JP2007099193A - Hybrid drive device - Google Patents

Hybrid drive device Download PDF

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Publication number
JP2007099193A
JP2007099193A JP2005294927A JP2005294927A JP2007099193A JP 2007099193 A JP2007099193 A JP 2007099193A JP 2005294927 A JP2005294927 A JP 2005294927A JP 2005294927 A JP2005294927 A JP 2005294927A JP 2007099193 A JP2007099193 A JP 2007099193A
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JP
Japan
Prior art keywords
friction engagement
hybrid drive
hydraulic pressure
transmission
output shaft
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Pending
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JP2005294927A
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Japanese (ja)
Inventor
Tomoyuki Maruyama
智之 丸山
Masatoshi Adachi
昌俊 足立
Jun Ichiyanagi
潤 一柳
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Aisin AW Co Ltd
Toyota Motor Corp
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Aisin AW Co Ltd
Toyota Motor Corp
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Application filed by Aisin AW Co Ltd, Toyota Motor Corp filed Critical Aisin AW Co Ltd
Priority to JP2005294927A priority Critical patent/JP2007099193A/en
Priority to PCT/JP2006/320162 priority patent/WO2007043501A1/en
Publication of JP2007099193A publication Critical patent/JP2007099193A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
    • F16H2063/3036—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes the clutch is actuated by springs and released by a fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H2312/00—Driving activities
    • F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To properly operate a change gear regardless of a power source to be used when starting a vehicle without largely scaling a hybrid drive device, or generating complication in a hybrid drive device. <P>SOLUTION: The torque of an internal combustion engine 10 is transmitted through a planet gear mechanism 112 to an output shaft 20. A motor generator 50 as an assist power source is connected through a change gear 60 to the output shaft 20. The change gear 60 is configured by including hydraulic friction engagement devices B1 and B2. An engine driving type oil pump 150 is driven according to the rotation of the output shaft 20, and an oil pressure to be supplied to the friction engagement devices B1 and B2 is generated. The friction engagement device B2 forming a shift ratio corresponding to a vehicle start time is configured to be engaged in such a status that the oil pressure is not supplied, and to be released when the oil pressure is supplied. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

この発明は、複数の動力源を備えたハイブリッド駆動装置に関し、より特定的には、動力源のうちの少なくとも１つが変速機を介して出力軸に接続されたハイブリッド駆動装置に関する。   The present invention relates to a hybrid drive device including a plurality of power sources, and more particularly to a hybrid drive device in which at least one of the power sources is connected to an output shaft via a transmission.

内燃機関からの出力をアシストモータの出力トルクによってアシストするハイブリッド駆動装置において、モータの出力が変速機を介して出力軸へ伝達される構成が、特開２００４−６６８９８号公報（特許文献１）および特開２００４−２０４９５８号公報（特許文献２）に開示されている。   In a hybrid drive device that assists the output from the internal combustion engine with the output torque of the assist motor, a configuration in which the output of the motor is transmitted to the output shaft via the transmission is disclosed in Japanese Patent Application Laid-Open No. 2004-66898 (Patent Document 1) and It is disclosed by Unexamined-Japanese-Patent No. 2004-204958 (patent document 2).

また、内燃機関の出力軸にモータが直列に接続されるとともに内燃機関およびモータの間にクラッチを介挿し、さらにモータ出力軸に該モータの出力により駆動されるオイルポンプを配置して、機関停止時にも油圧を供給できるようにしたハイブリッド駆動装置が、特開平１１−１０７７９８号公報（特許文献３）に開示されている。
特開２００４−６６８９８号公報 特開２００４−２０４９５８号公報 特開平１１−１０７７９８号公報 In addition, a motor is connected in series to the output shaft of the internal combustion engine, a clutch is inserted between the internal combustion engine and the motor, and an oil pump driven by the output of the motor is disposed on the motor output shaft to stop the engine. Japanese Patent Laid-Open No. 11-107798 (Patent Document 3) discloses a hybrid drive device that can supply hydraulic pressure sometimes.
Japanese Patent Laid-Open No. 2004-66898 JP 2004-204958 A JP-A-11-107798

ここで、特許文献１および２に記載された構成のハイブリッド駆動装置は、アシストモータのトルクが変速機を介して出力軸に伝達されるため、機関を停止した状態でのモータ走行時にも変速機に油圧を供給して摩擦係合装置を係合させる必要がある。この場合、電動オイルポンプを設けるか、もしくは、特許文献３に開示の構成のように機関とモータとの間にクラッチを介挿して動力伝達系から機関を切離した上で、モータ出力によりオイルポンプを駆動する構成が必要となる。しかしながら、いずれの場合にも装置の大型化・複雑化、ならびにコストアップが発生してしまうという問題がある。   Here, in the hybrid drive device having the configuration described in Patent Documents 1 and 2, since the torque of the assist motor is transmitted to the output shaft through the transmission, the transmission is also used when the motor is running with the engine stopped. It is necessary to engage the friction engagement device by supplying hydraulic pressure to the motor. In this case, an electric oil pump is provided, or the engine is separated from the power transmission system by inserting a clutch between the engine and the motor as in the configuration disclosed in Patent Document 3, and then the oil pump is output by the motor output. The structure which drives is required. However, in either case, there is a problem that the apparatus becomes large and complicated, and costs increase.

この発明は、このような問題点を解決するためになされたものであって、この発明の目的は、動力源のうちの少なくとも１つが変速機を介して出力軸に接続された構成のハイブリッド駆動装置において、電動オイルポンプや内燃機関を切離すクラッチを設けることなく、使用する動力源を問わず車両発進時から変速機を適切に作動させることである。   The present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid drive having a configuration in which at least one of power sources is connected to an output shaft via a transmission. In the apparatus, the transmission is appropriately operated from the start of the vehicle regardless of the power source to be used without providing an electric oil pump or a clutch for separating the internal combustion engine.

この発明によるハイブリッド駆動装置は、第１および第２の動力源と、出力分配機構と、変速機と、オイルポンプとを備える。出力分配機構は、第１の動力源の全部または一部を出力軸に分配する。変速機は、複数の油圧式摩擦係合装置を含んで構成される。第２の動力源は、変速機を介して出力軸に接続される。オイルポンプは、出力軸の回転により駆動されるように構成されて、複数の油圧式摩擦係合装置に供給する油圧を発生する。複数の摩擦係合装置は、車両発進時に対応した変速比を形成する第１の摩擦係合装置を含み、この第１の摩擦係合装置は、油圧が供給されていない状態で係合されるとともに、油圧が供給されることにより解放されるように構成される。   The hybrid drive apparatus according to the present invention includes first and second power sources, an output distribution mechanism, a transmission, and an oil pump. The output distribution mechanism distributes all or part of the first power source to the output shaft. The transmission includes a plurality of hydraulic friction engagement devices. The second power source is connected to the output shaft via the transmission. The oil pump is configured to be driven by the rotation of the output shaft, and generates hydraulic pressure to be supplied to the plurality of hydraulic friction engagement devices. The plurality of friction engagement devices include a first friction engagement device that forms a gear ratio that corresponds to when the vehicle starts, and the first friction engagement device is engaged in a state where hydraulic pressure is not supplied. At the same time, it is configured to be released when hydraulic pressure is supplied.

上記ハイブリッド駆動装置によれば、第１の動力源を作動させることなく第２の動力源のみを用いて車両発進する場合にも、変速機で第１の摩擦係合装置を係合状態として出力軸へ出力を伝達することができる。また、車両発進後には、出力軸の回転により機関駆動式オイルポンプを作動可能であるので、発進時に使用する動力源を問わず変速機内の油圧式摩擦係合装置へ油圧を供給できる。この結果、電動オイルポンプや内燃機関を切離すクラッチを設けることなく、ハイブリッド駆動装置で使用する動力源を問わず、車両発進時および発進後の走行時に、変速機を適切に動作させることができる。   According to the above hybrid drive device, even when the vehicle starts using only the second power source without operating the first power source, the first friction engagement device is output as the engaged state by the transmission. The output can be transmitted to the shaft. Further, since the engine-driven oil pump can be operated by the rotation of the output shaft after the vehicle starts, oil pressure can be supplied to the hydraulic friction engagement device in the transmission regardless of the power source used at the start. As a result, it is possible to appropriately operate the transmission at the time of starting the vehicle and after the start of traveling, regardless of the power source used in the hybrid drive device, without providing an electric oil pump or a clutch for separating the internal combustion engine. .

好ましくは、この発明によるハイブリッド駆動装置では、変速機は、第１の摩擦係合装置が係合されているときに、車両発進時に対応した変速比（低速段）が形成されるように構成される。   Preferably, in the hybrid drive device according to the present invention, the transmission is configured such that when the first friction engagement device is engaged, a gear ratio (low speed stage) corresponding to the start of the vehicle is formed. The

上記ハイブリッド駆動装置によれば、車両発進時における変速機の変速比設定を適切に実行できる。   According to the above hybrid drive device, the transmission gear ratio can be appropriately set when the vehicle starts.

また好ましくは、この発明によるハイブリッド駆動装置では、複数の摩擦係合装置は、油圧が供給されていない状態で解放されるとともに、油圧が供給されることにより係合されるように構成される第２の摩擦係合装置をさらに含む。さらに、変速機は、第２の摩擦係合装置の係合時に、第１の摩擦係合装置の係合時よりも小さい変速比（高速段）が形成されるように構成される。   Also preferably, in the hybrid drive device according to the present invention, the plurality of friction engagement devices are configured to be released when no hydraulic pressure is supplied and to be engaged when supplied with the hydraulic pressure. Two friction engagement devices are further included. Further, the transmission is configured such that a smaller gear ratio (high speed stage) is formed when the second friction engagement device is engaged than when the first friction engagement device is engaged.

上記ハイブリッド駆動装置によれば、油圧供給時には油圧非供給時よりも小さい変速比を形成できるので、車両発進後の走行時に変速機による変速比設定を適切に実行できる。   According to the hybrid drive device, a smaller gear ratio can be formed when the hydraulic pressure is supplied than when the hydraulic pressure is not supplied, so that the gear ratio setting by the transmission can be appropriately executed when the vehicle starts running.

特にこのような構成では、この発明によるハイブリッド駆動装置では、複数の摩擦係合装置の各々は、油圧の供給により作動して、入力側摩擦要素および出力側摩擦要素の間の係合および解放を切換えるための油圧作動ピストンを有する。さらに、第１の摩擦係合装置は、入力側摩擦要素および出力側摩擦要素の間を係合させる側に油圧作動ピストンを付勢する付勢手段を有する。   Particularly in such a configuration, in the hybrid drive device according to the present invention, each of the plurality of friction engagement devices is operated by supplying hydraulic pressure to engage and release between the input side friction element and the output side friction element. It has a hydraulically actuated piston for switching. Further, the first friction engagement device has biasing means for biasing the hydraulically operated piston on the side where the input side friction element and the output side friction element are engaged.

これにより、一般的な油圧式係合装置の構成に付勢手段を付加するのみで、本発明によるハイブリッド駆動装置で用いられる油圧式の摩擦係合装置を構成することができる。   Accordingly, the hydraulic friction engagement device used in the hybrid drive device according to the present invention can be configured only by adding an urging means to the configuration of a general hydraulic engagement device.

この発明によるハイブリッド駆動装置は、動力源のうちの少なくとも１つが変速機を介して出力軸に接続された構成のハイブリッド駆動装置において、電動オイルポンプや内燃機関を切離すクラッチを設けることなく、使用する動力源を問わず車両発進時から変速機を適切に作動させることができる。   The hybrid drive device according to the present invention is used in a hybrid drive device in which at least one of the power sources is connected to the output shaft via the transmission without providing an electric oil pump or a clutch for disconnecting the internal combustion engine. The transmission can be appropriately operated from the start of the vehicle regardless of the power source.

以下、この発明の実施の形態について図面を参照して詳細に説明する。なお、以下では図中の同一または相当部分には同一符号を付して、その説明は原則的に繰返さないものとする。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

図１は、本発明の実施の形態に従うハイブリッド駆動装置の構成を説明するブロック図である。   FIG. 1 is a block diagram illustrating a configuration of a hybrid drive apparatus according to an embodiment of the present invention.

図１を参照して、この発明の実施の形態によるハイブリッド駆動装置５は、「第１の動力源」に相当する内燃機関１１０および「出力分配機構」に相当する遊星歯車機構１１２を含んで構成される主動力源１０と、出力軸２０と、デファレンシャルギヤ３０と、駆動輪４０と、「第２の動力源」に相当するアシスト動力源５０と、変速機６０と、車輪ブレーキ７０と、車両安定化制御システム（ビークルスタブリティコントロール：ＶＳＣ（商標））システム８０とを備える。   Referring to FIG. 1, hybrid drive device 5 according to the embodiment of the present invention includes an internal combustion engine 110 corresponding to a “first power source” and a planetary gear mechanism 112 corresponding to an “output distribution mechanism”. Main power source 10, output shaft 20, differential gear 30, drive wheel 40, assist power source 50 corresponding to “second power source”, transmission 60, wheel brake 70, vehicle And a stabilization control system (vehicle stability control: VSC (trademark)) system 80.

主動力源１０の出力トルクは出力軸２０に伝達され、その出力軸２０からデファレンシャルギヤ３０を介して駆動輪４０にトルクが伝達されるように構成されている。一方、走行のための駆動力を出力する力行制御あるいはエネルギを回収する回生制御の可能な回生機構としてのアシスト動力源５０が設けられる。アシスト動力源５０は、変速機６０を介して出力軸２０に接続されている。これにより、アシスト動力源５０と出力軸２０との間で伝達するトルクが、変速機６０で設定する変速比に応じて増減可能なように構成される。   The output torque of the main power source 10 is transmitted to the output shaft 20, and the torque is transmitted from the output shaft 20 to the drive wheels 40 via the differential gear 30. On the other hand, an assist power source 50 is provided as a regenerative mechanism capable of power running control that outputs driving force for traveling or regenerative control that recovers energy. The assist power source 50 is connected to the output shaft 20 via the transmission 60. Thus, the torque transmitted between the assist power source 50 and the output shaft 20 can be increased or decreased according to the gear ratio set by the transmission 60.

変速機６０は、設定する変速機が“１”以上となるように構成することができ、このように構成することにより、アシスト動力源５０でトルクを出力する力行時に、アシスト動力源５０で出力したトルクを増大させて出力軸２０に伝達できるので、アシスト動力源５０を低容量もしくは小型のものとすることができる。しかしながら、アシスト動力源５０の運転効率を良好な状態に維持することが好ましいので、たとえば車速に応じて出力軸２０の回転数が増大した場合には、変速比を低下させてアシスト動力源５０の回転数を低下させる。また、出力軸２０の回転数が低下した場合には、変速比を増大させることがある。   The transmission 60 can be configured such that the transmission to be set is “1” or more. With this configuration, the assist power source 50 outputs the torque when the assist power source 50 outputs torque. Since the torque thus increased can be transmitted to the output shaft 20, the assist power source 50 can be of low capacity or small size. However, since it is preferable to maintain the driving efficiency of the assist power source 50 in a good state, for example, when the rotation speed of the output shaft 20 increases according to the vehicle speed, the gear ratio is decreased to reduce the assist power source 50. Reduce the speed. Further, when the rotational speed of the output shaft 20 decreases, the gear ratio may be increased.

さらに、上記の駆動輪４０を含む各車輪には、その回転を選択的に止めるための車輪ブレーキ７０が設けられている。この車輪ブレーキ７０は、運転者のブレーキ操作に基づいて動作し、また車両安定化制御システム８０によって動作する公知の機構のものである。車輪ブレーキ７０はアシスト動力源５０と協調制御されて車両の制御を行なうように構成してもよい。   Further, each wheel including the drive wheel 40 is provided with a wheel brake 70 for selectively stopping the rotation. The wheel brake 70 is of a known mechanism that operates based on the driver's brake operation and is operated by the vehicle stabilization control system 80. The wheel brake 70 may be configured to control the vehicle under cooperative control with the assist power source 50.

ハイブリッド駆動装置５の構成をさらに詳細に説明する。主動力源１０は、内燃機関１１０と、モータジェネレータ１１１と、これら内燃機関１１０および第１モータジェネレータ１１１の間でトルクを合成もしくは分配する遊星歯車機構１１２とを主体として構成されている。その内燃機関（以下、エンジンと記載する）１１０は、ガソリンエンジンやディーゼルエンジンなどの燃料を燃焼させて動力を出力する公知の動力装置であって、スロットル開度（吸気量）や燃料供給量、点火時期などの運転状態を電気的に制御できるように構成されている。その制御は、たとえばマイクロコンピュータを主体とする電子制御装置（Ｅ−ＥＣＵ）１１３によって行なうように構成されている。   The configuration of the hybrid drive device 5 will be described in more detail. The main power source 10 is mainly composed of an internal combustion engine 110, a motor generator 111, and a planetary gear mechanism 112 that synthesizes or distributes torque between the internal combustion engine 110 and the first motor generator 111. The internal combustion engine (hereinafter referred to as an engine) 110 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and includes a throttle opening (intake amount), a fuel supply amount, The operation state such as the ignition timing can be electrically controlled. The control is performed by, for example, an electronic control unit (E-ECU) 113 mainly composed of a microcomputer.

モータジェネレータ１１１（以下、第１モータジェネレータ１１１もしくはＭＧ１とも記載する）は、たとえば同期電動機で構成され、電動機としての機能および発電機としての機能の両方を生じ得るように構成されて、インバータ１１４を介してバッテリなどの蓄電装置１１５に接続されている。そして、インバータ１１４を制御することにより、第１モータジェネレータ１１１の出力トルク（力行トルクあるいは回生トルク）を適宜に設定するようになっている。その設定を行なうために、マイクロコンピュータを主体とする電子制御装置（ＭＧ１−ＥＣＵ）１１６が設けられている。   The motor generator 111 (hereinafter also referred to as the first motor generator 111 or MG1) is formed of, for example, a synchronous motor, and is configured to generate both a function as a motor and a function as a generator. To the power storage device 115 such as a battery. By controlling the inverter 114, the output torque (power running torque or regenerative torque) of the first motor generator 111 is appropriately set. In order to perform the setting, an electronic control unit (MG1-ECU) 116 mainly including a microcomputer is provided.

遊星歯車機構１１２は、外歯歯車であるサンギヤ１１７と、そのサンギヤ１１７に対して同心円上に配置された内歯歯車であるリングギヤ１１８と、これらサンギヤ１１７およびリングギヤ１１８に噛合っているピニオンギヤを自転かつ公転自在に保持しているキャリア１１９とを３つの回転要素として作動作用を生じる公知の歯車機構である。内燃機関１１０の出力がダンパ１２０を介してそのキャリア１１９に連結されている。すなわちキャリア１１９は、遊星歯車機構１１２の入力要素となっている。   The planetary gear mechanism 112 rotates a sun gear 117 that is an external gear, a ring gear 118 that is an internal gear arranged concentrically with the sun gear 117, and a pinion gear that meshes with the sun gear 117 and the ring gear 118. This is a known gear mechanism that generates an action by using the carrier 119 that is held to revolve freely as three rotating elements. The output of the internal combustion engine 110 is connected to the carrier 119 via a damper 120. That is, the carrier 119 is an input element of the planetary gear mechanism 112.

これに対して、サンギヤ１１７に第１モータジェネレータ１１１が連結されている。したがってサンギヤ１１７がいわゆる反力要素となっており、また、リンクギヤ１１８が出力要素となっている。そして、リングギヤ１１８が出力部材としての出力軸２０に連結されている。   On the other hand, the first motor generator 111 is connected to the sun gear 117. Therefore, the sun gear 117 is a so-called reaction force element, and the link gear 118 is an output element. And the ring gear 118 is connected with the output shaft 20 as an output member.

変速機６０は、図１に示す構成例では、１組のラビニオ型遊星歯車機構によって構成されている。すなわち、変速機６０には、それぞれ外歯歯車である第１サンギヤ１２１および第２サンギヤ１２２が設けられており、その第１サンギヤ１２１にショートピニオン１２３が噛合するとともに、そのショートピニオン１２３がこれより軸長の長いロングピニオン１２４に噛合している。ロングピニオン１２４は、さらに、各サンギヤ１２１，１２２と同心円上に配置されたリングギヤ１２５に噛合している。なお、各ピニオン１２３，１２４は、キャリア１２６によって自転かつ公転自在に保持されている。また、第２サンギヤ１２２は、ロングピニオン１２４に噛合している。したがって、第１サンギヤ１２１およびリングギヤ１２５は、各ピニオン１２３，１２４とともにダブルピニオン型遊星歯車機構に相当する機構を構成し、また、第２サンギヤ１２２およびリングギヤ１２５は、ロングピニオン１２４とともにシングルピニオン型遊星歯車機構に相当する機構を構成している。   In the configuration example shown in FIG. 1, the transmission 60 is configured by a set of Ravigneaux type planetary gear mechanisms. That is, the transmission 60 is provided with a first sun gear 121 and a second sun gear 122 which are external gears, respectively, and a short pinion 123 meshes with the first sun gear 121, and the short pinion 123 thereby It meshes with a long pinion 124 having a long shaft length. The long pinion 124 further meshes with a ring gear 125 disposed concentrically with the sun gears 121 and 122. Each pinion 123 and 124 is held by a carrier 126 so as to rotate and revolve freely. Second sun gear 122 meshes with long pinion 124. Therefore, the first sun gear 121 and the ring gear 125 constitute a mechanism corresponding to a double pinion type planetary gear mechanism together with the respective pinions 123 and 124, and the second sun gear 122 and the ring gear 125 together with the long pinion 124 constitute a single pinion type planetary planet. A mechanism corresponding to the gear mechanism is configured.

そして、第１サンギヤ１２１を選択的に固定する第１ブレーキＢ１と、リングギヤ１２５を選択的に固定する第２ブレーキＢ２とが設けられている。これらのブレーキＢ１，Ｂ２は摩擦力によって係合力を生じるいわゆる摩擦係合装置であり、多板形式の係合装置あるいはバンド形式の係合装置を採用することができる。そして、これらのブレーキＢ１，Ｂ２は、代表的には油圧による係合力に応じて、そのトルク容量が連続的に変化するように構成されている。すなわち、ブレーキＢ１，Ｂ２は、本発明における「油圧式摩擦係合装置」に対応する。特に、第２ブレーキＢ２が本発明における「第１の摩擦係合装置」に対応し、第１ブレーキＢ１は、本発明における「第２の摩擦係合装置」に対応する。   A first brake B1 that selectively fixes the first sun gear 121 and a second brake B2 that selectively fixes the ring gear 125 are provided. These brakes B1 and B2 are so-called friction engagement devices that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are typically configured such that their torque capacities change continuously according to the engagement force by hydraulic pressure. That is, the brakes B1 and B2 correspond to the “hydraulic friction engagement device” in the present invention. In particular, the second brake B2 corresponds to the “first friction engagement device” in the present invention, and the first brake B1 corresponds to the “second friction engagement device” in the present invention.

さらに、第２サンギヤ１２２に前述したアシスト動力源５０が連結され、またキャリア１２６が出力軸２０に連結されている。したがって、変速機６０では、第２サンギヤ１２２がいわゆる入力要素であり、キャリア１２６が出力要素となっている。第１ブレーキＢ１を係合させることにより、変速機が“１”より大きい高速段（Ｈ）が設定され、第１ブレーキＢ１に代えて第２ブレーキＢ２を係合させることにより、高速段より変速比の大きい低速段（Ｌ）が設定されるように構成されている。   Further, the assist power source 50 described above is connected to the second sun gear 122, and the carrier 126 is connected to the output shaft 20. Therefore, in the transmission 60, the second sun gear 122 is a so-called input element, and the carrier 126 is an output element. By engaging the first brake B1, the transmission is set to a high speed (H) greater than “1”, and by engaging the second brake B2 instead of the first brake B1, the speed is changed from the high speed. A low speed stage (L) having a large ratio is set.

各変速段間での変速は、車速や要求駆動力（もしくはアクセル開度）などの走行状態に基づいて実行される。より具体的には、変速段領域を予めマップ（変速線図）として定めておき、検出された運動状態に応じていずれかの変速段を設定するように制御される。その制御を行なうためのマイクロコンピュータを主体とした電子制御装置（Ｔ−ＥＣＵ）１２７が設けられている。   Shifting between the respective gears is executed based on the running state such as the vehicle speed and the required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected motion state. An electronic control unit (T-ECU) 127 mainly including a microcomputer for performing the control is provided.

なお、図１に示す構成例では、アシスト動力源５０として、トルクを出力する力行およびエネルギを回収する回生の可能なモータジェネレータ（以下、第２モータジェネレータ５０もしくはＭＧ２と記載する）が採用されている。この第２モータジェネレータ５０は、インバータ１２８を介して蓄電装置（バッテリ）１２９に接続されている。そして、マイクロコンピュータを主体とする電子制御装置（ＭＧ２−ＥＣＵ）１３０によってインバータ１２８を制御することにより、力行および回生ならびにそれぞれの場合における出力トルクを制御するように構成されている。   In the configuration example shown in FIG. 1, a power generator that outputs torque and a regenerative motor generator that collects energy (hereinafter referred to as a second motor generator 50 or MG2) are employed as the assist power source 50. Yes. The second motor generator 50 is connected to a power storage device (battery) 129 via an inverter 128. The inverter 128 is controlled by an electronic control unit (MG2-ECU) 130 mainly composed of a microcomputer, so that power running and regeneration and output torque in each case are controlled.

なお、蓄電装置（バッテリ）１２９および電子制御装置１３０は、前述した第１モータジェネレータ１１１に対応する、バッテリ（蓄電装置）１１５および電子制御装置１１６と統合することも可能である。また、各電子制御装置１１３，１１６，１２７，１３０ならびに前述した車両安定化制御システム８０のそれぞれが相互にデータを通信できるように接続されている。   The power storage device (battery) 129 and the electronic control device 130 can be integrated with the battery (power storage device) 115 and the electronic control device 116 corresponding to the first motor generator 111 described above. In addition, each of the electronic control devices 113, 116, 127, and 130 and the vehicle stabilization control system 80 described above are connected so that they can communicate data with each other.

図２には、主動力源の出力分配機構としてのシングルピニオン型遊星歯車機構１１２についての共線図が示される。   FIG. 2 is a collinear diagram of a single pinion type planetary gear mechanism 112 as an output distribution mechanism of the main power source.

図２を参照して、キャリア１１９に入力されるエンジン１１０の出力トルクに対して、第１モータジェネレータ１１１による反力トルクをサンギヤ１１７に入力すると、出力要素となっているリングギヤ１１８にはエンジン１１０から入力されたトルクより大きいトルクが現われる。その場合、第１モータジェネレータ１１１は、発電機として機能する。   Referring to FIG. 2, when the reaction torque of first motor generator 111 is input to sun gear 117 with respect to the output torque of engine 110 input to carrier 119, engine 110 is connected to ring gear 118 serving as an output element. A torque larger than the torque input from appears. In that case, the first motor generator 111 functions as a generator.

また、リングギヤ１１８の回転数（出力回転数）を一定とした場合、第１モータジェネレータ１１１の回転数を大小に変化させることにより、エンジン１１０の回転数を連続的に（無段階）に変化させることができる。すなわち、エンジン１１０の回転数をたとえば燃費が最もよい回転数に設定する制御を、第１モータジェネレータ１１１を制御することによって行なうことができる。なお一般に、この種のハイブリッド形式は機械分配式あるいはスプリットタイプと称されている。   Further, when the rotation speed (output rotation speed) of the ring gear 118 is constant, the rotation speed of the engine 110 is changed continuously (steplessly) by changing the rotation speed of the first motor generator 111 to a larger or smaller value. be able to. That is, control for setting the rotation speed of engine 110 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling first motor generator 111. In general, this type of hybrid type is called a mechanical distribution type or a split type.

図３には、変速機６０に含まれるラビニオ型遊星歯車機構についての共線図が示される。   FIG. 3 shows a collinear diagram for the Ravigneaux type planetary gear mechanism included in the transmission 60.

図３を参照して、第２ブレーキＢ２によってリングギヤ１２５を固定することによって、低速段Ｌが設定される。低速段Ｌの設定時には、第２モータジェネレータ５０の出力したトルクは、変速比に応じて増幅されて出力軸２０に付加される。   With reference to FIG. 3, the low speed stage L is set by fixing the ring gear 125 by the second brake B2. When the low speed stage L is set, the torque output from the second motor generator 50 is amplified according to the gear ratio and added to the output shaft 20.

これに対して、第１ブレーキＢ１によって第１サンギヤ１２１を固定した場合には、低速段Ｌより変速比の小さい高速段Ｈが設定される。この高速段Ｈにおける変速比も“１”より大きいので、第２モータジェネレータ５０の出力したトルクは、その変速比に応じて増大されて出力軸２０に付加される。なお、出力軸２０に付加されるトルクは、第２モータジェネレータ５０の駆動状態では正トルクとなり、被駆動状態では負トルクとなる。   On the other hand, when the first sun gear 121 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor generator 50 is increased according to the gear ratio and added to the output shaft 20. The torque applied to the output shaft 20 is a positive torque when the second motor generator 50 is driven, and is a negative torque when the second motor generator 50 is driven.

図１に示したハイブリッド駆動装置５は、エンジン１１０を可及的に高効率で運転して排ガス量を低減すると同時に燃費を向上させる。また、モータジェネレータによるエネルギ回生を行なうことにより、この点でも燃費を改善できる。したがって、大きい駆動力が要求されている場合には、主動力源１０のトルクを出力軸２０に伝達している状態で、第２モータジェネレータ５０を駆動してそのトルクを出力軸２０に付加する。その場合、低車速の状態では変速機６０を低速段Ｌに設定して付加するトルクを大きくし、その後、車速が増大した場合には、変速機６０を高速段Ｈに設定して、第２モータジェネレータ５０の回転数を低下させる。これは、第２モータジェネレータ５０の駆動効率を良好な状態に維持して燃費の悪化を防止するためである。   The hybrid drive device 5 shown in FIG. 1 operates the engine 110 as efficiently as possible to reduce the amount of exhaust gas and at the same time improve fuel efficiency. Further, by performing energy regeneration by the motor generator, fuel efficiency can be improved in this respect. Therefore, when a large driving force is required, the second motor generator 50 is driven to apply the torque to the output shaft 20 while the torque of the main power source 10 is transmitted to the output shaft 20. . In that case, when the vehicle speed is low, the transmission 60 is set to the low speed stage L to increase the applied torque, and when the vehicle speed increases thereafter, the transmission 60 is set to the high speed stage H and the second speed is set. The rotational speed of the motor generator 50 is reduced. This is because the driving efficiency of the second motor generator 50 is maintained in a good state to prevent fuel consumption from deteriorating.

図４には、上記した変速機６０での変速段設定の遷移を示す図である。
図４を参照して、車両発進時には、初期設定として低速段Ｌが設定される。そして車両発進状態から車速が上昇しかつ要求駆動力が小さくなった場合には、変速段をＬからＨへ遷移させる必要がある。一方、高速段Ｈでの走行時にも、車速の低下や、要求駆動力の増加によって、必要に応じて高速段Ｈから低速段Ｌへ遷移が必要となる。このような変速段設定制御は、上記のように電子制御装置（Ｔ−ＥＣＵ）１２７に格納されたマップに従って実行される。 FIG. 4 is a diagram illustrating a shift of the gear position setting in the transmission 60 described above.
Referring to FIG. 4, at the time of vehicle start, low speed stage L is set as an initial setting. When the vehicle speed increases from the vehicle start state and the required driving force decreases, it is necessary to shift the gear position from L to H. On the other hand, even when traveling at the high speed stage H, a transition from the high speed stage H to the low speed stage L is required as necessary due to a decrease in the vehicle speed or an increase in the required driving force. Such gear position setting control is executed according to the map stored in the electronic control unit (T-ECU) 127 as described above.

上記のように、低速段Ｌの設定時には、ブレーキＢ１が解放される一方でブレーキＢ２が係合される。反対に、高速段Ｈの設定時には、ブレーキＢ１が係合される一方で、ブレーキＢ２が解放される。すなわち、ハイブリッド駆動装置５においては、第２モータジェネレータ５０からの出力のみによるモータ走行により車両発進する場合においても、低速段Ｌを設定するためにブレーキＢ２を係合する必要がある。   As described above, when the low speed stage L is set, the brake B1 is released while the brake B2 is engaged. Conversely, when the high speed stage H is set, the brake B1 is engaged while the brake B2 is released. That is, in the hybrid drive device 5, it is necessary to engage the brake B <b> 2 in order to set the low speed stage L even when the vehicle starts by running the motor by only the output from the second motor generator 50.

その一方で、所定の車速で走行している状態でブレーキ操作が行なわれ、車両が減速する場合には、第２モータジェネレータ５０を被駆動状態としてエネルギ回生を行なうとともに回生制動を行なう。この場合、所定値以上の車速で走行していれば変速機６０が高速段Ｈになっているのでその状態で回生制動が行なわれ、その後車速が低下すると停車時には低速段Ｌとなっているようにするため変速が生じる。   On the other hand, when a braking operation is performed while the vehicle is traveling at a predetermined vehicle speed and the vehicle decelerates, the second motor generator 50 is driven to perform energy regeneration and regenerative braking. In this case, if the vehicle is traveling at a vehicle speed equal to or higher than a predetermined value, the transmission 60 is in the high speed stage H, so that regenerative braking is performed in that state, and if the vehicle speed decreases thereafter, the low speed stage L appears when the vehicle stops. Therefore, a shift occurs.

再び図１を参照して、ハイブリッド駆動装置５では、機関駆動式のオイルポンプ１５０により、ブレーキＢ１，Ｂ２（すなわち、油圧式摩擦係合装置）に供給する油圧を発生する。   Referring again to FIG. 1, in the hybrid drive device 5, the engine-driven oil pump 150 generates hydraulic pressure to be supplied to the brakes B <b> 1 and B <b> 2 (that is, the hydraulic friction engagement device).

オイルポンプ１５０の駆動軸１６０は、ギヤ１５５を介して出力軸２０と接続される。これにより、出力軸２０の回転に伴って、駆動軸１６０が回転されてオイルポンプ１５０が作動する。すなわち、オイルポンプ１５０は、エンジン１１０の停止期間中においても、すなわち第２モータジェネレータ５０の駆動力のみで走行するモータ走行時には油圧を発生可能な構成とされる。   The drive shaft 160 of the oil pump 150 is connected to the output shaft 20 via the gear 155. Thereby, with the rotation of the output shaft 20, the drive shaft 160 is rotated and the oil pump 150 is operated. In other words, oil pump 150 is configured to be able to generate a hydraulic pressure even during a stop period of engine 110, that is, when the motor travels with only the driving force of second motor generator 50.

図５には、低速段Ｌの場合の油圧式摩擦係合装置（ブレーキＢ１，Ｂ２）の動作が示される。図５（ａ）には係合状態とされるブレーキＢ２の状態が示され、図５（ｂ）には解放状態とされるブレーキＢ１の状態が示される。   FIG. 5 shows the operation of the hydraulic friction engagement device (brakes B1 and B2) in the case of the low speed stage L. FIG. 5 (a) shows the state of the brake B2 in the engaged state, and FIG. 5 (b) shows the state of the brake B1 in the released state.

図５（ａ）を参照して、油圧ブレーキＢ２は、油圧によって作動するピストン２１０と、金属板で構成される第１クラッチプレート２２０と、金属板の表面に摩擦材２３２を装着した第２クラッチプレート２３０とを含む。第１クラッチプレート２２０は、リングギヤ１２５と嵌合されており、第１クラッチプレート２２０および第２クラッチプレート２３０を係合させることにより、リングギヤ１２５が固定される。   Referring to FIG. 5A, the hydraulic brake B2 includes a piston 210 that is operated by hydraulic pressure, a first clutch plate 220 made of a metal plate, and a second clutch in which a friction material 232 is mounted on the surface of the metal plate. Plate 230. The first clutch plate 220 is engaged with the ring gear 125, and the ring gear 125 is fixed by engaging the first clutch plate 220 and the second clutch plate 230.

ピストン２１０は、電磁弁（図示せず）を介してオイルポンプ１５０による発生油圧を伝達可能に構成されている。さらに、ピストン２１０には、第１クラッチプレート２２０および第２クラッチプレート２３０を係合させるための付勢力Ｆｓｐを与える付勢要素（本発明における「付勢手段」に対応）としての弾性体２５０が設けられている。弾性体２５０として代表的には、ばねを用いることができる。   The piston 210 is configured to be able to transmit the hydraulic pressure generated by the oil pump 150 via a solenoid valve (not shown). Further, the piston 210 has an elastic body 250 as an urging element (corresponding to the “urging means” in the present invention) that provides an urging force Fsp for engaging the first clutch plate 220 and the second clutch plate 230. Is provided. Typically, a spring can be used as the elastic body 250.

図５（ｂ）を参照して、油圧ブレーキＢ１は、油圧によって作動するピストン２１５と、金属板で構成される第１クラッチプレート２２５と、金属板の表面に摩擦材２３７を装着した第２クラッチプレート２３５とを含む。第２クラッチプレート２２５は、第１サンギヤ１２１と嵌合されており、第１クラッチプレート２２５および第２クラッチプレート２３５を係合させることにより、第１サンギヤ１２１が固定される。   Referring to FIG. 5B, the hydraulic brake B1 includes a piston 215 that is actuated by hydraulic pressure, a first clutch plate 225 made of a metal plate, and a second clutch in which a friction material 237 is mounted on the surface of the metal plate. Plate 235. The second clutch plate 225 is fitted with the first sun gear 121, and the first sun gear 121 is fixed by engaging the first clutch plate 225 and the second clutch plate 235.

ピストン２１５はピストン２１０と同様に、電磁弁（図示せず）を介してオイルポンプ１５０による発生油圧を伝達可能に構成されている。ピストン２１５に印加される油圧はＰ２で示される。一方、ピストン２１５には、ピストン２１０のような付勢要素は設けられない。以下では、ピストン２１０に印加される油圧をＰ１で示し、ピストン２１５に印加される油圧をＰ２で示す。   Similar to the piston 210, the piston 215 is configured to be able to transmit the hydraulic pressure generated by the oil pump 150 via a solenoid valve (not shown). The hydraulic pressure applied to the piston 215 is indicated by P2. On the other hand, the urging element such as the piston 210 is not provided in the piston 215. In the following, the hydraulic pressure applied to the piston 210 is indicated by P1, and the hydraulic pressure applied to the piston 215 is indicated by P2.

低速段Ｌのときには、上記電磁弁が閉されて、ピストン２１０および２１５には、油圧は印加されない。すなわちＰ１＝Ｐ２＝０である。   At the low speed stage L, the solenoid valve is closed, and no hydraulic pressure is applied to the pistons 210 and 215. That is, P1 = P2 = 0.

このとき、図５（ａ）に示すように、ブレーキＢ２では、ピストン２１０から圧力は印加されないため、弾性体２５０による付勢力Ｆｓｐによって、第１クラッチプレート２２５および第２クラッチプレート２３５は係合される。このため、油圧Ｐ１＝０のときには、弾性体２５０による付勢力によってブレーキＢ２は係合状態とされる。   At this time, as shown in FIG. 5A, since no pressure is applied from the piston 210 in the brake B2, the first clutch plate 225 and the second clutch plate 235 are engaged by the urging force Fsp by the elastic body 250. The Therefore, when the hydraulic pressure P1 = 0, the brake B2 is engaged by the urging force of the elastic body 250.

一方、図５（ｂ）に示されるように、ピストン２１５には付勢要素が設けられていないため、油圧Ｐ２＝０でありピストン２１５から圧力が印加されない場合には、第１クラッチプレート２２５および第２クラッチプレート２３５を係合させる力が発生されない。このため、ブレーキＢ１は解放状態とされる。   On the other hand, as shown in FIG. 5B, since the urging element is not provided in the piston 215, when the hydraulic pressure P2 = 0 and no pressure is applied from the piston 215, the first clutch plate 225 and A force for engaging the second clutch plate 235 is not generated. For this reason, the brake B1 is in a released state.

図６には、高速段Ｈの場合のブレーキＢ１，Ｂ２の状態が示される。図６（ａ）には解放状態とされるブレーキＢ２の状態が示され、図６（ｂ）には係合状態とされるブレーキＢ１の状態が示される。   FIG. 6 shows the state of the brakes B1, B2 in the case of the high speed stage H. FIG. 6 (a) shows the state of the brake B2 in the released state, and FIG. 6 (b) shows the state of the brake B1 in the engaged state.

図６（ａ）を参照して、高速段Ｈの設定時には、上記電磁弁を開することにより、ピストン２１０に油圧ＰＢ１が印加される（Ｐ１＝ＰＢ１）。   Referring to FIG. 6A, when setting the high speed stage H, the hydraulic valve PB1 is applied to the piston 210 by opening the electromagnetic valve (P1 = PB1).

油圧ＰＢ１の印加時にピストン２１０から印加される力を、弾性体２５０による付勢力Ｆｓｐよりも大きく設定することによって、油圧Ｐ１＝ＰＢ１のときに、第１クラッチプレート２２５および第２クラッチプレート２３５を非接触として、ブレーキＢ２が解放状態とされる。   By setting the force applied from the piston 210 when the hydraulic pressure PB1 is applied to be larger than the urging force Fsp by the elastic body 250, when the hydraulic pressure P1 = PB1, the first clutch plate 225 and the second clutch plate 235 are not made. As a contact, the brake B2 is released.

一方、図６（ｂ）に示されるように、ブレーキＢ１では、上記電磁弁を開してピストン２１５に油圧ＰＢ２を印加すると（Ｐ２＝ＰＢ２）、ピストン２１５は、第１クラッチプレート２２５および第２クラッチプレート２３５を係合させる力を発生する。これにより、ブレーキＢ１が係合状態とされる。   On the other hand, as shown in FIG. 6B, in the brake B1, when the solenoid valve is opened and the hydraulic pressure PB2 is applied to the piston 215 (P2 = PB2), the piston 215 includes the first clutch plate 225 and the second clutch 225. A force for engaging the clutch plate 235 is generated. As a result, the brake B1 is engaged.

図５から理解されるように、摩擦係合装置であるブレーキＢ１，Ｂ２は、車両発進時に設定される低速段Ｌでは、ピストン２１０，２１５に油圧を印加する必要がないように構成されている。この結果、ブレーキＢ１，Ｂ２への油圧供給のためのオイルポンプ１５０を電動式オイルポンプとすることなく、いずれの動力源（主動力源１０およびアシスト動力源５０）を用いる車両発進時にも適切な変速段設定が可能となる。   As understood from FIG. 5, the brakes B <b> 1 and B <b> 2 that are friction engagement devices are configured so that it is not necessary to apply hydraulic pressure to the pistons 210 and 215 at the low speed L set when the vehicle starts. . As a result, the oil pump 150 for supplying hydraulic pressure to the brakes B1 and B2 is not an electric oil pump, and is suitable for starting a vehicle using any power source (the main power source 10 and the assist power source 50). The gear position can be set.

さらに、ハイブリッド駆動装置５では、オイルポンプ１５０が出力軸２０の回転に伴い駆動されるので、車両発進後には、いずれの動力源を用いた走行時にも、ブレーキＢ１，Ｂ２への油圧供給が可能となる。したがって、電磁弁の開閉制御等により、低速段Ｌおよび高速段Ｈを適宜に設定できる。   Further, in the hybrid drive device 5, since the oil pump 150 is driven as the output shaft 20 rotates, it is possible to supply hydraulic pressure to the brakes B1 and B2 when the vehicle is started using any power source after starting the vehicle. It becomes. Therefore, the low speed stage L and the high speed stage H can be appropriately set by the opening / closing control of the solenoid valve.

したがって、電動式のオイルポンプを設けることなく、または、エンジン１１０およびオイルポンプ１５０の間の連結を制御するクラッチ等の新たな要素を設けることなく、いずれ動力源を使用する場合にも、車両発進時における変速段設定（低速段Ｌ）を可能とするとともに、車両発進後には変速段遷移（特に、低速段Ｌから高速段Ｈ）を可能として、変速機を適切に動作させることができる。   Therefore, the vehicle starts without using an electric oil pump or without using a new element such as a clutch for controlling the connection between the engine 110 and the oil pump 150. It is possible to set the gear position at the time (low speed stage L) and to change the gear stage (particularly, from the low speed stage L to the high speed stage H) after the vehicle starts, and to operate the transmission appropriately.

なお、本願発明の適用は、図１に示したハイブリッド駆動装置の構成に限定されるものではない。すなわち、第１の動力源（代表的には内燃機関）と、出力軸に変速機を介して接続された第２の動力源（代表的にはモータジェネレータ）とを備える駆動構成のハイブリッド駆動装置であれば、摩擦係合装置に油圧を供給するオイルポンプを出力軸の回転に伴って駆動する構成とし、かつ、オイルポンプから油圧供給がない場合にも摩擦係合装置により車両発進時に使用する変速段（低速段Ｌ）を設定可能に変速機を構成とすることによって、他の構成のハイブリッド駆動装置（たとえば特許文献１または３に開示された各種構成等）についても本願発明を適用することが可能である。   The application of the present invention is not limited to the configuration of the hybrid drive apparatus shown in FIG. That is, a hybrid drive device having a drive configuration including a first power source (typically an internal combustion engine) and a second power source (typically a motor generator) connected to the output shaft via a transmission. If so, the oil pump that supplies hydraulic pressure to the friction engagement device is driven in accordance with the rotation of the output shaft, and even when no hydraulic pressure is supplied from the oil pump, the friction engagement device is used when starting the vehicle. By configuring the transmission so that the gear position (low speed stage L) can be set, the invention of the present application is also applied to hybrid drive devices having other configurations (for example, various configurations disclosed in Patent Document 1 or 3). Is possible.

また、変速機によって設定される変速段について、低速段Ｌおよび高速段Ｈの２段階ではなく、３以上の複数の変速段を設定することも可能である。この場合には、オイルポンプから油圧供給がない場合にも摩擦係合装置により車両発進時に使用する変速段を設定可能とし、かつ、油圧供給時には他の変速段への変更が可能なように変速機を構成すればよい。   Further, with respect to the shift speeds set by the transmission, it is possible to set a plurality of shift speeds of three or more instead of the two speeds of the low speed stage L and the high speed stage H. In this case, even when there is no hydraulic supply from the oil pump, the friction engagement device can be used to set the gear stage used when starting the vehicle, and when hydraulic pressure is supplied, the gear can be changed to another gear stage. The machine can be configured.

今回開示された実施の形態はすべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は上記した説明ではなくて特許請求の範囲によって示され、特許請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。   The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

本発明の実施の形態に従うハイブリッド駆動装置の構成を説明するブロック図である。1 is a block diagram illustrating a configuration of a hybrid drive device according to an embodiment of the present invention. 主動力源の遊星歯車機構の共線図である。It is an alignment chart of the planetary gear mechanism of the main power source. 変速機のラビニオ型遊星歯車機構の共線図である。It is an alignment chart of the Ravigneaux type planetary gear mechanism of a transmission. 変速機で変速段設定の遷移を説明する図である。It is a figure explaining the transition of a gear stage setting with a transmission. 低速段Ｌ設定時の油圧式摩擦係合装置の動作を説明する図である。It is a figure explaining operation | movement of the hydraulic friction engagement apparatus at the time of low speed stage L setting. 高速段Ｈ設定時の油圧式摩擦係合装置の動作を説明する図である。It is a figure explaining operation | movement of the hydraulic friction engagement apparatus at the time of the high speed stage H setting.

符号の説明Explanation of symbols

５ ハイブリッド駆動装置、１０ 主動力源、２０ 出力軸、３０ デファレンシャルギヤ、４０ 駆動輪、５０ アシスト動力源（第２モータジェネレータ）、６０ 変速機、７０ 車輪ブレーキ、８０ 車両安定化制御システム、１１０ エンジン（内燃機関）、１１１ 第１モータジェネレータ、１１２ 遊星歯車機構、１１３，１１６，１２７，１３０ 電子制御装置、１１４，１２８ インバータ、１１５，１２９ 蓄電装置、１１７ サンギヤ、１１８ リンクギヤ、１１９ キャリア、１２１ 第１サンギヤ、１２２ 第２サンギヤ、１２３ ショートピニオン、１２４ ロングピニオン、１２５ リングギヤ、１２６ キャリア、１５０ オイルポンプ、１５５ ギヤ、１６０ オイルポンプ駆動軸、２１０，２１５ ピストン、２２０，２３０ 第１クラッチプレート、２２５，２３５ 第２クラッチプレート、２３２，２３７ 摩擦材、２５０ 弾性体（付勢要素）、Ｂ１，Ｂ２ 油圧ブレーキ（油圧式摩擦係合装置）、Ｆｓｐ 付勢力、Ｈ 高速段、Ｌ 低速段、Ｐ１，Ｐ２ 油圧（ピストン印加）。   5 Hybrid Drive Device, 10 Main Power Source, 20 Output Shaft, 30 Differential Gear, 40 Drive Wheel, 50 Assist Power Source (Second Motor Generator), 60 Transmission, 70 Wheel Brake, 80 Vehicle Stabilization Control System, 110 Engine (Internal combustion engine), 111 first motor generator, 112 planetary gear mechanism, 113, 116, 127, 130 electronic control unit, 114, 128 inverter, 115, 129 power storage device, 117 sun gear, 118 link gear, 119 carrier, 121 first 1 sun gear, 122 second sun gear, 123 short pinion, 124 long pinion, 125 ring gear, 126 carrier, 150 oil pump, 155 gear, 160 oil pump drive shaft, 210, 215 piston, 220, 23 First clutch plate, 225, 235 Second clutch plate, 232, 237 Friction material, 250 elastic body (biasing element), B1, B2 hydraulic brake (hydraulic friction engagement device), Fsp biasing force, H high speed stage, L Low speed, P1, P2 oil pressure (piston application).

Claims (4)

第１の動力源の全部または一部を出力軸に分配する出力分配機構と、
複数の油圧式摩擦係合装置を含んで構成された変速機と、
前記出力軸に前記変速機を介して接続された第２の動力源と、
前記出力軸の回転により駆動されるように構成された、前記複数の摩擦係合装置に供給する油圧を発生するためのオイルポンプとを備え、
前記複数の摩擦係合装置は、車両発進時に対応した変速比を形成する第１の摩擦係合装置を含み、
前記第１の摩擦係合装置は、前記油圧が供給されていない状態で係合されるとともに、前記油圧が供給されることにより解放されるように構成される、ハイブリッド駆動装置。 An output distribution mechanism that distributes all or part of the first power source to the output shaft;
A transmission configured to include a plurality of hydraulic friction engagement devices;
A second power source connected to the output shaft via the transmission;
An oil pump configured to be driven by rotation of the output shaft for generating hydraulic pressure to be supplied to the plurality of friction engagement devices;
The plurality of friction engagement devices include a first friction engagement device that forms a gear ratio that corresponds to when the vehicle starts.
The first friction engagement device is a hybrid drive device configured to be engaged in a state where the hydraulic pressure is not supplied and to be released when the hydraulic pressure is supplied. 前記変速機は、前記第１の摩擦係合装置が係合されているときに、車両発進時に対応した変速比が形成されるように構成される、請求項１記載のハイブリッド駆動装置。   The hybrid drive device according to claim 1, wherein the transmission is configured such that a transmission gear ratio corresponding to a start of the vehicle is formed when the first friction engagement device is engaged. 前記複数の摩擦係合装置は、前記油圧が供給されていない状態で解放されるとともに、前記油圧が供給されることにより係合されるように構成される第２の摩擦係合装置をさらに含み、
前記変速機は、前記第２の摩擦係合装置の係合時に、前記第１の摩擦係合装置の係合時よりも小さい変速比が形成されるように構成される、請求項１または２記載のハイブリッド駆動装置。 The plurality of friction engagement devices further include a second friction engagement device configured to be released when the hydraulic pressure is not supplied and to be engaged when the hydraulic pressure is supplied. ,
The said transmission is comprised so that a gear ratio smaller than the time of engagement of the said 1st friction engagement apparatus may be formed at the time of engagement of the said 2nd friction engagement apparatus. The hybrid drive device described. 前記複数の摩擦係合装置の各々は、前記油圧の供給により作動して、入力側摩擦要素および出力側摩擦要素の間の係合および解放を切換えるための油圧作動ピストンを有し、
前記第１の摩擦係合装置は、前記入力側摩擦要素および前記出力側摩擦要素の間を係合させる側に前記油圧作動ピストンを付勢する付勢手段を有する、請求項１または３記載のハイブリッド駆動装置。 Each of the plurality of friction engagement devices has a hydraulically operated piston that operates by supplying the hydraulic pressure to switch engagement and release between the input side friction element and the output side friction element,
The said 1st friction engagement apparatus has a urging means which urges | biases the said hydraulically-actuated piston to the side which engages between the said input side friction element and the said output side friction element. Hybrid drive device.
JP2005294927A 2005-10-07 2005-10-07 Hybrid drive device Pending JP2007099193A (en)

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