JP2009107626A - Power transmission system for hybrid vehicle - Google Patents
Power transmission system for hybrid vehicle Download PDFInfo
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- JP2009107626A JP2009107626A JP2009032387A JP2009032387A JP2009107626A JP 2009107626 A JP2009107626 A JP 2009107626A JP 2009032387 A JP2009032387 A JP 2009032387A JP 2009032387 A JP2009032387 A JP 2009032387A JP 2009107626 A JP2009107626 A JP 2009107626A
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- 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
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- 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
- B60K6/48—Parallel type
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- 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
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Structure Of Transmissions (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
本発明は、内燃機関や電動機等の複数の原動機を備え、複数の原動機を適宜切換え又は同時に作動させることで低燃費且つ快適な走行が可能なハイブリッド車両の動力伝達装置に関するものである。 The present invention relates to a power transmission device for a hybrid vehicle that includes a plurality of prime movers such as an internal combustion engine and an electric motor, and that can switch between the plurality of prime movers as appropriate or simultaneously operate to achieve low fuel consumption and comfortable travel.
近年、手動変速機で採用されていた歯車式有段変速機の高伝達効率に着目し、歯車式有段変速機の変速操作及び変速機と内燃機関との間のクラッチのクラッチ操作を自動化した変速機の開発が進んでいる。この方式の変速機では、運転者のアクセル操作量と車両の走行状態に応じて自動的にクラッチ操作及び変速操作が行われるが、変速操作はクラッチを切断した状態で行なわれるので、変速操作中はエンジンの駆動力が車軸に伝達されない。したがって、変速操作中には運転者に脱力感(空走感)が感じられ、この脱力感が快適な走行の妨げになっている。 In recent years, focusing on the high transmission efficiency of gear-type stepped transmissions used in manual transmissions, the gear-type stepped transmission and the clutch operation of the clutch between the transmission and the internal combustion engine have been automated. Transmission development is progressing. In this type of transmission, the clutch operation and the shift operation are automatically performed according to the accelerator operation amount of the driver and the running state of the vehicle, but the shift operation is performed with the clutch disengaged. The engine driving force is not transmitted to the axle. Accordingly, the driver feels weakness (empty running) during the shifting operation, and this weakness hinders comfortable driving.
変速時の脱力感を低減又は回避する方法として、第2の駆動源としてモータ(電動機)を備え、クラッチの切断状態ではモータの駆動力を車軸に伝達させる方式の、所謂ハイブリッド構成の車両がある。その例として、特開平11−69509号に開示される技術が知られている。 As a method for reducing or avoiding the feeling of weakness at the time of shifting, there is a vehicle having a so-called hybrid configuration in which a motor (electric motor) is provided as a second driving source and the driving force of the motor is transmitted to the axle when the clutch is disengaged. . As an example, a technique disclosed in Japanese Patent Application Laid-Open No. 11-69509 is known.
この従来技術では、内燃機関の出力は、クラッチ、2軸式変速機、差動装置を経由して車軸に伝達される。第2の駆動源であるモータは、変速機と差動装置の中間に歯車手段を介して結合されており、変速中のクラッチが切断された状態にモータを駆動することで歯車手段を経由して差動装置及び車軸にモータの駆動力を伝達することができるので、変速中であっても車軸に駆動力が伝達され、脱力感を緩和することが可能である。 In this prior art, the output of the internal combustion engine is transmitted to the axle via a clutch, a two-shaft transmission, and a differential. The motor as the second drive source is coupled to the middle of the transmission and the differential via the gear means, and the motor is driven via the gear means by driving the motor in a state where the clutch being changed is disconnected. Thus, since the driving force of the motor can be transmitted to the differential and the axle, the driving force is transmitted to the axle even during a shift, and the feeling of weakness can be reduced.
上記以外の技術として特開平11−141665号が知られている。この技術では、変速機内部にモータの出力を、歯車を介して伝達する歯車手段(4速ギヤに結合)が組み込まれており、クラッチが切断された状態でもモータの出力が歯車手段に伝達されることで変速時の脱力感を少なく出来る効果がある。 JP-A-11-141665 is known as a technique other than the above. In this technology, gear means for transmitting the output of the motor via a gear (incorporated to a 4-speed gear) is incorporated in the transmission, and the output of the motor is transmitted to the gear means even when the clutch is disengaged. This has the effect of reducing the feeling of weakness during shifting.
両者ともエンジンが駆動されていない状態でも、モータの出力のみで車両を低速状態で走行させる発進補助としての機能も有しており、モータの回転数に対して固定の比率で変速機の出力軸が回転する。 Both of them also have a function as a starting aid for driving the vehicle at a low speed only by the output of the motor even when the engine is not driven, and the output shaft of the transmission is fixed at a fixed ratio with respect to the rotational speed of the motor. Rotates.
上述した2つの従来技術とも、モータの回転数と車軸又は差動手段との回転数との比は歯車手段によって一定に定められている。そのため、車両停止時からのあるいは低速時におけるモータによる車両の発進補助と、車両の高速時におけるモータによる脱力感緩和とを1つのモータで両立させようとすると以下の問題がある。 In both the above-described conventional techniques, the ratio between the rotational speed of the motor and the rotational speed of the axle or differential means is fixedly determined by the gear means. Therefore, there is the following problem when trying to achieve both the vehicle start assistance by the motor when the vehicle is stopped or when the vehicle is at a low speed and the relaxation of weakness by the motor when the vehicle is at a high speed with a single motor.
一般に、モータの出力特性は図8に示されるように回転数が増加するほど出力トルクが低下する双曲線を成し、モータの低速回転側では磁束密度から頭打ちとなるフラット部、高速回転側では駆動制御(力行)が困難な部分を有している。 In general, as shown in FIG. 8, the output characteristics of the motor form a hyperbola in which the output torque decreases as the rotational speed increases. On the low-speed rotation side of the motor, a flat portion that peaks from the magnetic flux density, and on the high-speed rotation side, the motor is driven. It has parts that are difficult to control (power running).
アップシフト変速時の脱力感低減が必要となるのは主に内燃機関が比較的高速回転の時であり、一方車両を発進させるのは車両の低速時であり内燃機関が停止又は比較的低速回転の時である。つまり、前者のアップシフト変速時の脱力感を少なくするには変速直前の内燃機関の発生トルクによる駆動力に匹敵した駆動トルクと回転数をモータ(及び介在するギヤで)が出力するのが望ましい。一方、後者の発進機能を持たせる又は発進補助を行なうには、モータは低速回転で大きな発生トルク(介在するギヤ比も加味して)を出力するのが望ましい。 It is necessary to reduce the feeling of weakness during upshifting when the internal combustion engine is rotating at a relatively high speed. On the other hand, the vehicle is started at a low speed of the vehicle, and the internal combustion engine is stopped or rotated at a relatively low speed. Is the time. In other words, in order to reduce the feeling of weakness at the time of the former upshift, it is desirable that the motor (and the intervening gear) output a driving torque and a rotational speed comparable to the driving force generated by the torque generated by the internal combustion engine immediately before the shifting. . On the other hand, in order to provide the latter starting function or assist the starting, it is desirable that the motor outputs a large generated torque (including the intervening gear ratio) at a low speed.
図8のモータの出力特性と相俟って、車両の発進及び低速時の脱力感低減の為にモータの出力軸を低速段ギヤと組み合わせ大きな駆動トルクを出力するのは比較的容易な方向にある。しかしながら、変速段が高速段での変速時は低速時に比べて必然的にモータの回転数が大きくなり、場合によってはモータの駆動可能範囲を上回る事になるので、所望の発生可能トルクが得られなくなり脱力感の低減効果が得られなくなってしまう。その反面、モータの出力軸を高速段ギヤに組み合わせた場合には、モータの回転数を駆動可能範囲に収めることは可能であるが、低速段ギヤでのトルク増大が望めないために、脱力感の低減や低速又は発進時での駆動トルクが少なく、これもまた所望の効果を得ることが困難となる。ここで、低速回転から高速回転の全ての領域で大きな発生トルクを出力可能な大きな体格のモータを搭載出来れば上記の問題もなくなるが、限られた車両のスペースには大きな体格のモータを搭載することは困難である。更に、車両重量の増加とあいまって燃費の向上の妨げになり、好ましくない。また、複数種類の動力伝達手段(歯車機構)を追加し、車速に対するモータの回転数を変えることで高トルクが出力されるようにすることも考えられるが、これもまた同様の理由で好ましくない。 Combined with the output characteristics of the motor of FIG. 8, it is relatively easy to output a large driving torque by combining the output shaft of the motor with a low-speed gear in order to reduce the feeling of weakness at the time of vehicle start and low speed. is there. However, when the speed is changed at a high speed, the number of rotations of the motor inevitably increases as compared with when the speed is low, and in some cases the motor drive range is exceeded. Loss of weakness will not be achieved. On the other hand, when the motor output shaft is combined with a high-speed gear, it is possible to keep the motor speed within the drivable range. The driving torque at a low speed or at the time of starting is small, and this also makes it difficult to obtain a desired effect. Here, if a motor with a large physique capable of outputting a large generated torque can be mounted in all regions from low speed rotation to high speed rotation, the above problem will be eliminated, but a motor with a large physique will be mounted in a limited vehicle space. It is difficult. In addition, the increase in vehicle weight hinders improvement in fuel consumption, which is not preferable. Also, it is conceivable to add a plurality of types of power transmission means (gear mechanism) and change the number of rotations of the motor with respect to the vehicle speed so that high torque is output, but this is also not preferable for the same reason. .
本発明は、可及的に体格の小さい電動機を採用し、車両の小型化、軽量化、低コスト化と共に低燃費を可能にし、快適な車両走行が可能なハイブリッド車両用動力伝達装置を提供することを技術的課題とする。 The present invention provides a power transmission device for a hybrid vehicle that employs an electric motor having a physique as small as possible, enables reduction in vehicle size, weight, cost and fuel consumption, and enables comfortable vehicle travel. This is a technical issue.
上記課題を解決するために請求項1の発明は、複数の変速段に切換え可能な歯車式有段変速機と、歯車式有段変速機と内燃機関との間に配装され、内燃機関から歯車式有段変速機の入力部への動力の伝達・遮断を切換えるクラッチと、クラッチの出力側と歯車式有段変速機の出力部との間の動力伝達経路内に接続され出力部へ動力を伝達可能な電動機と、歯車式有段変速機の変速操作及びクラッチの切換操作を自動制御する制御手段とを備えるハイブリッド車両用動力伝達装置において、歯車式有段変速機の変速段に応じて歯車式有段変速機の出力部と電動機との回転比が切換えられるようにした。 In order to solve the above-mentioned problems, a first aspect of the present invention provides a gear type stepped transmission that can be switched to a plurality of shift stages, and is arranged between the gear type stepped transmission and the internal combustion engine. A clutch that switches transmission / disconnection of power to / from the input part of the gear-type stepped transmission, and a power transmission path between the output side of the clutch and the output part of the gear-type stepped transmission is connected to the output part. In a hybrid vehicle power transmission device comprising a motor capable of transmitting torque and a control means for automatically controlling a gear shifting operation and a clutch switching operation of a gear type stepped transmission, according to the gear stage of the gear type stepped transmission The rotation ratio between the output part of the gear type stepped transmission and the electric motor can be switched.
請求項1によると、変速機の出力部と電動機との回転比が切換えられるので、車両が高速走行している場合における電動機に対する変速機の出力部の回転比と、車両の発進時あるいは低速走行時における電動機に対する変速機の出力部の回転比とが切換えられる。したがって、電動機の体格を大きくすることなく、電動機の駆動可能範囲内で歯車式有段変速機の変速に対応した脱力感の低減や発進補助を行なうことが可能になる。 According to the first aspect, since the rotation ratio between the output part of the transmission and the electric motor is switched, the rotation ratio of the output part of the transmission with respect to the electric motor when the vehicle is traveling at high speed, and when the vehicle starts or runs at low speed The rotation ratio of the output part of the transmission with respect to the electric motor at the time is switched. Therefore, it is possible to reduce the feeling of weakness corresponding to the shift of the gear type stepped transmission and to assist the start within the driveable range of the motor without increasing the size of the motor.
具体的には請求項2に示すように、歯車式有段変速機が高速段で回転しているときの出力部に対する電動機の回転比が、歯車式有段変速機が低速段で回転しているときの出力部に対する電動機の回転比より小さくなるように、出力部と電動機との回転比が切換えられるようにすると、車両の発進時又は低速走行時には電動機が大きなトルクを出力して車両を低速状態で走行させることが可能になるとともに、車両の高速走行時におけるアップシフト変速時には電動機の回転数を抑えながら電動機の駆動力を車軸に伝達することで、変速時の脱力感を緩和することが可能で、上述したような電動機の特性に適した切換えが行なわれ、好適である。
Specifically, as shown in
更に具体的には、請求項3乃至請求項5に示すように、変速機の出力部と電動機との回転比の切換えは、歯車式有段変速機が複数の変速段を達成するために必要な歯車や同期装置を用いることによって達成されるため、重量や体格の増加が少なくコストアップも少なく出来る。
More specifically, as shown in
尚、本発明における歯車式有段変速機とは、複数の平行軸を有し、各平行軸に設けられた歯車の係合の組み合わせに応じて入力側から出力側への変速比を切換えることで複数の変速段を達成する、一般に手動式変速機で多く採用されている形式の変速機のことである。 The gear type stepped transmission in the present invention has a plurality of parallel shafts, and switches the gear ratio from the input side to the output side according to the combination of engagement of gears provided on each parallel shaft. In general, this is a type of transmission that achieves a plurality of shift speeds and is generally used in a manual transmission.
また、本発明における出力部に対する電動機の回転比とは、出力部の回転数に対する電動機の回転数の比率を示しており、電動機の回転数に対して出力部の回転数が大きくなるにつれて、出力部に対する電動機の回転比は小さくなる。したがって、電動機の回転数が同一であれば、出力部に対する電動機の回転比が大きいほど電動機の駆動による出力部の駆動トルクは大きくなり、出力部に対する電動機の回転比が小さいほど電動機の駆動による出力部の駆動トルクは小さくなる。 Further, the rotation ratio of the motor to the output unit in the present invention indicates the ratio of the rotation number of the motor to the rotation number of the output unit, and the output increases as the rotation number of the output unit increases with respect to the rotation number of the motor. The rotation ratio of the motor with respect to the part becomes small. Therefore, if the rotation speed of the motor is the same, the larger the rotation ratio of the motor to the output section, the greater the driving torque of the output section by driving the motor, and the smaller the rotation ratio of the motor to the output section, the more output from driving the motor. The driving torque of the part becomes small.
本発明によると、変速機の出力部と電動機との回転比が切換えられるので、車両が高速走行している場合における電動機に対する変速機の出力部の回転比と、車両の発進時あるいは低速走行時における電動機に対する変速機の出力部の回転比とが切換えられる。したがって、電動機の体格を大きくすることなく、電動機の駆動可能範囲内で歯車式有段変速機の変速に対応した脱力感の低減や発進補助を行なうことが可能になる。 According to the present invention, since the rotation ratio between the output portion of the transmission and the electric motor is switched, the rotation ratio of the output portion of the transmission with respect to the electric motor when the vehicle is traveling at high speed, and when the vehicle starts or runs at low speed The rotation ratio of the output part of the transmission with respect to the electric motor is switched. Therefore, it is possible to reduce the feeling of weakness corresponding to the shift of the gear type stepped transmission and to assist the start within the driveable range of the motor without increasing the size of the motor.
以下、この出願の発明に係るハイブリッド車両用動力伝達装置の実施の形態について、図を参照して説明する。 Hereinafter, an embodiment of a power transmission device for a hybrid vehicle according to the invention of this application will be described with reference to the drawings.
図1は第1の実施の形態におけるハイブリッド車両用動力伝達装置を含むシステム全体を示す。このシステムは、出力を調整可能な電子スロットルアクチュエータ11を備える内燃機関1と、4つの変速段に切換え可能な歯車式有段変速機2と、歯車式有段変速機2と内燃機関1との間に配装され、内燃機関1から歯車式有段変速機2の入力部への動力の伝達・遮断を切換えるクラッチ3と、クラッチ3の出力側と歯車式有段変速機2の出力部との間の動力伝達経路内でクラッチ3と同軸に接続され、通電により出力部へ動力を伝達可能な電動機4と、歯車式有段変速機2の変速操作を行なう変速アクチュエータ21と、クラッチ3の断接操作を行なうクラッチアクチュエータ30と、各種信号に基づいて電子スロットル装置11、変速アクチュエータ21及びクラッチアクチュエータ30の作動を自動制御するとともに電動機4への通電を制御する制御装置5とを備える。
FIG. 1 shows an entire system including a hybrid vehicle power transmission device according to a first embodiment. This system includes an
第1の実施の形態では、内燃機関1および歯車式有段変速機2の入力側の回転数を検出する回転数センサ22、23、車速センサ(図示せず)、運転者による加減速を検出するためのアクセル開度センサ54及びブレーキセンサ55を備えており、これらのセンサの出力信号に加えてクラッチ3の伝達トルク、歯車式有段変速機2が達成している変速段、バッテリ7の充電状況が制御装置5に入力される。制御装置5は内燃機関1、クラッチ3、歯車式有段変速機2及び電動機4を最適の状態に制御するように演算する。この制御装置5は、電子スロットルアクチュエータ11を制御するスロットル制御部51、変速アクチュエータ21およびクラッチアクチュエータ30を制御する駆動制御部52、電動機4の力行及び回生を制御するモータ制御部53をそれぞれ内蔵している。
In the first embodiment,
図2〜図5は図1の歯車式有段変速機2に係る部分詳細図である。12は内燃機関1のクランクシャフトであり、フライホイール13が固定されている。フライホイール13にはクラッチ3が取り付けられてクラッチアクチュエータ30によって係脱及び半クラッチが可能になっている。24は歯車式有段変速機2の入力軸であり、歯車式有段変速機2の入力側及びクラッチ3の出力軸に相当する。
2 to 5 are partial details of the gear type stepped
入力軸24には、2速用駆動ギヤ25、後退用駆動ギヤ26及び4速用駆動ギヤ27が一体となった部材が相対回転可能に嵌挿されている。入力軸24の4速用駆動ギヤ27の内燃機関1と反対側には、軸方向に変位することによって4速用駆動ギヤ27と入力軸24との連結を切換可能な同期装置S1が設けられている。更に歯車式有段変速機2の内燃機関1と反対側には、入力軸24と同軸且つ相対回転可能に電動機4の出力軸44が配設され、出力軸44には1速及び3速用駆動側ギヤ29が固定されていて、同期装置S1の軸方向の変位により電動機4と入力軸24とが係止可能になっている。
A member in which the second-
31は差動装置でありその両側に車軸32が取り付けられている。この差動装置31及び車軸32が歯車式有段変速機2の出力部に相当する。歯車式有段変速機2には、入力軸24及び車軸32と平行な軸34が設けられ、軸34の一端には差動装置31のギヤ38と噛み合う出力駆動用ギヤ33が設けられている。軸34には、出力駆動用駆動ギヤ33の側から順に2速用被動側ギヤ35、4速用被動側ギヤ36、1速及び3速用被動側ギヤ37が回転自在に嵌挿されている。
更に軸34の外周には、両被動側ギヤ35と36の間に配設され、軸方向の変位によって両ギヤ35、36のいずれか一方と軸34との連結を切換可能な同期装置S3が配設されている。又、軸34の1速及び3速用被動側ギヤ37側の端部外周には、軸方向の変位によって被動側ギヤ37と軸34との連結を切換可能な同期装置S2が配設されている。
Further, on the outer periphery of the
ここで、同期装置S1、S2、S3の軸方向の変位は変速アクチュエータ21によって行われ、後述するように、各同期装置S1、S2、S3のそれぞれの軸方向位置を変位させることで歯車式有段変速機2の変速段が切換えられる。
Here, the axial displacement of the synchronizers S1, S2, S3 is performed by the
1速及び3速用被動側ギヤ37と4速用被動側ギヤ36とはワンウェイクラッチ39を介して係合可能であり、車両の前進方向に被駆動ギヤ37が駆動された時に、ワンウェイクラッチ39を介して被駆動ギヤ36を駆動可能になっている。
The first-speed and third-speed driven
又、歯車式有段変速機2には、入力軸24と平行且つ後退用のスライドギヤ41が形成される軸40が設けられている。変速アクチュエータ21によって歯車式有段変速機2が後進段を達成している状態では、スライドギヤ41は、同期装置S3の選択用スライド部材42に固設された被動ギヤ43及び後退用駆動ギヤ26のそれぞれと噛み合っている。
Further, the gear type stepped
第1の実施の形態において、1速及び3速用駆動側ギヤ29が請求項4の第1変速歯車に、1速及び3速用被動側ギヤ37が請求項4の第2変速歯車に、4速用被動側ギヤ36が請求項5の第3変速歯車に、同期装置S2が請求項4の同期装置にそれぞれ対応する。
In the first embodiment, the first and third speed driving gears 29 are the first transmission gear of
次に、上述した構成のハイブリッド車両用動力伝達装置の作動について説明する。まず、内燃機関が作動している場合の変速について説明する。図2に示すように、変速アクチュエータ21によって同期装置S1が図左方に、同期装置S3が図右方にそれぞれ位置して1速を達成し、クラッチ3の係合によって内燃機関1の動力は歯車式有段変速機2に伝達され、入力軸24から1速及び3速用駆動側ギヤ29、1速及び3速用被動側ギヤ37、ワンウェイクラッチ39、4速用被動側ギヤ36、4速用駆動側ギヤ27、2速用駆動側ギヤ25、2速用被動側ギヤ35、同期装置S3、出力駆動用ギヤ33、出力ギヤ38の順に動力が伝達され、差動装置31が駆動される。1速では、1速及び3速用被動側ギヤ37からワンウェイクラッチ39を介して4速用被動側ギヤ36を駆動させている。したがって、ワンウェイクラッチ39がロックされた状態である。
Next, the operation of the hybrid vehicle power transmission device having the above-described configuration will be described. First, gear shifting when the internal combustion engine is operating will be described. As shown in FIG. 2, the synchronizing device S1 is located on the left side of the drawing and the synchronizing device S3 is located on the right side of the drawing by the
1速時において電動機4を駆動状態(力行状態)にすると、電動機4の駆動トルクが1速及び3速用駆動側ギヤ29から1速及び3速用被動側ギヤ37に伝達され、ワンウェイクラッチ39を介して4速用被動側ギヤ36に伝達され、上記と同様に差動装置31を駆動するが、車軸32の回転は比較的低回転であるので、1速のギヤ比を加味しても電動機4の回転数は力行可能な回転範囲となり、電動機4は車両の駆動に必要なトルクを発生することが可能である。
When the
この状態で1速から2速へのアップシフト変速を実施する場合を説明する。 A case where the upshift from the first speed to the second speed is performed in this state will be described.
上述の内燃機関の駆動による1速の走行状態から変速段を2速にするべくクラッチを切断すると同時に電動機4を駆動(力行)すると、車軸32に伝達される駆動力は内燃機関1から電動機4による駆動状態に置き換えられる。電動機4による駆動状態を維持しながら変速アクチュエータ21の操作によって変速段を2速に切換えるとともに、再びクラッチ3を徐々に係合させて2速状態の駆動に変移させながら電動機4の駆動(力行)を弱めていく。
When the
つまり歯車式有段変速機2は内燃機関1による1速状態から電動機による1速状態、更に内燃機関1による2速状態に滑らかに変移し、クラッチ3を切断している間も車軸32に伝達される駆動力が途絶えないので、変速中に運転者が感じる脱力感を低減することが出来る。
In other words, the gear type stepped
内燃機関1による2速状態は、1速の状態から同期装置S1、S2を右方向に変位することで達成できる(図3)。内燃機関1の動力は入力軸24、同期装置S1、ギヤ25、35、同期装置S3を経てギヤ33に伝達される。変速開始直後の状態では同期装置S2は左方(図1の状態)に有るため、電動機4の出力軸44はほぼ変速中の回転数を維持している。しかしながら、ギヤ36はギヤ27で駆動された(4速の)状態にありその回転数は変速直前より大きくなっているので、ワンウェイクラッチ39の係止はひとりでに解除された状態となる。この状態で同期装置S2を右方向に変位し、2速への変速が完了する。
The second speed state by the
2速から3速への変速は、同期装置S1、S3を共に左方に変位することで達成される(図4)。2速の状態では同期装置S2が右方に変位されているので、ワンウェイクラッチ39は非作動状態であり、電動機4の駆動力は出力軸44からギヤ29,37、同期装置S2を経由して軸34を(3速に相当する)駆動する状態になっている。したがって、変速中にクラッチ3が解除されても車軸32に伝達される駆動力は切断されずに、空走感も緩和できる。
The shift from the second speed to the third speed is achieved by displacing the synchronizers S1 and S3 to the left (FIG. 4). Since the synchronization device S2 is displaced to the right in the second speed state, the one-way clutch 39 is in an inoperative state, and the driving force of the
3速から4速への変速は同期装置S1を右方向に変位することで達成でき(図5)、変速中には電動機4は3速相当で駆動可能なので、2速から3速への変速と同様に、空走感を緩和可能である。
The shift from the third speed to the fourth speed can be achieved by displacing the synchronizer S1 in the right direction (FIG. 5). Since the
2速以降は同期装置S2が右方向に変位された状態を保持しているので、ギヤ36の回転がギヤ37の回転未満になることはなく、ワンウェイクラッチ39は作動することはない。
From the second speed onward, the synchronizing device S2 maintains the state displaced rightward, so that the rotation of the
上述したように、変速段が1速時と2速以上とで電動機4による車軸32への動力の伝達経路を切換えることによって、変速段が1速のときにおける差動装置31に対する出力軸44の回転比が、変速段が2速以上のときにおける差動装置31に対する出力軸44の回転比よりも大きくなる。したがって、電動機4から差動装置31への動力の伝達経路が固定されている場合と比較し、1速時には電動機4による車軸32の駆動力が大きく、また、2速以上のときには電動機4の回転数を増大させることなく車軸32を高回転で駆動させることが可能になる。したがって、電動機4のみによる発進駆動力及び1速から2速への変速時の空走感の低減(同じ緩和なら、ギヤ比分電動機4の出力トルクを小さく出来る)、及び3速以上へのアップシフト変速時の脱力感の低減が、電動機4の体格を大きくすることなく可能になる。
As described above, by switching the power transmission path to the
更に、電動機4から車軸32への駆動力の伝達経路の切換えに歯車式有段変速機2の既存ギヤを流用したので、新たにギヤを追加するなどの部品追加も無く小型・計量・安価に構成できる。
Furthermore, since the existing gear of the gear type stepped
後進段は、図6に示すように同期装置S1が右方、同期装置S3が中立に位置し、スライドギヤ41をギヤ26、43に係合させることによってなされる。
As shown in FIG. 6, the reverse gear is achieved by engaging the
1速の状態で内燃機関1が停止又はクラッチ3が遮断状態の時、電動機4の回転を上昇させることによっても車両の発進走行が可能である。
When the
又、内燃機関1の駆動力と電動機4の駆動力との併用での発進も可能である。一般に登坂路での車両の発進は、半クラッチの効果が得られるまでに車両が一時的に後退するのを防止するためサイドブレーキを併用するが、第1の実施の形態の構成によると、登坂路での車両の発進と同時に電動機4を駆動させることで、サイドブレーキを併用することなく車両の後退を防止させ、安全な発進が可能となる。
Further, it is possible to start the vehicle by using both the driving force of the
内燃機関1の駆動力による走行中に更に電動機4を駆動すれば、電動機4の駆動力が加味され内燃機関1のみによる走行よりも力強い走行が可能となり、登坂路走行や追越し加速時に利用できる。第1の実施の形態では、1速走行時は1速相当の変速比による電動機4の駆動力を、その他の変速段では3速相当の変速比による電動機4の駆動力を内燃機関1の駆動力に加算することが可能である。
If the
また、同期装置S2が右方に変位されている状態で運転者が減速を要求した時、電動機4は発電機として作用し、3速相当の変速比でブレーキ効果を生み出し、生成された電気はバッテリ7に蓄積される(回生制動)。
Further, when the driver requests deceleration while the synchronization device S2 is displaced to the right, the
勿論、2速以上の変速段を選択して走行していた状態では、クラッチ3を経由したエンジンブレーキも有効に作用させることも可能であり、図示されない通常の油圧ブレーキと併用することも可能である。
Of course, in the state where the vehicle is traveling while selecting a second gear or higher, the engine brake via the
更に第1の実施の形態では、車軸32に対する電動機4の回転比は任意に切換えられるので、従来技術にはない内燃機関1と電動機4との間の動力授受が可能である。例えば、同期装置S2,S3を中立状態にし同期装置S1を左方にすると、車両が走行しない状態での電動機4と内燃機関との間で動力伝達が可能になる。つまり、バッテリ7の充電量が不十分な状態の時には走行中の充電のほか、車両が停止状態でも内燃機関1の駆動力を電気に変換して充電させることが出来る。又、内燃機関1の始動装置が故障した時、電動機4で内燃機関1を始動させることが可能であり、更には従来の始動機構を削減することも可能である。
Furthermore, in the first embodiment, since the rotation ratio of the
次に、本発明の第2の実施の形態について説明する。 Next, a second embodiment of the present invention will be described.
図7は本発明の第2の実施の形態におけるハイブリッド車両用動力伝達装置の歯車式有段変速機62を示す図であり、図1で示したシステム中に配設される。
FIG. 7 is a view showing a gear-type stepped
図2〜図6で説明した歯車式有段変速機2とはクラッチ63と電動機64の位置とそれにつれてギヤ配置が入れ替わっている点で異なるだけであるので詳細な説明を省略する。
The gear type stepped
第2の実施の形態では、第1の実施の形態で説明した効果に加えて、電動機64を半径方向に拡大して軸方向の短縮を可能にする、もしくは半径方向への拡大によりトルクアップされた電動機64による発進でクラッチ63の仕事量を低減でき、クラッチ63の小型化が可能となる。
In the second embodiment, in addition to the effects described in the first embodiment, the
以上、本発明の実施の形態について説明したが、本発明は上述した実施の形態に限定されるものではなく、本発明の趣旨に沿った形態のハイブリッド車両用動力伝達装置であれば、どのような装置であってもよい。 The embodiment of the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and any power transmission device for a hybrid vehicle according to the gist of the present invention can be used. It may be a simple device.
1・・・内燃機関
2、62・・・歯車式有段変速機
3、63・・・クラッチ
4、64・・・電動機
5・・・制御装置
29・・・1速及び3速用駆動側ギヤ29(第1変速歯車)
24・・・入力軸(歯車式有段変速機の入力部、クラッチの出力側)
31・・・差動装置(歯車式有段変速機の出力部)
32・・・車軸(歯車式有段変速機の出力部)
36・・・4速用被動側ギヤ(第3変速歯車)
37・・・1速及び3速用被動側ギヤ(第2変速歯車)
39・・・ワンウェイクラッチ
S2・・・同期装置
DESCRIPTION OF
24 ... Input shaft (input section of gear-type stepped transmission, output side of clutch)
31 ... Differential gear (output part of gear type stepped transmission)
32 ... Axle (output part of gear type stepped transmission)
36 ... 4th driven gear (3rd transmission gear)
37 ... 1st and 3rd speed driven gear (second gear)
39 ... One-way clutch S2 ... Synchronizer
Claims (5)
該歯車式有段変速機と内燃機関との間に配装され、前記内燃機関から歯車式有段変速機の入力部への動力の伝達・遮断を切換えるクラッチと、
該クラッチの出力側と前記歯車式有段変速機の出力部との間の動力伝達経路内に接続され前記出力部へ動力を伝達可能な電動機と、
前記歯車式有段変速機の変速操作及び前記クラッチの切換操作を自動制御する制御手段とを備えるハイブリッド車両用動力伝達装置において、
前記歯車式有段変速機の変速段に応じて前記歯車式有段変速機の出力部と前記電動機との回転比が切換えられることを特徴とする、ハイブリッド車両用動力伝達装置。 A gear-type stepped transmission capable of switching to a plurality of shift stages;
A clutch that is disposed between the gear-type stepped transmission and the internal combustion engine, and that switches between transmission and interruption of power from the internal combustion engine to the input portion of the gear-type stepped transmission,
An electric motor connected in a power transmission path between an output side of the clutch and an output part of the gear type stepped transmission, and capable of transmitting power to the output part;
In a hybrid vehicle power transmission device comprising a control means for automatically controlling a shift operation of the gear-type stepped transmission and a switching operation of the clutch,
A hybrid vehicle power transmission device, wherein a rotation ratio between an output portion of the gear type stepped transmission and the electric motor is switched in accordance with a gear stage of the gear type stepped transmission.
前記歯車式有段変速機の出力部は前記電動機の出力軸及び前記クラッチの出力軸と平行に配設され、
前記歯車式有段変速機は、前記電動機の出力軸に固定される第1変速歯車と、
前記歯車式有段変速機の出力部と同軸且つ相対回転可能に配設されるとともに前記第1変速歯車と噛合う第2変速歯車と、変速段に応じて前記第2変速歯車と前記出力部との連結・遮断を切換える同期装置とを有し、
前記同期装置による前記第2変速歯車と前記出力部との連結・遮断の切換えにより、前記出力部と前記電動機との回転比が切換えられることを特徴とする、請求項3に記載のハイブリッド車両用動力伝達装置。 The output shaft of the electric motor is disposed so as to be coaxial and relatively rotatable with the output shaft of the clutch,
The output part of the gear type stepped transmission is arranged in parallel with the output shaft of the electric motor and the output shaft of the clutch,
The gear type stepped transmission includes a first transmission gear fixed to the output shaft of the electric motor,
A second transmission gear that is coaxially and relatively rotatable with the output portion of the gear-type stepped transmission and that meshes with the first transmission gear, and the second transmission gear and the output portion according to the gear position. And a synchronizer that switches between connection and disconnection with
4. The hybrid vehicle according to claim 3, wherein a rotation ratio between the output unit and the electric motor is switched by switching between connection and disconnection of the second transmission gear and the output unit by the synchronization device. 5. Power transmission device.
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