JP2021011195A - Driving device for automobile - Google Patents

Abstract

To prevent abrasion and heat generation of a clutch during travelling on a congested road or the like to improve durability of the clutch and smoothly start an automobile.SOLUTION: A planetary gear group that converts rotation velocity of an input axis to rotation velocity of an output axis has at least four rotary members. When velocity axes representing the rotary members are arranged along a lateral axis from one end toward the other end at intervals corresponding to teeth-number ratios of planetary gears, on a common velocity diagram and when the members are defined as a first member, a second member, a third member and a fourth member in this order from the one end, the first member can be connected to an input axis 10, the second member is connected to an output axis 12, the fourth member can be fixed to a stationary part 16, and the third member is connected or can be connected to a motor generator 14.SELECTED DRAWING: Figure 1

Description

The present invention relates to a drive device for an automobile, and relates to a drive device for a so-called hybrid automobile, which includes an engine and a motor generator (hereinafter referred to as "MG") as a power source.

Conventionally, as an automobile drive device of this type, an example in which an MG and a clutch are provided between a general automatic transmission (AT) and an engine (for example, Patent Document 1) is known.

Japanese Patent No. 3870505

In the above-mentioned conventional automobile drive device, the starting of an automobile in a state where the rotating engine and the MG are connected by a clutch (3 of FIG. 1 of Patent Document 1 above) to charge the battery. It is necessary to slide the clutch (41) in the AT in the slow running. For this reason, the frequency of charging increases especially when driving on congested roads in cold seasons and summer when air conditioners are frequently used, and the clutch that slides when starting etc. wears and generates a lot of heat, and it is difficult to control smooth starting and slow running. There is a problem.

The problem to be solved is that the clutch wears and generates a lot of heat when driving on a congested road, and it is difficult to control the vehicle to start smoothly and to drive at a very low speed.

An object of the present invention is to prevent wear and heat generation of the clutch during traveling on a congested road in cold season or summer, to improve the durability of the clutch and to make the vehicle start smoothly.

The automobile drive device of the present invention is provided between an engine, an input shaft capable of receiving power from the engine, an output shaft, a motor generator, a stationary portion, and an input shaft and an output shaft. It comprises a planetary gear group that converts the rotation speed of the input shaft into the rotation speed of the output shaft, and the planetary gear group has at least four rotation members, and the rotation speed of each rotation member is geometrically represented. On the common speed diagram, the speed axes representing each rotating member are arranged along the horizontal axis from one end to the other at intervals according to the tooth number ratio of each planetary gear, and from the one end. When the first member, the second member, the third member, and the fourth member are used in order, each rotating member of the planetary gear group enables the first member to be connected to the input shaft and the second member to the output shaft. The fourth member can be fixed to the stationary portion, and the third member can be connected or connected to the motor generator.

The drive device for an automobile of the present invention can prevent wear and heat generation of the clutch when traveling on a congested road or the like, improve the durability of the clutch, and can smoothly start and travel at a very low speed.

It is a skeleton figure which showed the main part of the drive device for automobiles which concerns on Example 1 of this invention. It is a figure which shows the operation table of Example 1. FIG. It is a common speed diagram in the drive device for an automobile of Example 1. FIG. It is a skeleton figure which showed the main part of the automobile drive device which concerns on Example 2. FIG. It is a figure which shows the operation table of Example 2. It is a common speed diagram in the drive device for automobiles of Example 2. It is a skeleton diagram which showed the main part of the drive device for automobiles which concerns on Example 3. FIG. It is a figure which shows the operation table of Example 3. It is a common speed diagram in the drive device for automobiles of Example 3. It is a skeleton figure which showed the main part of the automobile drive device which concerns on Example 4. FIG. It is a figure which shows the operation table of Example 4.

Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a skeleton diagram of a main part of the automobile drive device according to the first embodiment of the present invention, and depicts the upper half of the input shaft 10 described later from the axis center. The automobile drive device of the first embodiment is connected to the engine 1 of the power source, and is coaxial with the input shaft 10 which is connected to the crankshaft 1a of the engine 1 via the damper 1b and the clutch 3. It includes an output shaft 12 and MG 14 provided above the center.

The output gear 12a integrated with the output shaft 12 drives the wheels of the automobile via a differential device (not shown) or the like.

Between the input shaft 10 and the output shaft 12, a planetary gear group 18 composed of two planetary gear sets of a first planetary gear 20 and a second planetary gear 30 is arranged. The first planetary gear 20 and the second planetary gear 30 are both generally called a single pinion type, and each has the same configuration.

That is, the first planetary gear 20 is a first carrier 28 that rotatably supports a first sun gear 22, a first ring gear 24, and a plurality of first pinions 26 meshed with the first sun gear 22 and the first ring gear 24. The second planetary gear 30 is composed of three rotating elements, the second sun gear 32, the second ring gear 34, and a plurality of second pinions 36 meshed with the second sun gear 32 and the second ring gear 34. It is composed of three rotating elements, a second carrier 38 that freely supports the shaft.

Next, the connection relationship between each of the above rotating elements and other rotating members will be described. The first ring gear 24 constitutes the first member of the present invention and can be connected to the input shaft 10 via the second clutch 42. The first carrier 28 and the second ring gear 34 are connected to form the second member of the present invention, and are connected to the output shaft 12. The second carrier 38 constitutes a third member of the present invention and can be connected to the MG 14 and to the input shaft 10 via the third clutch 44. The first sun gear 22 and the second sun gear 32 are connected to form the fourth member of the present invention, and can be fixed to the case (rest portion) 16 by the brake 46.

Next, the operation of the automobile drive device shown in FIG. 1 will be described with reference to the operation table shown in FIG. 2 and the common speed diagram shown in FIG. In the operation table of FIG. 2, each drive mode described below is assigned in the vertical direction, and the speed change stage, speed line, gear ratio and fastening elements such as engine 1, MG14, clutch, and brake are assigned in the horizontal direction. The code of is written at the top and assigned. The speed line shown in FIG. 2 is a code of the speed line in the common speed diagram of FIG.

In addition, the x mark of each fastening element in the table indicates fastening, and in MG, power generation is represented by "G", driving is represented by "M", and MG is stopped to play the role of a brake. It is expressed as "S". The word "M / G" means that the power generation / driving changes depending on whether the vehicle is driven or braked.

Here, the common speed diagram shown in FIG. 3 is well known, but an outline will be described. The common speed diagram shows the rotation speed of each rotating member when the rotation speed of the input shaft 10 is 1 in the vertical direction, and the number of teeth of the first planetary gear 20 and the second planetary gear 30 in the horizontal direction. Each rotating member is assigned and arranged at intervals according to the ratio (number of teeth of the sun gear / number of teeth of the ring gear) ρ, and the speed axis is drawn by a vertical line for each rotating member. In the EV mode described later, the rotation speed of the MG 14 is set to 1.

The symbols written above each speed axis in the common speed diagram are M1 for the first member, M2 for the second member, S for the sun gear, R for the ring gear, C for the carrier, and the number 1 after that. 2 represents the number of the planetary gear to which each belongs, the first planetary gear 20 is represented by 1, the second planetary gear 30 is represented by 2, and for example, S1, R1, and C1 are the first sun gear 22, the first ring gear 24, and the first ring gear 24, respectively. It is designed to represent one carrier 28.

Here, the gear ratio ρ of each planetary gear used for drawing the common speed diagram is when ρ1 of the first planetary gear 20 is 0.55 and ρ2 of the second planetary gear 30 is 0.40. Yes, the following gear ratio calculation will also be explained based on this.

In the common speed diagram, the vertical position of the intersection of the speed axis (vertical line) and the speed line (thick line) representing each rotating member represents the rotation speed of each rotating member. Therefore, the rotation speed of the output shaft 12 is the vertical position of the intersection of the speed shaft indicated by M2 and each speed line, and the ratio of this to the rotation speed of either the input shaft 10 or MG 14 is the gear ratio. It can be obtained by geometrically calculating from the common velocity diagram.

Although not shown, the automobile drive device shown in FIG. 1 is provided with a battery, a hydraulic pump, various sensors, a controller, an inverter, a shift lever, an actuator, etc., as necessary, in order to operate the drive device. , The following operations are performed based on the instructions of the controller. In the following description, the rotation in the same direction as the rotation of the engine 1 is defined as "forward rotation", and the rotation opposite to that is defined as "reverse rotation".

The automobile drive device shown in FIG. 1 includes an "EV mode" drive in which the engine 1 is stopped and driven by the MG 14, and a "hybrid mode (HV mode)" drive in which the engine 1 is rotated and driven. ..

First, an EV mode in which only MG14 is used for driving or braking will be described. The EV mode has three drive modes, E-1, E-2, and ER.

The E-1 drives the output shaft 12 by integrally engaging the planetary gear group 18 by engaging the second clutch 42 and the third clutch 44. As shown by the speed line c in FIG. 3, the gear ratio is 1.

The E-2 is performed by fixing the first sun gear 22 and the second sun gear 32 of the fourth member to the case 16 by the brake 46. As shown by the speed line d in FIG. 3, the gear ratio is 1 / (1 + ρ2), and the above-mentioned gear ratio is 0.714.

The ER is driven by rotating the MG 14 in the reverse direction in the same connection relationship as the E-1. Therefore, the gear ratio is 1, and it is represented by the speed line e in FIG.

The case of driving with MG14 has been described above, but it is also possible to generate electricity in MG14 while driving and brake it, and the electric power generated here is stored in a battery and used for driving at the next acceleration, so-called Energy regeneration can be performed.

Next, the HV mode will be described. The HV mode has four drive modes, H-1, H-2, H-3, and H-4, and is basically driven by the engine 1, but the MG 14 is added to the engine 1. It can also be run by generating electricity from the MG14.

First, the engine 1 is started while the vehicle is stopped by directly connecting the MG 14 and the engine 1 by engaging the first clutch 3 and the third clutch 44, and the MG 14 rotates the engine 1. Further, after the engine 1 is started, the engine 1 can drive the MG 14 to generate electricity in the same connection relationship.

Subsequently, the H-1 is driven by engaging the first clutch 3 and the second clutch 42. That is, when the vehicle is stopped or the vehicle speed is low, the MG 14 generates electricity while rotating in the reverse direction, and the reaction torque thereof drives the output shaft 12. The state in which the vehicle speed gradually increases and the MG 14 is stopped is represented by the speed line a in FIG. 3, the gear ratio is 1 + ρ1 + ρ2 / ρ1, and the above-mentioned tooth ratio is 2.925. When the MG 14 is energized in H-1, the MG 14 is rotated slightly in the forward direction, and when the power is generated, the MG 14 is rotated in the reverse direction. In that case, the gear ratio changes slightly from the above.

Subsequently, the shift from H-1 to H-2 causes the MG14 to generate torque in the same manner as the above-mentioned boosting of the MG14 in the H-1, and increases the rotation speed, as shown in the speed line b in FIG. When the rotation speeds of the first sun gear 22 and the second sun gear 32 are 0 (zero) and the first sun gear 22 and the second sun gear 32 are fixed to the case 16 by the brake 46, the result is H-2. The gear ratio of H-2 is 1 + ρ2, and the gear ratio described above is 1.550. Also in this H-2, the MG 14 can be assisted and driven.

Subsequently, in the shift from H-2 to H-3, the MG 14 is made to generate torque, the brake 46 is released, and the rotation speed of the MG 14 is increased in the same manner as the shift from H-1 to H-2 described above. Further raising, as shown in the speed line c of FIG. 3, when the planetary gear group 18 is integrated and the third clutch 44 is engaged in addition to the first clutch 3 and the second clutch 42, it is H-3. The gear ratio of H-3 is 1. The above switching from H-1 to H-3 can be smoothly performed with the help of MG14.

Subsequently, when the second clutch 42 is released and the brake 46 is engaged, the shift from H-3 to H-4 is switched to H-4 shown by the speed line d in FIG. The gear ratio of H-4 is 1 / (1 + ρ2), and the gear ratio described above is 0.714. This shift from H-3 to H-4 is a shift by changing the second clutch 42 and the brake 46 like a general AT, and the MG 14 does not assist.

The above is the operation of Example 1, but in Example 1, the following effects can be obtained. First, it is possible to improve the durability of the clutch by preventing wear and heat generation of the clutch during driving on a congested road in cold season or summer. As described above, the automobile drive device of the present embodiment omits the reverse movement in the HV mode, and the fastening element is more than the case where the reverse clutch is removed from the general four-stage forward AT. One less. This is because the MG14 plays the role of a brake in the H-1, which not only reduces the manufacturing cost and weight, but also the non-fastened brake does not cause drag resistance during driving, so that the loss is increased. Is reduced and fuel efficiency is improved. Further, since the space is freed by reducing the number of fastening elements, there is an advantage that a larger MG 14 can be provided.

Further, since the MG 14 is connected to the third member, the output shaft 12 is driven by the reaction torque obtained by generating the MG 14 in the H-1, so that the second clutch 42 does not slip and the vehicle speed is as if EV ( It can accelerate smoothly like an electric vehicle) and can run at very low speeds.

Further, in relation to this, in the switching of H-1 to H-3 as described above, the action of MG14 enables a smooth transition as if the shifting of a CVT (continuously variable transmission). The above has been described in the case of an upshift such as H-1 to H-2, but conversely, even in the case of a downshift from H3 due to sudden acceleration, if the third clutch 44 is released with the help of MG14, , It is possible to quickly shift to H-2 or H-1 simply by controlling the rotation speed of MG14.

Next, the automobile drive device according to the second embodiment of the present invention will be described. FIG. 4 is a skeleton diagram of a main part of the automobile drive device according to the second embodiment of the present invention. Here, the parts different from those of the first embodiment will be mainly described, and the parts substantially the same as those of the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

The first difference between the second embodiment and the first embodiment is that the connection relationship between the rotating elements of the first planetary gear 20 and the second planetary gear 30 and each rotating member is different. That is, the first sun gear 22 constitutes the first member of the present invention and can be connected to the input shaft 10 via the second clutch 42. The first carrier 28 and the second ring gear 34 are connected to form the second member of the present invention, and are connected to the output shaft 12. The first ring gear 24 and the second carrier 38 are connected to form a third member of the present invention, and can be connected to the MG 14 and to the input shaft 10 via the third clutch 44. The second sun gear 32 constitutes the fourth member of the present invention, and the case 16 can be fixed by the brake 46.

The second difference between the second embodiment and the first embodiment is that the second sun gear 32 of the fourth member can be connected to the input shaft 10. That is, the input shaft 10 is provided with a sleeve 48 that can be moved in the axial direction while being integrated with the input shaft 10 in the rotation direction, and by moving this to the left side in the drawing, the dog teeth 32a formed on the second sun gear 32 The second sun gear 32 and the input shaft 10 are connected by engaging with the second sun gear 32. Others are basically the same as in Example 1.

Next, the operation of the second embodiment shown in FIG. 4 will be described with reference to the operation table shown in FIG. 5 and the common speed diagram shown in FIG. This is also basically the same as that of the first embodiment, but only the differences will be described. The number of teeth ratio of each planetary gear set is illustrated in the case where ρ1 of the first planetary gear 20 is 0.55 and ρ2 of the second planetary gear 30 is 0.44.

First, the EV mode is the same as that of the first embodiment, but the gear ratio of E-2 is 1 / (1 + ρ2), and the gear ratio described above is 0.694.

Subsequently, the HV mode has a reverse HR, which is driven by connecting the second sun gear 32 and the input shaft 10 with the sleeve 48 described above and engaging the first clutch 3. Similar to H-1 described in Example 1, the action starts when the MG 14 generates electricity, and when the MG 14 stops, it becomes HR as shown by the speed line g in FIG. The gear ratio of HR is -1 / ρ2, and the above-mentioned gear ratio is -2.273.

Since the operations of the other gear ratios in the HV mode are basically the same as those in the first embodiment, the description thereof will be omitted, but the calculation formulas for each gear ratio and the gear ratios in the above-mentioned gear ratio are as follows.
H-1: (1 + ρ1) / ρ1 2.818
H-2: {ρ2 + ρ1 (1 + ρ2)} / ρ1 (1 + ρ2) 1.556
H-4: 1 / (1 + ρ2) 0.694

The above is the operation of the second embodiment. In the second embodiment, in addition to the same effect as described in the first embodiment, the reverse movement in the HV mode is possible, so that the reverse movement is possible even when the remaining power of the battery is low. There is a merit that it can run.

Next, the automobile drive device according to the third embodiment of the present invention will be described. FIG. 7 is a skeleton diagram of a main part of the automobile drive device according to the third embodiment of the present invention. Here, the parts different from those of the first embodiment will be mainly described, and the parts substantially the same as those of the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

The first difference from the first embodiment in the third embodiment is that a one-way clutch (hereinafter referred to as "OWC") 56 for fixing the first ring gear 24 of the first member to the case 16 is provided. That is, in the OWC 56, the first ring gear 24 fixes the rotation in the direction opposite to that of the engine 1 to the case 16.

The second difference between the third embodiment and the first embodiment is that a means for mechanically fixing the input shaft 10 to the case 16 is provided. That is, a gear 10a is formed on the outer circumference of the input shaft 10, and a lock mechanism 58 capable of engaging with the gear 10a is provided on the case 16 side. The gear 10a and the lock mechanism 58a may be like a parking lock mechanism generally provided in an automatic transmission.

As a result, the first ring gear 24 is fixed to the case 16 by the OWC 56 in one rotation direction, and the lock mechanism 58 is engaged with the gear 10a to engage the second clutch 42, so that the case 16 is irrespective of the rotation direction. Is fixed to.

Next, the operation of Example 3 shown in FIG. 7 will be described with reference to the operation table shown in FIG. 8 and the common speed diagram shown in FIG. This is also basically the same as that of the first embodiment, but only the differences will be described. The number of teeth ratio of each planetary gear set is the same as that of the first embodiment.

As can be seen in the operation table shown in FIG. 8, the number of forward gears in the EV mode has increased to three. That is, E-1 and E-2 in Example 1 are carried down to become E-2 and E-3, and a new E-1 is added. This E-1 is performed by fixing the first ring gear 24 to the case 16 via the OWC 56, and is drawn as a speed line h in the common speed diagram of FIG. 9, and the gear ratio is {ρ2 + ρ1 (1 + ρ2)}. It is / ρ1 (1 + ρ2), and the gear ratio shown in Example 1 is 1.519. It should be noted that the E-1 cannot be braked to generate electricity in the MG 14 because it is via the OWC 56, but it can also be braked by engaging the lock mechanism 58 and then engaging the second clutch 42 in the same manner as the ER described later. is there.

Next, unlike the first embodiment, the reverse ER is also driven by rotating the MG 14 in the reverse direction in the same connection relationship as the new E-1 described above. However, in order to fix the first ring gear 24 to the case 16, the lock mechanism 58 is engaged to fix the input shaft 10 to the case 16, and then the second clutch 42 is engaged. Therefore, the gear ratio is the same as E-1.

Subsequently, in the HV mode, there is HP as a shift stage in addition to H-1 to H-4 similar to those in the first embodiment. That is, HP is driven by the connection relationship shown in FIG. 8, is the speed line h in the common speed diagram of FIG. 9, and has the same gear ratio as E-1 described above.

The above is the operation of Example 3, but in Example 3, in addition to the same effects as described in Example 1, there are the following merits. That is, the added new E-1 and the ER and HP having the same gear ratios both have a gear ratio of 1.519, which is larger than that of the first embodiment in the EV mode, and the HV. In the mode, the value is smaller than the gear ratio of H-1, but in HP, the input torque is the sum of the torques of both the engine 1 and MG14, so the output shaft 12 is output in both cases. The torque is a large value. Therefore, since the driving force is large in each case, the acceleration ability and the climbing ability are improved.

Next, the automobile drive device according to the fourth embodiment of the present invention will be described. FIG. 10 is a skeleton diagram of a main part of the automobile drive device according to the fourth embodiment of the present invention. Here, the parts different from those of the third embodiment will be mainly described, and the parts substantially the same as those of the third embodiment are designated by the same reference numerals and the description thereof will be omitted.

The first difference between Example 4 and Example 3 is that the MG 14 can be selectively connected to the second carrier 38 of the third member and the first sun gear 22 and the second sun gear 32 of the fourth member. That is to be done. That is, a second sleeve 50 that can move in the axial direction integrally with the MG 14 is provided. In FIG. 10, the second sleeve 50 is drawn in an axially neutral position, but when this is moved to the right, the dog It meshes with the tooth 38a to connect the MG 14 and the second carrier 38, and when it moves to the left side, it meshes with the dog tooth 22a to connect the MG 14 with the first sun gear 22 and the second sun gear 32.

The second difference from the third embodiment in the fourth embodiment is that the connection between the input shaft 10 and the second carrier 38 of the third member is a dog clutch. That is, the input shaft 10 is provided with a third sleeve 52 that can move in the axial direction integrally with the input shaft 10, and when the third sleeve 52 is moved to the left side, it meshes with the dog teeth 38b and the input shaft 10 And the second carrier 38 are connected to each other.

The third difference from the third embodiment in the fourth embodiment is that the means for fixing the first sun gear 22 and the second sun gear 32 of the fourth member to the case 16 is a mechanical lock member 60. That is, the lock member 60, which is integral with the case 16 and can move in the axial direction, is drawn in the neutral position in FIG. 10, but when it is moved to the right side, it meshes with the gear 22b and meshes with the first sun gear 22 and the second sun gear. The 32 is fixed to the case 16, and when it is moved to the left side, it meshes with the gear 10a to fix the input shaft 10 to the case 16. That is, the lock member 60 also serves as the lock mechanism 58 in the third embodiment. The lock member 60 is drawn separately in the axial direction, but both are the same. Since other configurations are the same as those in the third embodiment, the description thereof will be omitted.

Next, the operation of Example 4 shown in FIG. 10 will be described with reference to the operation table shown in FIG. Since the tooth ratio of each planetary gear set, each gear ratio related thereto, and the common speed diagram are the same as those in the third embodiment, they will be described with reference to FIG. Here, only the points different from those of the third embodiment will be described as actions.

As seen in the operation table shown in FIG. 11, the connecting elements are basically the same as in the third embodiment except that the second sleeve 50, the third sleeve 52, and the lock member 60 are different from the third embodiment. Hereinafter, the differences from the third embodiment will be described in detail. In the operation table of FIG. 11, the * mark indicates that the moving direction of the second sleeve 50 is switched, and the “x” mark enclosed in parentheses indicates that the second sleeve 50 is not involved in power transmission even if it is engaged. Shown. Further, "0" indicates that MG 14 is stopped.

First, in the EV mode, the second sleeve 50 moves to the right in the axial direction to connect the MG 14 and the second carrier 38. The E-1 is driven by fixing the first ring gear 24 to the case 16 via the OWC 56 as in the third embodiment, but in the case of braking on the contrary, although it is not written in the operation table, the lock member 60 is mounted on the gear 10a. The second clutch 42 can be engaged with the clutch and then engaged with the second clutch 42. Further, although the third sleeve 52 is engaged in preparation for switching from E-1 to E-2, it is not involved in power transmission in E-1.

Switching from E-1 to E-2 is performed by engaging the second clutch 42. As a result, the planetary gear group 18 is integrally driven and braked in combination with the action of the third sleeve 52 engaged in E-1.

E-3 is different from the third embodiment in that the means for fixing the first sun gear 22 and the second sun gear 32 to the case 16 is the lock member 60, but is the same as the third embodiment. Note that E-3 is not suitable for switching from E-2 because the lock member 60 is used, and is suitable for switching from H-3 to E-3 in the HV mode described later. The ER is the same as the third embodiment except that the means for fixing the input shaft 10 to the case 16 is the lock member 60, and thus the description thereof will be omitted.

Subsequently, the HV mode is basically the third clutch 44 in the third embodiment, except that the MG 14 can be selectively connected to the second carrier 38, the first sun gear 22, and the second sun gear 32. Is only replaced by the third sleeve 52 and the brake 46 by the lock member 60.

As the shift stage, H-2a has been added to the third embodiment, which will be described later. Among the other gears, the operations from HP to H-3 are basically the same as in the third embodiment. As described in the first embodiment, the speeds from H-1 to H-3 can be changed like a CVT by the action of MG14, so even if it is a connecting element that does not rely on friction such as the third sleeve 52 or the lock member 60. There is no problem in switching.

Next, switching of the connection relationship of MG 14 will be described. As in the third embodiment, the planetary gear group 18 is integrated in the H-3, and the rotation speeds of all the rotating members are the same. Therefore, in preparation for switching to the H-4 according to the traveling situation, the MG14 The connection is switched from the second carrier 38 to the first sun gear 22 and the second sun gear 32. Then, in the subsequent switching to H-4, after releasing the engagement of the second clutch 42, the MG 14 is made to generate electricity to reduce the rotational speeds of the first sun gear 22 and the second sun gear 32, and the lock is performed when this is stopped. The member 60 is engaged with the gear 22b.

As described in the first embodiment, when switching to a lower shift stage one step at a time like switching from H-4 to H-3, the order may be reversed from the above switching, but one step jumps. The case of switching is described.

First, when switching from H-4 by one step due to sudden acceleration or the like, switch to H-2a described in the operation table of FIG. That is, in H-4, the MG 14 is made to generate a torque in the reverse rotation direction to set the torque acting on the lock member 60 to 0, the engagement is disengaged, and the MG 14 is immediately increased in the forward rotation speed to increase the rotation speed of the planetary gear. When all the rotating members of the group 18 have the same rotation speed, the second clutch 42 is engaged and the third sleeve 52 is disengaged. Then, without changing the engagement of the second sleeve 50, the rotation speed of the MG 14 is reduced, and the state in which the rotation speed becomes 0 is H-2a. At this time, the MG 14 acts as a brake, but of course the lock member 60 may be engaged. Then, it is possible to return to H-4 again in the reverse order, and if it does not return to H-4, it is possible to switch to H-3 when the rotation speeds of all the rotating members of the planetary gear group 18 are the same. it can.

Next, similarly, when switching from H-3 to H-1, the MG 14 is controlled in the H-3 to disengage the second sleeve 52, the rotation speed of the MG 14 is lowered, and the rotation speed is reduced. The state where becomes 0 is H-1. That is, it jumps over H-2, which requires engagement of the second lock mechanism 60, and switches to H-1. Further, if there is a margin in the amount of electricity stored in the battery, it is possible to switch from H-3 to HP and accelerate with the help of MG14.

The above is the operation of Example 4, but in Example 4, in addition to the same effects as described in Example 3, there are the following merits. That is, since the switching between H-3 and H-4 can also be performed under the control of MG14, all switching from H-1 to H-4 in the HV mode can be smoothly performed like a CVT. Further, since the third clutch 44 and the brake 46 in the third embodiment are replaced with the third sleeve 52 and the second lock mechanism 60, there are advantages in manufacturing cost and weight, and these fastening elements are idled. Since the drag resistance during the operation is reduced, improvement in fuel efficiency can be expected.

As described above, in the automobile drive device of the present invention, it is possible to smoothly start and run at a very low speed while generating electricity with the MG 14 in the HV mode, and it is possible to prevent wear and heat generation of the fastening element. In addition to being able to do so, it has the advantage of being able to switch like a CVT by utilizing MG14 when switching the HV mode.

Further, although detailed description is omitted, it can be applied to a planetary gear train other than each of the illustrated embodiments, for example, a gear train generally called a Lavinyo type, and the above-mentioned planetary gear group 18 can be applied. It is possible to add planetary gears or add another planetary gear upstream (engine 1 side) or downstream (output shaft 12 side) of the planetary gear group 18 to achieve multi-stage HV mode in particular. ..

The automobile drive device of the present invention can be applied to passenger cars and the like that are required to reduce running costs and environmental load, but is not limited to these, and can be applied to various vehicles using an internal combustion engine and a motor generator. Can be done.

1 Engine 10 Input shaft 12 Output shaft 14 Motor generator (MG)
18 Planetary gear group 20 1st planetary gear 30 2nd planetary gear 40 1st clutch 42 2nd clutch 44 3rd clutch 46 Brake 48 Sleeve 50 2nd sleeve 52 3rd sleeve 56 One-way clutch (OWC)
58 Lock mechanism 60 Lock member

Claims (6)

With the engine
An input shaft that can accept power from the engine,
Output axis and
With a motor generator
Rest part and
A planetary gear group provided between the input shaft and the output shaft and converting the rotation speed of the input shaft into the rotation speed of the output shaft is provided.
The planetary gears have at least four rotating members, and on a common speed diagram that geometrically represents the rotating speed of each rotating member, a speed axis representing each rotating member is set on each of the planetary gears. Arranged along the horizontal axis from one end to the other at intervals according to the gear ratio of the first member, the second member, the third member, and the fourth member in order from the one end. When
Each of the rotating members of the planetary gear group enables the first member to be connected to the input shaft, the second member to be connected to the output shaft, and the fourth member to be fixed to the rest portion. , A drive device for an automobile, wherein the third member is connected to or can be connected to the motor generator. The automobile drive device according to claim 1, wherein the third member can be connected to the input shaft. The automobile drive device according to claim 1 or 2, wherein the motor generator can be selectively connected to the third member and the fourth member. A first planetary gear and a second sun gear in which the planetary gear group is composed of a first carrier that rotatably supports a first sun gear, a first ring gear, and a plurality of first pinions meshed with the first sun gear and the first ring gear. The first ring gear comprises a second planetary gear composed of a second ring gear and a second carrier that rotatably supports a plurality of second pinions meshed with the second sun gear and the second ring gear, and the first ring gear holds the first member. The first carrier and the second ring gear are connected to form the second member, the second carrier is connected to the third member, and the first sun gear and the second sun gear are connected to form the fourth member. The drive device for an automobile according to any one of claims 1 to 3, wherein the drive device is configured. The automobile drive device according to any one of claims 1 to 3, wherein the fourth member can be connected to the input shaft. The automobile drive device according to any one of claims 1 to 5, wherein the first member can be fixed to the case.

Images