JP2006161879A - Automobile drive mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inexpensive automobile drive mechanism for actualizing assisting travel. <P>SOLUTION: The automobile drive mechanism comprises a vehicle driving power device 1, a rotation generator 5, a differential device 31 for connecting the vehicle driving power device 1, the rotation generator 5 and an axle 3 to one another, and an automatic transmission 2. A shifting power device is formed by the rotation generator 5 and the differential device 31, and the power of the vehicle driving power device 1 is transmitted to the axle via the rotation generator 5 during shift. A start assisting device 600 arranged on the driving shaft of the rotation generator 5, from which a load is given to the differential device in a controllable manner, and the load to be given therefrom to the differential device 31 are controlled by a control means. When the rotation generator is not operable, the load is given from the start assisting device 600 to the differential device 31 to permit the drive of a vehicle. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automobile drive device, and more particularly to an automobile drive device suitable for use in an automobile equipped with an automatic transmission that performs active gear shifting.

  2. Description of the Related Art Conventionally, automatic transmissions mounted on automobiles use a planetary gear type or a parallel shaft type transmission mechanism, and generally employ a method of selectively engaging clutches individually provided at gear stages having different gear ratios to change gears. Is. For example, as described in Japanese Patent Application Laid-Open No. 2003-113932, an automatic transmission that performs active gear shifting by combining a motor with a parallel shaft transmission mechanism having two input shafts is also known.

JP 2003-113932 A

  Here, in a system as shown in Japanese Patent Application Laid-Open No. 2003-113932, the rotational torque and rotational speed of a motor are controlled in order to transmit power to gear trains arranged on two input shafts. However, there is a concern that shifting or starting cannot be performed when power cannot be generated due to a failure of the motor or a driver (inverter or the like) that drives the motor. In this case, the vehicle cannot be self-propelled to the service station for repair, and it becomes difficult to retreat the vehicle to a safe area at the time of failure.

  An object of the present invention is to provide an automobile drive device that is inexpensive and capable of auxiliary travel.

  The present invention connects a drive assist device capable of generating a load to a drive shaft of a speed change power device provided between an input shaft and an intermediate shaft, thereby operating the automatic transmission using the load, It is what makes it possible.

(1) In order to achieve the above object, the present invention comprises a vehicle drive power unit, a rotating electrical machine, a vehicle drive power unit, a differential unit connected to the rotary electrical machine and an axle, and the rotation An automobile drive device for transmitting the power of the vehicle drive power device to an axle during gear shifting by an electric machine, the start assist device being disposed on the drive shaft of the rotating electrical machine and capable of controlling a load applied to the differential device And a control means for controlling a load applied from the start assist device to the differential device, wherein the control means applies a load from the start assist device to the differential device when the rotating electrical machine cannot operate. The vehicle is driven.
With this configuration, even when the rotating electrical machine cannot operate, a start assist device capable of generating a load is connected to the drive shaft of the speed change power device provided between the input shaft and the intermediate shaft to automatically use the load. The transmission is operated so that it can run on its own.

  (2) In the above (1), preferably, the starting assistance device is composed of at least one of an alternator, a compressor, and a brake.

  (3) In the above (1), preferably, a starter disposed on a drive shaft of the rotating electrical machine is provided, and the vehicle driving power device is started by the starter when the rotating electrical machine cannot operate. It is.

  (4) In the above (1), preferably, the control means controls the load applied from the start assist device in a direction to decrease the rotational speed of the shaft of the rotating electrical machine in proportion to the accelerator opening. It is a thing.

  (5) In the above (1), preferably, an adjustment knob capable of setting a load amount given by the start assist device in a stepwise manner is provided, and the control means controls the rotating electric machine according to a setting position of the adjustment knob. The load is controlled in such a direction as to decrease the rotation speed.

  (6) In the above (1), preferably, the control means increases or decreases the output of the vehicle drive power unit in accordance with a control amount of the start assist device.

(7) In the above (1), preferably, the control means continuously detects a situation in which a relationship between a rotational speed of the transmission power unit and the output shaft does not change in response to an output command to the rotating electrical machine. In this case, it is determined that the rotating electrical machine is abnormal or malfunctioning.
A driving apparatus for an automobile.

(8) In order to achieve the above object, the present invention provides a vehicle driving power device, a rotating electrical machine, a differential device connecting the vehicle driving power device, the rotating electrical machine and an axle, and an automatic transmission. A driving device for a vehicle that comprises a rotating electric machine and a differential device, and transmits the power of the vehicle driving power device to an axle during shifting by the rotating electric machine. A start assist device disposed on the drive shaft and capable of controlling a load applied to the differential device; and a control means for controlling a load applied from the start assist device to the differential device, wherein the control means includes the rotation When the electric machine cannot be operated, the vehicle is driven by applying a load to the differential device from the start assist device.
With this configuration, even when the rotating electrical machine cannot operate, a start assist device capable of generating a load is connected to the drive shaft of the speed change power device provided between the input shaft and the intermediate shaft to automatically use the load. The transmission is operated so that it can run on its own.

  (9) In the above (8), preferably, the automatic transmission includes an input shaft connected to the vehicle drive power unit, and two inputs provided on the input shaft and capable of being fastened / released with the input shaft. A gear, a first intermediate shaft, a first driven gear provided on the first intermediate shaft and meshing with one of the input gears, a second intermediate shaft, and the second intermediate shaft; A second driven gear that meshes with the other one of the input gears, a first transmission gear train that is provided on the first intermediate shaft and that can be engaged / released with the first intermediate shaft, A second transmission gear train that is provided on two intermediate shafts and can be engaged / released with the second intermediate shaft, and a third driven gear that meshes with the first transmission gear train and the second transmission gear train. And an output shaft commonly connected to the third driven gear train, and rotates one of the three shafts of the differential gear. Connected to the machine, connected to the vehicle drive power unit with the other one axis, and further connected to the other one axis so that it can be switched between the first intermediate shaft and the second intermediate shaft. It is.

  (10) In the above (8), preferably, the automatic transmission includes an input shaft connected to the vehicle drive power unit, and two inputs provided on the input shaft and capable of being fastened / released with the input shaft. A gear, a first intermediate shaft, a first driven gear provided on the first intermediate shaft and meshing with one of the input gears, a second intermediate shaft, and the second intermediate shaft; A second driven gear that meshes with the other one of the input gears, a first transmission gear train that is provided on the first intermediate shaft and that can be engaged / released with the first intermediate shaft, A second transmission gear train that is provided on two intermediate shafts and can be engaged / released with the second intermediate shaft, and a third driven gear that meshes with the first transmission gear train and the second transmission gear train. And an output shaft commonly connected to the third driven gear train, and rotates one of the three shafts of the differential gear. Connected to electric, it is the other two axes which are connected to said second intermediate shaft and the first intermediate shaft.

  (11) In the above (8), preferably, the control means switches the gear by reducing the power of the vehicle driving power unit.

  According to the present invention, auxiliary traveling is possible at low cost.

Hereinafter, the configuration and operation of the driving apparatus for an automobile according to the first embodiment of the present invention will be described with reference to FIGS.
First, the basic configuration of the automobile drive apparatus according to the present embodiment will be described with reference to FIG.
FIG. 1 is a block configuration diagram showing a basic configuration of an automobile drive device according to a first embodiment of the present invention. In addition, in each following figure, the same code | symbol has shown the identical part.

  The vehicle drive power unit 1 is coupled to the input shaft 300 of the automatic transmission 2. Here, the vehicle drive power unit 1 is, for example, an internal combustion engine, but a power unit having a rotating shaft such as a motor can also be used. The output shaft 3 of the automatic transmission 2 is connected to a wheel (not shown).

  The automatic transmission 2 includes a differential device 31, a rotating electrical machine 5, and a start assist device 600 connected between the differential device 31 and the rotating electrical machine 5. The rotational speed of the wheel is determined by the difference between the rotational speeds of the rotating electrical machine 5 and the vehicle drive power unit 1 according to the characteristics of the differential device 31. Therefore, by adjusting the rotation speed of the rotating electrical machine 5, the rotation ratio between the vehicle drive power unit 1 and the output shaft 3 is changed, and the speed can be changed.

  On the other hand, when the rotating electrical machine 5 fails, that is, when power cannot be generated due to a failure of the motor that is the rotating electrical machine or a driver (inverter or the like) that drives the motor, the rotational speed of the rotating electrical machine 5 becomes 0, The vehicle drive power unit 1 and the output shaft 3 have a one-to-one rotational speed. Therefore, in the present embodiment, a start assist device 600 connected between the differential device 31 and the rotating electrical machine 5 is provided. The start assist device 600 includes, for example, an auxiliary machine such as an alternator and an air conditioner compressor, an inexpensive brake, and the like, and is a means that can generate a load. The start assist device 600 can drive the vehicle by applying a load to the rotation shaft in a direction in which the rotation speed of the rotation shaft of the rotating electrical machine 5 is reduced to zero. Note that the degree of increase in the rotational speed of the output shaft changes depending on the magnitude of the load, but a large load is not necessary if it is intended for low-speed traveling in an emergency. Thus, by providing the start assist device 600, the vehicle can be driven even when the rotating electrical machine 5 is abnormal.

Next, a specific configuration of the automobile drive apparatus according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block configuration diagram showing a specific configuration of the automobile drive device according to the first embodiment of the present invention.

  First, the configuration of the automatic transmission 2 will be described. The input shaft 300 of the automatic transmission 2 can transmit / cut the driving force to either the first intermediate shaft 13 or the second intermediate shaft 17 by the dog clutch 103. When selecting the intermediate shaft 13, it is fastened to the input shaft 300 by the direct connection gear 101, and when selecting the intermediate shaft 17, it is fastened to the input shaft 300 by the direct connection gear 102. The first intermediate shaft 13 and the second intermediate shaft 17 are connected to the output shaft 3 by transmission gears 14, 15, 16, 18, 19, and 20 via dog clutches 21, 22, and 23, respectively. . For example, the transmission gear 14 is a first gear, the transmission gear 15 is a third gear, the transmission gear 16 is a fifth gear, the transmission gear 18 is a second gear, and the transmission gear 19 is a fourth gear. The transmission gear 20 is a reverse gear.

  The dog clutches 21, 22, 23, 103, 113 are connected to the shift actuators 25, 26, 27, 29, 30 and can be engaged and released by the propulsive force of the actuators 25, 26, 27, 29, 30. . The actuators 25, 26, 27, 29, and 30 are for general automation, and a drive system such as a motor or hydraulic pressure can be applied. The actuators 25, 26, 27, 29 and 30 are controlled by the control device 710.

  The speed change power device 200 includes a rotating electrical machine 5, a planetary gear mechanism 31, and a start assist device 600 connected between the planetary gear mechanism 31 that is a differential device and the rotating electrical machine 5. The planetary gear mechanism 31 includes a sun gear, a planetary gear, and a ring gear. Two axes arranged coaxially are arranged on the left side of the planetary gear mechanism 31 in the figure. The inner shaft is connected to the sun gear, and the outer shaft is connected to the ring gear. The rotating shaft of the rotating electrical machine 5 is connected to the planetary gear of the planetary gear mechanism 31, the input shaft 300 is connected to the sun gear of the planetary gear mechanism 31, and the switching sleeve of the dog clutch 113 is connected to the ring gear of the planetary gear mechanism 31. . That is, one shaft (inner shaft) of the transmission power device 200 is connected to the input shaft 300, and the other shaft (outer shaft) of the transmission power device 200 is connected to the first shaft via the dog clutch 113. The first intermediate shaft 13 and the second intermediate shaft 17 are connected by a motor gear 111 and a motor gear 112.

  With the above configuration, the power of the rotating electrical machine 5 acts on the input shaft 300 and the first or second intermediate shafts 13 and 17. The power of the rotating electrical machine 5 is made to act in the opposite direction with respect to the input shaft side and the intermediate shaft side. For example, when a positive torque is applied to the rotating electrical machine 5 and the connection is made to increase the rotation speed of the input shaft, the connection is made so that the torque on the intermediate shaft side acts on the side that decreases the rotation speed. The planetary gear mechanism 31 can be substituted by a differential device.

  A start assist device 600 is connected to the output shaft of the rotating electrical machine 5. The start assist device 600 uses, for example, a vehicle power supply charging alternator. The charging alternator is originally driven directly by the vehicle drive power unit 1, but the alternator is disposed between the planetary gear mechanism 31 and the rotating electrical machine 5. Alternatively, the second alternator can be disposed between the planetary gear mechanism 31 and the rotating electrical machine 5 because the second alternator is separate from the conventional alternator and used only for the start assist device. As the starting assistance device 600, an air conditioner compressor or other device capable of realizing a rotational load, such as an air pump or a brake, may be used.

  As various input means, an input shaft rotational speed detection sensor 700 that detects the rotational speed of the input shaft 300, an output shaft rotational speed detection sensor 701 that detects the rotational speed of the output shaft 3, and the rotational speed of the rotating electrical machine 5 are used. And a rotating electrical machine rotational speed detection sensor 702 for detection. Further, as means for determining the driver's intention, an accelerator opening detection sensor 703 that detects the accelerator opening, a brake switch 704 that detects whether or not the brake is depressed, and a travel range selected by the shift lever And a travel range position detection sensor 705 that detects the position. In addition, an alarm unit 708 for notifying a failure of the motor, the adjustment knob 706 used in the failure mode, and a switch 707 are provided.

  The control device 710 controls the electronic control throttle 10 of the internal combustion engine that is the vehicle drive power unit 1 and the fuel injection valve based on a signal from the accelerator opening detection sensor 703 and the like. Further, the control device 710 outputs a control signal to the actuators 25, 26, 27, 29, 30 in order to control the gear position based on signals from the travel range position detection sensor 705, the output shaft rotation speed detection sensor 701, and the like. To do.

  Further, when the motor 5 fails, the control device 710 converts the driving force signal for starting into driving force by the rotating electrical machine driving driver 720 and supplies the driving force signal to the starting assisting device 600. Depending on the amount of load, when the driving force of the vehicle driving power unit 1 is exceeded, the rotational speed of the vehicle driving power unit 1 may be reduced and the vehicle may be stopped. In such a case, the control device 710 controls the electronic control throttle 10 to increase the driving force and suppress the decrease in rotation.

Next, the configuration of the automobile equipped with the automobile drive apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is a block diagram showing the configuration of an automobile equipped with the automobile drive device according to the first embodiment of the present invention.

  A transmission 2 is connected to a vehicle drive power unit 1 of an automobile, and its output shaft 3 drives a tire 4 via a differential gear. A rotating electrical machine 5 is built in the transmission 2. The control device 701 includes a motor control device 7, a transmission control device 8, and a vehicle drive power control device 9.

  A motor control device 7 is connected to the rotating electrical machine 5, and a battery 6 is mounted as a power source for the motor control device 7. The rotating electrical machine 5 can also function as a generator by the motor control device 7. The vehicle drive power unit 1 is provided with an electronically controlled throttle valve 10 and can control the output of the vehicle drive power unit 1.

  The transmission control device 8 controls the torque and rotation speed of the electric motor 5 via the motor control device 7 and outputs the output of the vehicle drive power device 1 via the vehicle drive power control device 9 and the electronic control throttle valve 10. Control. The shift control device 8 commands the shift actuators 25, 26, 27, 29, and 30 to operate.

Next, the operation of the automobile drive apparatus according to the present embodiment will be described with reference to FIGS. 4 and 5.
FIG. 4 is a flowchart showing the operation of the vehicle drive apparatus according to the first embodiment of the present invention. FIG. 5 is a timing chart showing the operation of the vehicle drive apparatus according to the first embodiment of the present invention. In FIG. 5, FIG. 5 (A) shows the throttle opening, FIG. 5 (B) shows the engaged state of the meshing clutch, FIG. 5 (C) shows the rotational speed (Ne) of the vehicle power unit 1, FIG. 5D shows the rotational speed (Nm) of the rotating electrical machine 5. 5 (E) shows the rotational speed (No) of the output shaft 3, FIG. 5 (F) shows the output torque (Te) of the vehicle drive power unit 1, and FIG. 5 (H) shows the state of the brake switch, and FIG. 5 (I) shows the output torque (To) of the output shaft 3.

  In the following description, for the sake of simplicity, it is assumed that a vehicle power supply charging alternator is used as the start assist device 600. This alternator is a charging alternator that is directly driven by the vehicle driving power unit 1. Is described as being used separately and only for the start assist device.

  In step s10 of FIG. 4, the control device 710 determines whether or not the rotating electrical machine 5 has failed. When a power command is given to the rotating electrical machine 5, power is transmitted to the vehicle drive power unit 1 and the output shaft 3, so that each rotation change occurs. It can be considered that the rotating electrical machine 5 has failed when the command of the rotating electrical machine 5 is equal to or greater than a certain value and no rotational fluctuation occurs for a certain time. The rotating electrical machine 5 usually has a dedicated control device, and can detect an abnormality by current, voltage, and temperature. Thus, a failure is determined by a plurality of abnormality detection means.

  When a failure of the rotating electrical machine 5 is not detected, the process proceeds to step s20, and the control device 710 performs normal travel. That is, the control device 710 sets the field current flowing through the field winding of the alternator that is the start assist device 600 to “0” so that the alternator does not generate power, that is, does not operate as a load. On the other hand, the control device 710 controls the rotating electrical machine 5 and the shift actuators 25, 26, 27, 29, and 30 and sequentially performs a speed change operation according to the number of rotations of the output shaft 3 to perform normal traveling. To realize.

  On the other hand, when a failure of the rotating electrical machine 5 is detected in the determination in step s10, the control device 710 detects the rotational speed of the input shaft 300 using the input shaft rotational speed detection sensor 700 in step s25.

  Next, in step s30, the control device 710 determines whether the travel range (D range or 1st speed, 2nd speed range) is selected as the position of the shift lever, based on the output of the travel range position detection sensor 705. .

  If the driving range is not selected, the driver does not intend to drive the vehicle. Therefore, in step s35, the control device 710 puts the start assist device 600 into a no-load state, that is, the field winding of the alternator. Do not allow field current to flow through.

  On the other hand, when the travel range is selected, in step s40, control device 710 determines whether or not vehicle drive power unit 1 is stopped. If the rotational speed of the input shaft 300 detected in step s35 is 0, it is stopped, and if it is not 0, it can be determined that it is operating.

  If the vehicle drive power unit 1 is stopped, the vehicle drive power unit 1 is started in step s45. This starting operation will be described later.

  When the vehicle drive power unit 1 is rotating, in step s50, the control device 710 determines whether or not the brake is stepped on based on a signal from the brake switch 704.

  When the brake is depressed, the driver does not intend to drive the vehicle. Therefore, in step s55, the control device 710 puts the start assist device 600 into a no-load state.

  If the brake is not depressed, in step s60, control device 710 determines whether or not the accelerator pedal is depressed based on a signal from accelerator opening detection sensor 703.

  When the accelerator pedal is not depressed, in step s65, the control device 710 generates a small torque such as a creep torque, so that a slight field current is generated in the field winding of the alternator that is the start assist device 600. To generate a slight load and transmit the output torque of the vehicle drive power unit 1 to the output shaft 3.

  Here, it demonstrates using FIG. Before the time t1, the vehicle is in a stopped state. At this time, the first intermediate shaft motor gear 111 is fastened at the time t1, and the first gear 14 is fastened at the time t2. It is rotating at the rotational speed of the driving power unit 1.

  At time t3, as shown in FIG. 5 (H), when the brake pedal is no longer depressed, a slight field current is passed through the field winding of the alternator, which is the start assist device 600, and a slight load is applied. As a result, the rotational shaft torque of the rotating electrical machine 5 is slightly reduced, and as a result, the output torque of the vehicle drive power unit 1 can be transmitted to the output shaft 3 as shown in FIG. As a result, creep torque is generated on the output shaft 3.

  Next, when it is determined in step 60 of FIG. 4 that the accelerator pedal is depressed, in step s65, the control device 710 applies a predetermined field current to the field winding of the alternator that is the start assist device 600. To obtain a running load by generating a load.

  That is, as shown in FIG. 5 (A), when the accelerator pedal is depressed at time t4, as shown in FIG. 5 (G), a predetermined field is applied to the field winding of the alternator that is the start assist device 600. By causing a current to flow and generating a load, a driving force in the direction of decreasing the rotation is generated on the rotating shaft of the rotating electrical machine 5, and as shown in FIG. The force is transmitted in the direction of decreasing the force, and the force is transmitted in the direction of increasing the rotational speed to the output shaft 3 as shown in FIG. At this time, the drivability can be improved by controlling the load in the direction of decreasing the rotational speed of the shaft of the rotating electrical machine in proportion to the amount of depression of the accelerator pedal.

Here, the output of the load will be described. The vehicle weight of a general passenger car is about 1000 kg to 2000 kg. In order to start this weight, a thrust force that overcomes the friction of the tire may be generated. This thrust may be about 200 N from the friction coefficient of the tire. A typical vehicle has a total of about 10 for the first gear ratio and the final reduction ratio, and a tire radius of about 0.3 m. Therefore, the vehicle can be started if a torque of several Nm can be generated at the rotating shaft of the rotating electrical machine 5. Since the vehicle drive power unit 1 rotates from 600 [min ⁻¹ ] to 800 [min ⁻¹ ] after starting, for example, in order to generate a load torque of 5 Nm, any device having an output of 500 W or less may be used. Good. However, depending on the stop state of the vehicle, there are slopes and roads with high frictional resistance, so it is necessary to secure power of 1 kW or more.

Thus, for example, a case where an alternator is attached to the rotating shaft of the rotating electrical machine 5 as the start assist device 600 will be described. An alternator is conventionally used as an auxiliary machine for an internal combustion engine, but its output is generally about 1 kW. However, since this is an electric output, there are many load inputs with 2500 [min ⁻¹ ] and with a sufficient capacity of about 2 kW. Therefore, by connecting the alternator to the rotating electrical machine 5, the vehicle can travel while slowing down.

  In a normal speed change operation, as indicated by a broken line in FIG. 5D, after the rotation speed of the rotating electrical machine 5 becomes negative, the first speed gear is engaged as indicated by the broken line in FIG. 5B. Then, the first speed driving is performed. However, when the start assist device is used as in the present embodiment, the speed of minus rotation cannot be increased, so the gear ratio cannot be changed to the first gear ratio, and the first intermediate shaft is directly connected. Since the gear 101 cannot be engaged, the normal shift while transmitting power cannot be performed. That is, in the first speed traveling by the normal shift, torque is transmitted through the path of the input shaft 300, the first intermediate shaft direct connection gear 101-1, the speed gear 14 and the output shaft 3, but in this embodiment, the input shaft 300- Torque is transmitted through the path of the planetary gear mechanism 31-the first intermediate shaft motor gear 111-1 -speed gear 14-the output shaft 3, and the planetary gear mechanism 31 is interposed in the middle. However, the traveling according to the present embodiment is a special case such as a failure of the rotating electrical machine 5 and can be self-propelled to the service station for repair, or the vehicle is evacuated to a safe area at the time of failure. The purpose is sufficient for such purposes.

  In addition, since the field current is supplied to the alternator which is the start assist device 600, the alternator is running while being charged. Therefore, it is possible to run for a long time by charging the battery 6 having a sufficient capacity for driving the rotating electricity 5. It is. Further, by using the generated electric power in a vehicle interior that generates electric power, such as a light, it is possible to continue running.

In the above description, the alternator is provided as the start assisting device 600 separately from the alternator driven by the internal combustion engine or the like, but the alternator used for the start assisting device 600 is used for the start assisting device and the original power generation It can also be used as an alternator. In order to use the start assist device as an original alternator, it is necessary to pass a predetermined field current through the field winding of the alternator. Therefore, when a load is applied due to a failure of the rotating electrical machine 5 or the like, a desired load can be obtained by increasing the magnitude of the field current. Since the rotating shaft of the rotating electrical machine 5 is at most about 1000 [min ⁻¹ ] during normal running, it is preferable to operate at a low speed if possible. However, if a gear of about 3 to 5 times is provided, a conventional alternator can be used. The battery can be charged during normal driving.

  Next, the starting operation of the vehicle drive power unit 1 in step s45 will be described. If the vehicle drive power unit 1 is in a started state, the vehicle can start as described above. However, when the vehicle drive power unit 1 is stopped, the vehicle can be started by the following method.

  First, the rotational speed of the output shaft 3 is increased by pushing the vehicle without applying a load on the rotating electrical machine 5. Since the vehicle drive power unit 1 is in a stopped state, the rotational speed of the rotating electrical machine 5 is generated by the rotational speed of the output shaft 3 × 1st gear ratio due to the characteristics of the planetary gear mechanism 31. By applying a load when the rotation speed becomes a constant rotation, torque is applied in the direction of decreasing the rotation speed of the output shaft 3 and in the direction of increasing the rotation speed of the vehicle drive power unit 1. Since the inertia of the vehicle is very large compared to the inertia of the vehicle drive power unit 1, the output shaft 3 connected to the wheels is less likely to decrease in rotation, and the rotation increase of the vehicle drive power unit 1 is increased accordingly. Therefore, the rotational speed of the vehicle drive power unit 1 can be started exceeding the startable rotational speed.

In addition, the stop state of the vehicle is various, and it is difficult to push the vehicle manually, for example, in a place where a friction coefficient on a slope or a road surface is large. Considering such a case, it is preferable to provide a starter on the rotating shaft of the rotating electrical machine 5. Since normal starting is performed by the rotating electrical machine 5 and the starter is used only in an emergency such as when the rotating electrical machine 5 fails, a starter having low durability can be used. Further, since the rotational speed of the rotating shaft is at most about 1000 [min ⁻¹ ], a starter can be always connected. When the engine is mounted on the engine shaft as in the prior art, the engine rotation speed must be assumed to be 6000 [min ⁻¹ ] or higher, and a device for separating the starter from the shaft is required. Furthermore, if a high output and high durability is used, the driving force can be assisted, which can contribute to an improvement in power performance.

  In the above description, the case where an alternator is used as the start assist device 600 has been described. However, for example, an air conditioner compressor can be used. A compressor output of 500 W or more can be secured. Since this car air-conditioning compressor has a built-in electromagnetic clutch, the compressor is connected to the differential device 31 via the electromagnetic clutch. Therefore, when a failure occurs in the rotating electrical machine 5, it is possible to travel at a low speed by turning on the electromagnetic clutch and using the compressor as a load. In addition, starting performance can be improved by connecting auxiliary equipment such as a hydraulic pump and an air pump.

  Furthermore, as the start assist device 600, a brake can be connected. A brake disk is attached to the shaft between the differential device 31 and the rotating electrical machine 5, and on the other hand, a brake shoe lining operated by an actuator is pressed against the brake disk, and the load can be changed by changing the pressing force. In normal gear shifting and starting, the brakes are required to have high performance due to durability, output performance, heat generation, etc., but they are inexpensive because they do not require high durability and performance to deal with such a failure. Things can be used. Of course, it can be combined with an auxiliary machine, and by attaching a simple one to make up for the shortage of output of the auxiliary machine, it is possible to make an optimal combination for various vehicles.

  In the system according to the present embodiment, since the power performance is remarkably lowered, there is a case where the driver feels uncomfortable by automatically detecting a failure and switching to such a start mode. Therefore, the alarm means 708 in FIG. 2 is used to warn the driver of the detection of the failure, and the driver selects the failure mode with the switch 707, thereby intentionally driving the driver. Can focus attention on the failure, and can promote careful driving at the time of failure. Further, the vehicle speed can be controlled by the adjustment knob 706 so that the load amount can be switched in a stepwise manner in the direction of decreasing the rotation speed of the rotating electrical machine according to the set position of the adjustment knob 706.

Next, another operation of the vehicle drive apparatus according to the first embodiment of the present invention will be described with reference to FIG.
FIG. 6 is a timing chart showing another operation of the vehicle drive apparatus according to the first embodiment of the present invention. 6A to 6I are the same as FIGS. 5A to 5I.

  In the control operation described with reference to FIG. 5, even if the rotation speed of the rotating electrical machine 5 is set to 0, it does not correspond to the 1st speed, and thus normal shift with power transmitted is impossible.

  On the other hand, in this example, the power transmission and the power of the vehicle drive power unit 1 are cut off momentarily at the time of a gear shift to perform the gear shift. When the power is momentarily interrupted during the shift, the rotational speed of the output shaft 3 is maintained by the vehicle inertia and gradually decreases. However, since the vehicle drive power device 1 has a low inertia, the rotation decreases immediately after the power is cut off. When the rotational speed of the vehicle drive power unit 1 decreases, the rotational speed of the rotating electrical machine 5 inevitably becomes negative, so that a gear ratio corresponding to the first speed can be realized. At this time, if the rotational speed of the vehicle drive power unit 1 is excessively decreased, the rotational speed increases if the load of the start assist device 600 is increased, and the rotational speed decreases if the load is decreased. Some control of speed is possible.

  That is, in FIG. 6, the control up to time t4 is the same as in FIG. As shown in FIG. 6 (E), at time t7 when the output shaft rotational speed increases and the vehicle speed increases to a certain level, the power of the vehicle drive power unit 1 is momentarily disconnected to rotate the output shaft 3 The speed is maintained by the vehicle inertia and decreases little by little. However, since the vehicle drive power unit 1 has a low inertia, the rotation decreases immediately after the power is cut off. When the rotational speed of the vehicle drive power unit 1 decreases, the rotational speed of the rotating electrical machine 5 becomes negative as shown in FIG. 6 (D). Therefore, at time T8, the first intermediate shaft direct connection gear 101 is engaged. A gear ratio equivalent to the first speed can be realized.

  After increasing the speed of the vehicle in the first speed, the first intermediate motor gear 111 is opened and the second intermediate shaft motor gear 112 and the second speed gear 18 are engaged as shown in FIG. As shown in FIG. 6D, the rotational speed of the rotating electrical machine 5 is positive, and the direction in which the rotational speed is reduced is the direction in which the driving force is transmitted. Therefore, at time t9, the first-speed gear 14 is released to start shifting from the first speed to the second speed. The first-speed gear 14 needs to be released to start the 1-2 shift, but the gear cannot be released when the driving force is transmitted in the first-speed running state. Therefore, even when the first speed is released, the transmission force of the gear can be released by disconnecting the driving force of the vehicle driving power device 1 for a moment so that the gear can be released.

  If the 1st speed gear can be released, the gear ratio can be shifted to the 2nd speed side by increasing the load so that the rotational speed of the rotating electrical machine 5 becomes 0, as shown in FIG. . If the driving force of the vehicle power unit is disconnected again during the shift, the rotational speed can be changed to a ratio equivalent to the second gear ratio, and the second intermediate shaft direct-coupled gear 102 is engaged at time t10 as shown in FIG. 6B. If it does, 2 speed driving | running | working is attained. As described above, by performing a shift by intermittently controlling the driving force of the vehicle drive power unit 1, higher speed traveling is possible. Further, there is no problem even if the driving force of the vehicle power unit is kept disconnected from the start to the end of the shift.

  As described above, according to the present embodiment, it is possible to run on its own at a low speed even when the gearbox for shifting is out of order, and it is possible to move the vehicle to the safe area or to the service station. . Moreover, a system can be constructed at low cost by using a device that should normally be mounted on a vehicle or by installing a simple mechanism.

Next, a specific configuration of the automobile drive apparatus according to the second embodiment of the present invention will be described with reference to FIGS.
FIG. 7 is a block configuration diagram showing a specific configuration of the automobile drive apparatus according to the second embodiment of the present invention. FIG. 8 is a block diagram of a main part of the driving apparatus for an automobile according to the first embodiment of the present invention.

  As shown in FIG. 7, in this embodiment, a start assist device 600 </ b> A is disposed between the planetary gear mechanism 31 and the rotating electrical machine 5. As shown in FIG. 8, the start assisting device 600 </ b> A includes an alternator 601, a brake 602, and a starter 603. Note that a compressor may be used instead of the brake 602. In the illustrated configuration, the rotary electric machine 5 and the output shaft 3 are close to each other in the transmission 2, and it seems that there is a problem in the mountability. Since it can be arranged at the front and back, there is no problem even if the rotating electrical machine 5 overlaps the output shaft 3. It is also possible to place the auxiliary starting device 600 </ b> A on the right side of the rotating electrical machine 5 through the rotating shaft of the rotating electrical machine 5.

  Also in this embodiment, it is possible to perform self-running even when the gearbox power unit fails.

Next, a specific configuration of the automobile drive apparatus according to the third embodiment of the present invention will be described with reference to FIG.
FIG. 9 is a block configuration diagram showing a specific configuration of the automobile drive device according to the third embodiment of the present invention. The basic configuration is the same as in FIG.

  The input shaft 300 of the automatic transmission 2A can transmit / disconnect the driving force to the first intermediate shaft 13 by the dog clutch 103A, and can transmit / disconnect the driving force to the second intermediate shaft 17 by the dog clutch 103B. When selecting the intermediate shaft 13, it is fastened to the input shaft 300 by the direct connection gear 101, and when selecting the intermediate shaft 17, it is fastened to the input shaft 300 by the direct connection gear 102. Dog clutches 103A and 103B are connected to shift actuators 29A and 29B.

  The speed change power device 200 includes a rotating electrical machine 5, a planetary gear mechanism 31, and a start assist device 600 connected between the planetary gear mechanism 31 that is a differential device and the rotating electrical machine 5. The planetary gear mechanism 31 includes a sun gear, a planetary gear, and a ring gear. Two axes arranged coaxially are arranged on the left side of the planetary gear mechanism 31 in the figure. The inner shaft is connected to the sun gear, and the outer shaft is connected to the ring gear.

  One shaft (inner shaft) of the transmission power device 200 is connected to the first intermediate shaft 13, and the other shaft (outer shaft) of the transmission power device 200 is connected to the second intermediate shaft 17. It is connected to the. The planetary gear of the planetary gear mechanism 31 is connected to the rotating electrical machine 5 and the start assist device 600.

Also in this embodiment, it is possible to perform self-running even when the gearbox power unit fails.

1 is a block configuration diagram showing a basic configuration of an automobile drive device according to a first embodiment of the present invention. It is a block block diagram which shows the specific structure of the drive device of the motor vehicle by the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block configuration diagram showing a configuration of an automobile equipped with an automobile drive device according to a first embodiment of the present invention. It is a flowchart which shows operation | movement of the drive device of the motor vehicle by the 1st Embodiment of this invention. It is a timing chart which shows operation | movement of the drive device of the motor vehicle by the 1st Embodiment of this invention. 6 is a timing chart showing another operation of the vehicle drive device according to the first embodiment of the present invention. It is a block block diagram which shows the specific structure of the drive device of the motor vehicle by the 2nd Embodiment of this invention. It is a block block diagram of the principal part of the drive device of the motor vehicle by the 1st Embodiment of this invention. It is a block block diagram which shows the specific structure of the drive device of the motor vehicle by the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive power unit 2 ... Transmission 3 ... Output shaft 4 ... Wheel 5 ... Motor 6 ... Battery 7 ... Inverter 8 ... Shift control device 9 ... Vehicle drive power control device 10 ... Electronically controlled throttle valve 13 ... First Intermediate shaft 14 ... 1st gear 15 ... 3rd gear 16 ... 5th gear 17 ... 2nd intermediate shaft 18 ... 2nd gear 19 ... 4th gear 20 ... Reverse gear 21 ... 1st-3rd speed switching dog clutch 22 ... 5 Speed-R speed switching dog clutch 23 ... 2-speed-4 speed switching dog clutch 25 ... 1-speed-3 speed switching actuator 26 ... 5-speed-R speed switching actuator 27 ... 2-speed-4 speed switching actuator 29 ... Direct connection gear switching actuator DESCRIPTION OF SYMBOLS 30 ... Motor gear switching actuator 31 ... Planetary gear mechanism 101 ... 1st intermediate shaft direct connection gear 102 ... 2nd intermediate shaft direct connection gear 103 ... Direct connection gear dog Clutch 111 ... first intermediate shaft motor gear 112 ... second intermediate shaft motor gear 113 ... motor gear dog clutch 200 ... speed change power device 300 ... input shaft 600 ... start assist device 601 ... alternator 602 ... brake 603 ... starter 700 ... input shaft rotation Speed detection sensor 701 ... Output shaft rotation speed detection sensor 702 ... Rotary electric machine rotation speed detection sensor 703 ... Accelerator opening detection sensor 704 ... Brake switch 705 ... Travel range position detection sensor 706 ... Adjustment knob 707 ... Switch 710 ... Control device 720 ... Rotating electric machine drive driver

Claims (11)

A vehicle drive power unit;
Rotating electrical machinery,
The vehicle drive power unit, the rotating electrical machine and a differential connected to the axle,
A driving device for an automobile that transmits power of the vehicle driving power device to an axle during a shift by the rotating electrical machine,
A start assist device that is disposed on the drive shaft of the rotating electrical machine and that can control a load applied to the differential;
Control means for controlling a load applied from the start assist device to the differential device;
The control device drives the vehicle by applying a load to the differential device from the start assist device when the rotating electrical machine cannot operate. The vehicle drive device according to claim 1,
The vehicle driving device according to claim 1, wherein the starting assistance device includes at least one of an alternator, a compressor, and a brake. The automobile drive device according to claim 1, further comprising:
Comprising a starter disposed on the drive shaft of the rotating electrical machine;
An automobile drive device, wherein the vehicle drive power device is started by the starter when the rotating electrical machine cannot operate. The vehicle drive device according to claim 1,
The drive means for an automobile characterized in that the control means controls a load applied from the start assist device in a direction to decrease the rotational speed of the shaft of the rotating electrical machine in proportion to the accelerator opening. The automobile drive device according to claim 1, further comprising:
An adjustment knob capable of stepwise setting the amount of load given by the start assist device;
The vehicle drive apparatus according to claim 1, wherein the control means controls the load in a direction to reduce the rotational speed of the rotating electrical machine in accordance with a set position of the adjustment knob. The vehicle drive device according to claim 1,
The vehicle drive device according to claim 1, wherein the control means increases or decreases the output of the vehicle drive power unit in accordance with a control amount of the start assist device. The vehicle drive device according to claim 1,
When the control means continuously detects a situation in which the relationship between the rotational speed of the transmission power unit and the output shaft does not change in response to an output command to the rotating electrical machine, an abnormality or failure of the rotating electrical machine is detected. A driving apparatus for an automobile characterized by determining. A vehicle drive power unit;
Rotating electrical machinery,
A differential for connecting the vehicle driving power unit, the rotating electrical machine and an axle;
An automatic transmission,
A speed change power unit is constituted by a rotating electric machine and a differential device,
A driving device for an automobile that transmits power of the vehicle driving power device to an axle during a shift by the rotating electrical machine,
A start assist device that is disposed on the drive shaft of the rotating electrical machine and that can control a load applied to the differential;
Control means for controlling a load applied from the start assist device to the differential device;
The control device drives the vehicle by applying a load to the differential device from the start assist device when the rotating electrical machine cannot operate. The vehicle drive device according to claim 8, wherein
The automatic transmission is
An input shaft connected to the vehicle drive power unit;
Two input gears provided on the input shaft and capable of being fastened / released with the input shaft;
A first intermediate shaft;
A first driven gear provided on the first intermediate shaft and meshing with one of the input gears;
A second intermediate shaft;
A second driven gear provided on the second intermediate shaft and meshing with the other one of the input gears;
A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft;
A second transmission gear train provided on the second intermediate shaft and capable of being fastened / released with the second intermediate shaft;
A third driven gear train meshing with the first transmission gear train and the second transmission gear train;
An output shaft commonly connected to the third driven gear train,
One of the three shafts of the differential device is connected to the rotating electrical machine, the other shaft is connected to the vehicle drive power unit, and the other shaft is connected to the first intermediate shaft and the second shaft. An automobile drive device characterized by being connected so as to be switched to one of the intermediate shafts. The vehicle drive device according to claim 8, wherein
The automatic transmission is
An input shaft connected to the vehicle drive power unit;
Two input gears provided on the input shaft and capable of being fastened / released with the input shaft;
A first intermediate shaft;
A first driven gear provided on the first intermediate shaft and meshing with one of the input gears;
A second intermediate shaft;
A second driven gear provided on the second intermediate shaft and meshing with the other one of the input gears;
A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft;
A second transmission gear train provided on the second intermediate shaft and capable of being fastened / released with the second intermediate shaft;
A third driven gear train meshing with the first transmission gear train and the second transmission gear train;
An output shaft commonly connected to the third driven gear train,
One of the three shafts of the differential device is connected to a rotating electrical machine, and the other two shafts are connected to the first intermediate shaft and the second intermediate shaft. The vehicle drive device according to claim 8, wherein
The vehicle drive device according to claim 1, wherein the control means switches gears by reducing power of the vehicle drive power device.

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