan Motor Co., Ltd. Vehicle drive apparatus
JP2009227268A (en) * 2008-02-26 2009-10-08 Nissan Motor Co Ltd Vehicular drive apparatus
WO2009106941A1 (en) * 2008-02-26 2009-09-03 Nissan Motor Co., Ltd. Vehicle drive apparatus
JP4610654B2 (en) * 2009-02-09 2011-01-12 本田技研工業株式会社 Power transmission device
JP2010179868A (en) * 2009-02-09 2010-08-19 Honda Motor Co Ltd Power transmission device
WO2010089841A1 (en) * 2009-02-09 2010-08-12 本田技研工業株式会社 Power transmitting device
JP2013103654A (en) * 2011-11-15 2013-05-30 Toyota Motor Corp Hybrid vehicle drive device
CN102922981A (en) * 2012-10-29 2013-02-13 长城汽车股份有限公司 Hybrid power drive device and vehicle
CN102922981B (en) * 2012-10-29 2015-06-03 长城汽车股份有限公司 Hybrid power drive device and vehicle

Also Published As

Publication number Publication date
JP3893938B2 (en) 2007-03-14

Similar Documents

Publication Publication Date Title
US9758159B2 (en) Power transmission device for vehicle
US8911315B2 (en) Hybrid drive of a motor vehicle
CN102107604B (en) Hybrid driving system for automobile and gear operating method thereof
EP2956325B1 (en) Torque overlay device for a hybrid drive system, and a method for operating such a hybrid drive system
US7497285B1 (en) Hybrid electric vehicle
US9002560B2 (en) Control device of a vehicle
US6732526B2 (en) Hybrid automatic transmission
US7322896B2 (en) Hybrid transmission
AU758770B2 (en) Automatic transmission for vehicles
JP4241837B2 (en) Vehicle and control method thereof
US6499549B2 (en) Drive axle for hybrid vehicle
US7219757B2 (en) Mode transfer control apparatus and method for hybrid vehicle
KR100926059B1 (en) Electrically variable transmission having three planetary gear sets and three fixed interconnections
US6527659B1 (en) Two-mode input-compound split electromechanical transmission for front wheel drive vehicles
JP4155236B2 (en) Control device for vehicle drive device
US6793600B2 (en) Powertrain for hybrid electric vehicles
EP2651681B1 (en) Hybrid drive
US8784248B2 (en) Engine start control device of hybrid vehicle
KR100926060B1 (en) Electrically variable transmission having three interconnected planetary gear sets two clutches and at least two brakes
JP3991975B2 (en) Shift control device for hybrid transmission
KR100926058B1 (en) Electrically variable transmission having three interconnected planetary gear sets
US8998761B2 (en) Transmission for hybrid vehicle
US7318787B2 (en) Control device for vehicular drive system
JP2857535B2 (en) Hybrid vehicle
US7798938B2 (en) Controller system for device unit of vehicle

Legal Events

Date Code Title Description
A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20041005

A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20041012

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20050405

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20050606

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20051122

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20060120

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20060815

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20061013

A911 Transfer of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20061020

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20061121

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20061204

R151 Written notification of patent or utility model registration

Ref document number: 3893938

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20101222

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20101222

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20111222

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20111222

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20121222

Year of fee payment: 6

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20131222

Year of fee payment: 7