JP3293616B2 - Hybrid vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art Conventionally, a hybrid vehicle using an engine and a motor has been provided. Various types of hybrid vehicles of this type are provided. A series (series) type in which a generator is driven by an engine to generate electric energy, a motor is rotated by the electric energy, and the rotation is transmitted to driving wheels. (Japanese Patent Application Laid-Open No. 62-1044)
No. 03) and a parallel type in which driving wheels are directly rotated by an engine and a motor (see Japanese Patent Application Laid-Open No. 59-63901 and U.S. Pat. No. 4,533,011). ).

[0003] In the series-type hybrid vehicle, the engine is separated from the drive train, so that the engine can be driven at the maximum efficiency point.

In a parallel hybrid vehicle, torque is generated by an engine and auxiliary torque is generated by a motor. Therefore, there is no need to convert mechanical energy into electric energy, and the energy is reduced. High transmission efficiency.

[0005]

However, in the above-mentioned conventional hybrid vehicle, in the case of a series hybrid vehicle, mechanical energy generated by an engine is temporarily (temporarily) converted into electric energy, and further converted into a motor. This converts electrical energy into mechanical energy and uses it as torque, which lowers the energy transfer efficiency.

Further, in the case of a parallel type hybrid vehicle, the engine speed corresponding to the vehicle speed differs for each shift speed, so that when the running condition changes, the engine cannot be driven at the maximum efficiency point. Also, a transmission is generally required.

[0007] The present invention solves the above-mentioned problems of the conventional hybrid vehicle, improves the energy transmission efficiency, and can efficiently drive the engine even when the running condition changes. The purpose is to provide.

[0008]

For this purpose, in a hybrid vehicle according to the present invention, an engine, a first motor, a second motor connected to an output shaft of the engine, and
At least first, second, and third rotating elements;
A planetary gear unit in which the rotation of the engine and the second motor is input to the rotation element, the rotation of the first motor is input to the second rotation element, and the rotation of the third rotation element is output to the output shaft, A controller that drives the engine such that the engine speed changes on an optimum efficiency line by controlling the first motor.

According to another hybrid vehicle of the present invention, the hybrid vehicle includes an engine, a first motor, a second motor, and at least first, second, and third rotating elements, and the first rotating element includes the engine. And a planetary gear unit in which the rotation of the first motor is input to the second rotation element, and the rotation of the third rotation element and the second motor are output to the output shaft. A controller that drives the engine such that the engine speed changes on the optimum efficiency line by controlling the engine speed.

In still another hybrid vehicle according to the present invention, the driving conditions of the engine are set in accordance with the vehicle speed and the capacity of the battery.

[0011]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a conceptual diagram of a hybrid vehicle according to a first embodiment of the present invention, FIG. 2 is a first torque relationship diagram of the hybrid vehicle according to the first embodiment of the present invention, and FIG. FIG. 4 is a first rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention, FIG. 4 is a second rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention, and FIG. FIG. 6 is a third rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention, FIG. 6 is an engine efficiency map of the hybrid vehicle according to the first embodiment of the present invention, and FIG. FIG. 8 is a second torque relation diagram of the hybrid vehicle according to the first embodiment, FIG. 8 is a fourth rotation speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention, and FIG. 36 is an embodiment of the present invention. Hives in the form of Tsu is a block diagram of a de-type vehicle. In FIG. 6, the horizontal axis represents the engine speed _NE and the vertical axis represents the engine torque _NT .

In FIG. 1, reference numeral 11 denotes an engine comprising an internal combustion engine or an external combustion engine, 12 denotes an output shaft of the engine 11,
M1 includes a stator and a rotor, and is a first motor driven by receiving a drive current, that is, a first motor 13
Is an output shaft of the first motor M1, M2 has a stator and a rotor, and is a second motor driven by receiving a drive current, that is, a second motor 14 is an output shaft of the second motor M2. . The output shaft 14 is integrally connected to the output shaft 12. The first motor M1 and the second motor M
2 can also be used as a generator.

A gear unit 15 is connected to the output shafts 13 and 14, receives a rotation generated by the engine 11, the first motor M1 and the second motor M2, and changes and outputs the rotation. It is a single planetary type planetary gear unit.

Reference numeral 16 denotes an output shaft of the planetary gear unit 15, reference numeral 17 denotes a differential device for differentially rotating the output shaft 16, and reference numerals 18 and 19 denote the differential rotation of the differential device 17 to drive wheels 20 and 21. This is the drive shaft for transmission. The drive wheels 20, 21 may be either front wheels or rear wheels. As described above, the mechanical energy generated by the engine 11 can be transmitted to the drive wheels 20 and 21 without being converted into electric energy, so that the energy transmission efficiency can be increased.

In the first motor M1, the rotor is fixed to the output shaft 13 and is rotated integrally therewith, and the stator is fixed to the drive case 23. In the second motor M <b> 2, the rotor is fixed to the output shaft 14 and integrally rotated, and the stator is fixed to the drive device case 23.

Incidentally, the planetary gear unit 1
5 is a sun gear S (first rotating element) as a rotating element,
It comprises a ring gear R (second rotating element), a pinion P and a carrier CR (third rotating element). The output shaft 14 and the sun gear S are connected, and the engine 11 and the second
The rotation of the motor M2 is input to the sun gear S, and the output shaft 13
Is connected to the ring gear R, and the rotation of the first motor M1 is input to the ring gear R. Further, the carrier CR and the output shaft 16 are connected, and the rotation of the planetary gear unit 15 is output from the carrier CR to the output shaft 16. In this case, the carrier C
R is the maximum torque element of the planetary gear unit 15.

Next, the operation of the planetary gear unit 15 will be described.

[0019] In FIG. 2, N _S is the sun gear S (FIG. 1)
, N _A is the number of teeth of the ring gear R, T _M1 is the output shaft 13
First motor torque generated in, T _OUT is an output shaft 1
The output shaft torque, T _{E + M2} , generated on the output shaft 14
Is a combined torque represented by the sum of the engine torque _TE and the second motor torque T _M2 generated in the second step.

In this case, as shown by the following equations (1) to (3), the first motor torque T _M1 generated by the first motor _M1 and the first motor torque T _M1 generated by the engine 11 and the second motor M2 are generated. An output shaft torque T _OUT combined with the combined torque _{TE + M2} is output from the output shaft 16.

T _M1 · N _S = T _{E + M 2} · N _A (1) T _OUT = T _{E + M 2} · (N _A + N _S ) / N _S ··· (2) T _OUT = T _M1 · ( _{N a + N S) / N} a ...... (3) Then, the engine 11 is driven by the engine speed N _E of the maximum efficiency point at all times.

Next, a control device for a hybrid vehicle will be described.

As shown in FIG. 36, the engine speed N _{E of} the rotation generated by the engine 11 and the accelerator opening Θ detected by the sensor 31 are input to a control unit (ECU) 32. The engine speed N
_E represents the vehicle speed, which is detected by a tachometer (not shown) provided on the output shaft 12. And the sensor 31
Is disposed on an accelerator pedal (not shown).

The rotation speed command signal SG from the control device 32
1 is output and input to the first controller, that is, the first controller 33. Then, the first controller 33 supplies the drive current I _M1 to the first motor M1.
In this case, the engine 11 is to be driven by the engine speed N _E of the maximum efficiency point, the rotational speed command signal SG1 and the drive current I _M1 is set.

On the other hand, a torque command signal SG2 is output from the control device 32, and a second controller,
The data is input to the second controller 34. Then, the second controller 34 supplies the drive current I _M2 to the second motor M2. In this case, the torque command signal SG2 and the drive current I _M2 corresponding to the accelerator opening Θ are set.

In the present embodiment, the first controller 33 controls the first motor M1 so as to keep the engine speed _NE constant, and the second controller 34 controls the accelerator opening Θ Corresponding to the second motor M2
, But the engine speed N _E
The second motor M2 may be controlled so as to keep the constant, and the first motor M1 may be controlled in accordance with the accelerator opening Θ.

Next, each rotational speed in each running state will be described.

3 to 5, 7 and 8, N _M1 is the first motor speed of the rotation generated on the output shaft 13 (FIG. 1), and N _OUT is the output of the rotation generated on the output shaft 16. shaft rotational speed, N _E is engine speed rotation generated on the output shaft 12, 14.

When the hybrid vehicle is at a standstill, the carrier CR is fixed, and the output shaft rotation speed N _OUT is set to 0 as shown in FIG. As previously described, the engine 11 is driven by the same engine rotational speed N _E at all times,
Since the sun gear S is rotated at the engine speed N _E, the ring gear R is rotated by the first motor rotation speed N _M1 in the opposite direction.

The rotation of the engine 11 is controlled by a second motor M2.
To rotate the rotor of the second motor M2.
Therefore, the second motor M2 can be used as a generator. The rotation of the ring gear R is transmitted to the first motor M1 to rotate the rotor of the first motor M1. Therefore, the first motor M1 can also be used as a generator. Note that the second motor M2 can be used as a starter. When the hybrid vehicle is stopped, the first motor M1 and the second motor M2 are driven, so that the first motor M1 and the second motor M2 are driven.
Even when a DC brushless motor is used as the motor M2, it becomes easy to eliminate the need for a sensor such as a Hall element (not shown) or a resolver (not shown).

Next, when the hybrid vehicle is driven at a low speed, the accelerator pedal is depressed. At this time, the drive current I _M2 corresponding to the accelerator opening Θ is supplied to the second motor M2, and the second motor M2 generates a second motor torque T _M2 corresponding to the accelerator opening Θ.

Further, the engine 11 is driven by the same engine rotational speed N _E at all times, to generate the engine torque T _E. Thus, the combined torque T _{E + M2} is transmitted to the sun gear S, thereby rotating the sun gear S in the engine rotational speed N _E.

On the other hand, the first motor M1 generates a first motor torque T _M1 corresponding to the resultant torque T _{E + M2} ,
First motor torque T _M1 is transmitted to the ring gear R, rotating the ring gear R in the first motor rotation speed N _M1.

[0034] Therefore, as shown in FIG. 4, the carrier CR is rotated by the output shaft rotational speed N _OUT is determined by the engine rotational speed N _E and the first motor rotation speed N _M1. In this case, the difference between the output shaft torque T _OUT and the running resistance of the hybrid vehicle causes the output shaft rotation speed N _OUT
When the output shaft torque T _OUT is larger than the running resistance of the hybrid vehicle, the output shaft rotation speed N _OUT gradually increases. When the output shaft torque T _OUT is smaller than the running resistance of the hybrid vehicle, the output shaft rotation N _OUT is reduced. the number N _{OU T} gradually becomes lower. At this time, since the engine speed _NE is fixed by the first controller 33 and does not change, the first
The motor rotation speed N _M1 is changed corresponding to the output shaft rotation speed N _OUT .

By the way, since the second motor torque T _M2 increases in correspondence to the accelerator opening theta, it intends to become higher engine speed N _E accordingly. At this time, the first motor M1 acts to suppress the increase in the engine speed N _E. That is, the rotation speed command signal SG1 input to the first controller 33 is changed so as to increase the first motor torque T _M1, and the drive current I _M1 corresponding to the rotation speed command signal SG1 is supplied to the first motor M1. Supplied.

[0036] As a result, the first motor torque T _M1 is increased, in equilibrium with the second motor torque T _M2 via the planetary gear unit 15, the increase in the engine rotational speed N _E is suppressed. Thus, the running resistance of the hybrid vehicle is reduced by the first motor M by the planetary gear unit 15.
1, distributed to the second motor M2 and the engine 11,
The first motor M1 bears the motor torque T _M2 .

Next, when the hybrid vehicle is driven at a high speed, the accelerator pedal is further depressed. At this time, the drive current I _M2 corresponding to the accelerator opening Θ is supplied to the second motor M2, and the second motor M2 generates a second motor torque T _M2 corresponding to the accelerator opening Θ.

Further, the engine 11 is driven by the same engine rotational speed N _E at all times, to generate the engine torque T _E. Thus, the combined torque T _{E + M2} is transmitted to the sun gear S, thereby rotating the sun gear S in the engine rotational speed N _E.

On the other hand, the first motor M1 generates a first motor torque T _M1 corresponding to the resultant torque T _{E + M2} ,
First motor torque T _M1 is transmitted to the ring gear R, rotating the ring gear R in the first motor rotation speed N _M1.

[0040] Therefore, as shown in FIG. 5, the carrier CR is rotated by the output shaft rotational speed N _OUT is determined by the engine rotational speed N _E and the first motor rotation speed N _M1.

When the hybrid vehicle is moved backward, the first motor M1 is rotated in the reverse direction.
Therefore, as shown in FIG. 7, the second motor M2 receives a reaction force due to the first motor torque T _M1 . The engine 11 is, as shown in FIG. 8, are driven by the same engine rotational speed N _E and during forward.

As described above, when the hybrid vehicle is stopped, when the hybrid vehicle is driven at low speed, when the hybrid vehicle is driven at high speed, and when the hybrid vehicle is moved backward, also the engine 11 is driven by the engine speed N _E of the maximum efficiency point.

Next, the maximum efficiency point of the engine 11 will be described.

In FIG. 6, each curve shows the engine efficiency of the engine 11 (FIG. 1). Α is the maximum efficiency point of the engine 11.

In the present embodiment, the engine 11
Is controlled by a first controller 33, it is driven by the engine speed N _E of the maximum efficiency point alpha.

The engine torque T _E depends on the running state of the hybrid vehicle and the capacity of a battery (not shown).
May be excessive. In this case, the engine 11 is efficiently driven on the optimum efficiency line L1 in FIG. 6, and the driving conditions are set in accordance with the vehicle speed and the capacity of the battery.

Next, the structure of the hybrid vehicle according to the first embodiment of the present invention will be described.

FIG. 9 is a schematic diagram of a hybrid vehicle according to the first embodiment of the present invention.

As shown in FIG.
Consists of an engine case 23a surrounding the engine 11, a second motor case 23b surrounding the second motor M2, and a first motor case 23c surrounding the first motor M1 and the planetary gear unit 15.

The first motor M1 includes a stator ST1 and a rotor RT1, and the second motor M2 includes a stator ST2.
And a rotor RT2. The first motor M1 is
The first motor torque T _M1 to be generated has a smaller diameter and a longer axial dimension than the motor M2, and
Is big.

The output shaft 12 of the engine 11
The output shaft 14 of the second motor M2 is not directly connected, but the output shaft 12 and the rotor RT2 are connected via a damper 39, and the rotor RT2 and the output shaft 14 are connected.

The output shaft 13 of the first motor M1 is connected to the ring gear R of the planetary gear unit 15,
The output shaft 14 is a sun gear S of the planetary gear unit 15.
Connected to.

The planetary gear unit 15 is connected to the output shafts 13 and 14, receives the rotation generated by the engine 11, the first motor M1 and the second motor M2, and changes the rotation to output.

The planetary gear unit 15 includes a ring gear R, a pinion P, a carrier CR, and a sun gear S. Then, the output shaft 14 and the sun gear S are connected,
The rotation of the engine 11 and the second motor M2 is input to the sun gear S, the output shaft 13 is connected to the ring gear R, and the rotation of the first motor M1 is input to the ring gear R. Further, the carrier CR and the output shaft 16 are connected, and the rotation of the planetary gear unit 15 is output from the carrier CR to the output shaft 16.

The rotation output to the output shaft 16 is differentiated by a differential device 17, and the activated rotation is transmitted to drive wheels 20 and 21 via drive shafts 18 and 19.

Next, a second embodiment of the present invention will be described.

FIG. 10 is a schematic diagram of a hybrid vehicle according to a second embodiment of the present invention.

In the figure, 11 is an engine, 12 to 1
4 and 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, R
Is a ring gear, P is a pinion, CR is a carrier, S is a sun gear, M1 is a first motor, and M2 is a second motor.

In this case, the hybrid vehicle is a front engine / front drive (FF) type,
Therefore, the output shaft 16 fixed to the carrier CR surrounds the output shaft 14 and extends toward the engine 11. A counter shaft 40 is disposed in parallel with the output shaft 16, a counter drive gear 41 is fixed to the output shaft 16, a counter driven gear 42 is fixed to the counter shaft 40, and the counter drive gear 41 and the counter driven gear 42 mesh. By doing so, the output shaft 1
The rotation of No. 6 is reversed.

Further, the drive shafts 18 and 19 are arranged in parallel with the counter shaft 40, and the counter driven gear 42 is further meshed with the large ring gear 43 of the differential device 17, thereby rotating the counter driven gear 42. It is turned over.

Next, a third embodiment of the present invention will be described.

FIG. 11 is a schematic view of a hybrid vehicle according to a third embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4 and 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, R
Is a ring gear, P is a pinion, CR is a carrier, S is a sun gear, M1 is a first motor, and M2 is a second motor.

Also in this case, the hybrid vehicle is of a front engine / front drive type. Therefore, an intermediate transmission shaft 45 is provided in parallel with the output shaft 14, and the first sprocket 46 is attached to the output shaft 14. The second sprocket 47 is fixed to the transmission shaft 45, and the first sprocket 4
A chain 48 is installed between the sixth sprocket 47 and the second sprocket 47.

Accordingly, the rotation of the output shaft 14 is transmitted to the sun gear S via the first sprocket 46, the chain 48, the second sprocket 47, and the intermediate transmission shaft 45.

In the first to third embodiments, the second motor M2 is disposed between the engine 11 and the planetary gear unit 15.
The engine 11 may be disposed between the second motor M2 and the planetary gear unit 15.

Next, a fourth embodiment of the present invention will be described.

FIG. 12 is a conceptual diagram of a hybrid vehicle according to a fourth embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4 and 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, 2
0 and 21 are drive wheels, 23 is a drive case, R is a ring gear, P is a pinion, CR is a carrier, S is a sun gear,
M1 is a first motor, and M2 is a second motor.

In this case, the first gear 51 is connected to the output shaft 14.
The second gear 52 is mounted on the crankshaft 53 of the engine 11.
Are fixed, and the first gear 51 and the second gear 52 form a speed increaser or a speed reducer.

Next, a fifth embodiment of the present invention will be described.

FIG. 13 is a conceptual diagram of a hybrid vehicle according to a fifth embodiment of the present invention.

In the figure, 11 is an engine, 12 to 1
4 and 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, 2
0 and 21 are drive wheels, 23 is a drive case, R is a ring gear, P is a pinion, CR is a carrier, S is a sun gear,
M1 is a first motor, and M2 is a second motor.

In this case, the output shaft 14 is connected to the ring gear R.
However, the output shaft 13 is connected to the sun gear S, and the output shaft 16 is connected to the carrier CR.

Next, sixth and seventh embodiments of the present invention will be described.

FIG. 14 is a conceptual diagram of a hybrid vehicle according to a sixth embodiment of the present invention, and FIG. 15 is a seventh embodiment of the present invention.
It is a key map of a hybrid type vehicle in an embodiment.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4 and 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, 2
0 and 21 are drive wheels, 23 is a drive case, and R is a ring.
Gear, P₁Is the first pinion, P _TwoIs the second pinion, CR
Is the carrier, S is the sun gear, M1 is the first motor, M2 is
The second motor.

In this case, the planetary gear unit 15 is of a double pinion type, and has the first pinion P ₁ and the second pinion P ₂ . In the sixth embodiment, the output shaft 14 is connected to the carrier CR, the output shaft 13 is connected to the sun gear S, and the output shaft 16 is connected to the ring gear R. In the seventh embodiment, the output shaft 14 is provided on the sun gear S, and the output shaft 13 is provided on the carrier CR.
The output shaft 16 is connected to the ring gear R.

In each of the above embodiments,
Although the planetary gear unit 15 is used as the gear unit, a bevel gear unit may be used.

Next, an eighth embodiment of the present invention will be described.

FIG. 16 is a conceptual diagram of a hybrid vehicle according to an eighth embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4 and 16 are output shafts, 17 is a differential device, 1
8, 19 are drive shafts, 20, 21 are drive wheels, 23 is a drive device case, M1 is a first motor, M2 is a second motor, 55
Is a bevel gear unit as a gear unit having a left side gear Sd _L and the right side gear Sd _R as a rotating element.

[0083] In this case, the output shaft 14 to the left side gear Sd _L of the bevel gear unit 55, the right side gear Sd _R
And the output shaft 16 is connected to a pinion P as a maximum torque element. Also in this case, the first motor M1
The output shaft 16 outputs an output shaft torque T _{OUT that} is a combination of the first motor torque T _M1 generated by the above and the combined torque _{TE + M2} generated by the engine 11 and the second motor M2.

Further, a step pinion unit can be used as the gear unit.

Next, a ninth embodiment of the present invention will be described.

FIG. 17 is a conceptual diagram of a hybrid vehicle according to a ninth embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4 and 16 are output shafts, 17 is a differential device, 1
8, 19 are drive shafts, 20, 21 are drive wheels, 23 is a drive device case, M1 is a first motor, M2 is a second motor, 56
Is a step pinion unit having a large diameter pinion P _L , a sun gear S, a small diameter pinion P _S and a ring gear R.

In this case, the step pinion unit 5
6, the large-diameter pinion P _L meshes with the sun gear S, and the small-diameter pinion P _S as the maximum torque element meshes with the ring gear R. Then, the output shaft 14 to the sun gear S is, the output shaft 13 to the ring gear R is, the output shaft 16 to the small diameter pinion P _S is connected. Also in this case, the first motor torque T _M1 generated by the first motor _M1 and the engine 1
The output shaft torque T _{OUT obtained} by adding the combined torque T _{E + M2} generated by the first and second motors M2 to the output shaft 16
Output from

Next, the torque and the number of revolutions will be described.

FIG. 18 is a torque relationship diagram of the hybrid vehicle according to the second to ninth embodiments of the present invention, and FIG. 19 is a rotational speed relationship of the hybrid vehicle according to the second to ninth embodiments of the present invention. FIG.

In the figure, T _M1 is the output shaft 13 (FIG. 10)
First motor torque generated in, T _OUT is an output shaft 1
The output shaft torque, T _{E + M2} , generated on the output shaft 14
Is a combined torque represented by the sum of the engine torque _TE and the second motor torque T _M2 generated in the second step. Also, N _M1
Is the first motor speed, N _OUT is the output shaft speed, and _NE is the engine speed.

In this case, the output shaft 16 is connected to the maximum torque element.

On the other hand, the output shaft 1
4 can also be connected.

Next, a tenth embodiment of the present invention will be described.

FIG. 20 is a conceptual diagram of a hybrid vehicle according to a tenth embodiment of the present invention, FIG. 21 is a torque relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention, and FIG. FIG. 23 is a first rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment, FIG. 23 is a second rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention, and FIG. FIG. 21 is a third rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment.

In FIG. 20, reference numeral 11 denotes an engine;
14, 16 are output shafts, 15 is a planetary gear unit,
17 is a differential device, 18 and 19 are drive shafts,
Reference numerals 20 and 21 denote drive wheels, 23 denotes a drive case, R denotes a ring gear, P denotes a pinion, CR denotes a carrier, S denotes a sun gear, M1 denotes a first motor, and M2 denotes a second motor.

In this case, the output shaft 14 is attached to the carrier CR.
The output shaft 13 is connected to the sun gear S, and the output shaft 16 is connected to the ring gear R.
Is connected.

21 to 24, T _M1 is the first motor torque, T _OUT is the output shaft torque, T _{E + M2} is the combined torque, N _M1 is the first motor speed, and N _OUT is the output shaft speed. The number _NE is the engine speed.

The first motor rotation speed N _M1 , the output shaft rotation speed N _OUT and the engine rotation speed N _E are as shown in FIG. 22 when the hybrid vehicle is in a stopped state. FIG. 23 shows a case where the vehicle is driven at a low speed, and FIG. 24 shows a case where the hybrid vehicle is driven at a high speed.

[0100] In any case, the engine 11 is driven by the same engine speed N _E at all times.

Next, an eleventh embodiment in which the output shaft 13 of the first motor M1 is connected to the maximum torque element of the planetary gear unit 15 will be described.

FIG. 25 is a conceptual diagram of a hybrid vehicle according to an eleventh embodiment of the present invention, FIG. 26 is a torque relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention, and FIG. FIG. 28 is a first rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment, FIG. 28 is a second rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention, and FIG. FIG. 21 is a third rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment.

In FIG. 25, reference numeral 11 denotes an engine;
14, 16 are output shafts, 15 is a planetary gear unit,
17 is a differential device, 18 and 19 are drive shafts,
Reference numerals 20 and 21 denote drive wheels, 23 denotes a drive case, R denotes a ring gear, P denotes a pinion, CR denotes a carrier, S denotes a sun gear, M1 denotes a first motor, and M2 denotes a second motor.

In this case, the output shaft 13 is attached to the carrier CR.
The output shaft 14 is connected to the sun gear S, and the output shaft 16 is connected to the ring gear R.
Is connected.

26 to 29, T _M1 is the first motor torque, T _OUT is the output shaft torque, T _{E + M2} is the combined torque, N _M1 is the first motor speed, and N _OUT is the output shaft speed. The number _NE is the engine speed.

The first motor rotation speed N _M1 , output shaft rotation speed N _OUT , and engine rotation speed N _E are as shown in FIG. 27 when the hybrid vehicle is in a stopped state. FIG. 28 shows a case where the vehicle is driven at a low speed, and FIG. 29 shows a case where the hybrid vehicle is driven at a high speed.

[0107] In any case, the engine 11 is driven by the same engine speed N _E at all times. During forward traveling of the hybrid vehicle, the engine 11 and the output shaft 16 rotate in opposite directions.

Next, twelfth to fifteenth embodiments in which various engagement elements are added will be described.

FIG. 30 is a conceptual diagram of a hybrid vehicle according to a twelfth embodiment of the present invention, FIG. 31 is a conceptual diagram of a hybrid vehicle according to a thirteenth embodiment of the present invention, and FIG. FIG. 33 is a conceptual diagram of a hybrid vehicle according to a fourteenth embodiment, and FIG. 33 is a conceptual diagram of a hybrid vehicle according to a fifteenth embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine, and 12 to 1
4 and 16 are output shafts, 15 is a planetary gear unit, 1
7 is a differential device, 18 and 19 are drive shafts, 2
0 and 21 are drive wheels, 23 is a drive case, R is a ring gear, P is a pinion, CR is a carrier, S is a sun gear,
M1 is a first motor, and M2 is a second motor.

In FIG. 30, a one-way clutch F is disposed between the output shaft 14 and the drive device case 23.
By stopping the driving of the engine 11 and driving the first motor M1, the hybrid vehicle can be driven. In this case, the planetary gear unit 15 functions as a speed reducer for the first motor M1. It should be noted that a similar effect can be obtained by disposing a brake (not shown) on the output shaft 14 instead of the one-way clutch F.

In FIG. 31, the output shaft 14
And a one-way clutch F is disposed between the drive gear case 23 and the planetary gear unit 15 side of the clutch C on the output shaft 14. in this case,
The hybrid vehicle can be driven by releasing the clutch C and driving the first motor M1.
Further, power can also be generated by the second motor M2.

In FIG. 32, a first clutch C1 is provided on the output shaft 14, and a one-way clutch F is provided between the drive unit case 23 and the planetary gear unit 15 side of the first clutch C1 on the output shaft 14. Will be arranged.
Further, a second clutch C2 is provided between the output shaft 16 and the stator of the first motor M1. In this case, the gear can be shifted by disengaging the second clutch C2.

In FIG. 33, a first one-way clutch F1 is provided between the output shaft 12 and the second motor M2. The first one-way clutch F1 is locked when the engine 11 rotates faster than the second motor M2, and enters the free state when the second motor M2 rotates faster than the engine 11. Further, a clutch (not shown) may be provided instead of the first one-way clutch F1. In this case, by disengaging the clutch,
The hybrid motor vehicle can be driven by driving the second motor M2 and the first motor M1. Further, the first motor M1 and the second motor M2 can be reduced in size.

Note that the first one-way clutch F1 or the clutch in the fifteenth embodiment can be applied to the twelfth to fourteenth embodiments.

In the above embodiments,
Although the second motor M2 is directly connected to the engine 11 or connected to the engine 11 via an engagement / disengagement element,
The same effect can be obtained by disposing the second motor M2 on the drive system side and directly connecting to the output shaft 16.

Next, a sixteenth embodiment of the present invention will be described.

FIG. 34 is a conceptual diagram of a hybrid vehicle according to a sixteenth embodiment of the present invention, and FIG. 35 is a torque relationship diagram of the hybrid vehicle according to the sixteenth embodiment of the present invention.

In FIG. 34, reference numeral 11 denotes an engine;
13, 16 are output shafts, 15 is a planetary gear unit,
17 is a differential device, 18 and 19 are drive shafts,
Reference numerals 20 and 21 denote drive wheels, 23 denotes a drive case, R denotes a ring gear, P denotes a pinion, CR denotes a carrier, S denotes a sun gear, M1 denotes a first motor, and M2 denotes a second motor.

In this case, the rotor of the second motor M2 is fixed to the output shaft 16.

[0121] In addition, in FIG. 35, N _S is the sun gear S
In FIG. 34, N _A is the number of teeth of the ring gear R, T _M1 is the first motor torque, T _OUT is the output shaft torque, T _E is the engine torque, and T _M2 is the second motor torque. The engine 11 is driven by the first controller 33 the same engine rotational speed N _E at all times (FIG. 36), to generate the engine torque T _E.

The carrier CR outputs a torque T _OUT -T _M2 obtained by subtracting the second motor torque T _M2 from the output shaft torque T _OUT .

In this case, T _M1 N _S = T _E N _A (4) T _OUT -T _M2 = T _E (N _A + N _S ) / N _S (5)

[0124]

As described above in detail, according to the present invention, in a hybrid vehicle, an engine, a first motor, a second motor connected to an output shaft of the engine, and at least a first motor are provided. , A second rotation element, a rotation of the engine and a second motor are input to a first rotation element, a rotation of the first motor is input to a second rotation element, and a third rotation A planetary gear unit that outputs the rotation of the element to an output shaft; and a controller that controls the first motor to drive the engine so that the engine speed changes on an optimum efficiency line.

In this case, the rotations of the engine and the second motor are input to a first rotation element, the rotation of the first motor is input to a second rotation element, and the rotation of the third rotation element is applied to the planetary gear unit. The rotation is output to the output shaft.

[0126]

Therefore, the mechanical energy generated by the engine can be utilized as it is without converting it into electric energy.
Energy transmission efficiency can be increased.

[0128]

[0129]

[0130]

[0131]

[0132]

[0133]

Since the engine is driven such that the engine speed changes on the optimum efficiency line, the engine can be driven efficiently.

According to another hybrid vehicle of the present invention, the hybrid vehicle includes an engine, a first motor, a second motor, and at least a first, a second, and a third rotating element. And a planetary gear unit in which the rotation of the first motor is input to the second rotation element, and the rotation of the third rotation element and the second motor are output to the output shaft. A controller that drives the engine such that the engine speed changes on the optimum efficiency line by controlling the engine speed.

In this case, the rotation of the engine is input to a first rotation element, the rotation of the first motor is input to a second rotation element, and the rotation of the third rotation element and the second motor is output to an output shaft. Is output to

[0137]

The engine can be driven such that the engine speed changes on the optimum efficiency line.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of a hybrid vehicle according to a first embodiment of the present invention.

FIG. 2 is a first torque relation diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 3 is a first rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 4 is a second rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 5 is a third rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 6 is an engine efficiency map of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 7 is a second torque relation diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 8 is a fourth rotational speed relationship diagram of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 9 is a schematic diagram of a hybrid vehicle according to the first embodiment of the present invention.

FIG. 10 is a schematic diagram of a hybrid vehicle according to a second embodiment of the present invention.

FIG. 11 is a schematic diagram of a hybrid vehicle according to a third embodiment of the present invention.

FIG. 12 is a conceptual diagram of a hybrid vehicle according to a fourth embodiment of the present invention.

FIG. 13 is a conceptual diagram of a hybrid vehicle according to a fifth embodiment of the present invention.

FIG. 14 is a conceptual diagram of a hybrid vehicle according to a sixth embodiment of the present invention.

FIG. 15 is a conceptual diagram of a hybrid vehicle according to a seventh embodiment of the present invention.

FIG. 16 is a conceptual diagram of a hybrid vehicle according to an eighth embodiment of the present invention.

FIG. 17 is a conceptual diagram of a hybrid vehicle according to a ninth embodiment of the present invention.

FIG. 18 is a torque relationship diagram of the hybrid vehicle according to the second to ninth embodiments of the present invention.

FIG. 19 is a rotational speed relationship diagram of the hybrid vehicle according to the second to ninth embodiments of the present invention.

FIG. 20 is a conceptual diagram of a hybrid vehicle according to a tenth embodiment of the present invention.

FIG. 21 is a torque relation diagram of a hybrid vehicle according to a tenth embodiment of the present invention.

FIG. 22 is a first rotational speed relationship diagram of a hybrid vehicle according to a tenth embodiment of the present invention.

FIG. 23 is a second rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention.

FIG. 24 is a third rotational speed relationship diagram of the hybrid vehicle according to the tenth embodiment of the present invention.

FIG. 25 is a conceptual diagram of a hybrid vehicle according to an eleventh embodiment of the present invention.

FIG. 26 is a torque relation diagram of a hybrid vehicle according to an eleventh embodiment of the present invention.

FIG. 27 is a first rotational speed relationship diagram of a hybrid vehicle according to an eleventh embodiment of the present invention.

FIG. 28 is a second rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention.

FIG. 29 is a third rotational speed relationship diagram of the hybrid vehicle according to the eleventh embodiment of the present invention.

FIG. 30 is a conceptual diagram of a hybrid vehicle according to a twelfth embodiment of the present invention.

FIG. 31 is a conceptual diagram of a hybrid vehicle according to a thirteenth embodiment of the present invention.

FIG. 32 is a conceptual diagram of a hybrid vehicle according to a fourteenth embodiment of the present invention.

FIG. 33 is a conceptual diagram of a hybrid vehicle according to a fifteenth embodiment of the present invention.

FIG. 34 is a conceptual diagram of a hybrid vehicle according to a sixteenth embodiment of the present invention.

FIG. 35 is a torque relation diagram of a hybrid vehicle according to a sixteenth embodiment of the present invention.

FIG. 36 is a block diagram of a hybrid vehicle according to an embodiment of the present invention.

[Explanation of symbols]

11 Engine 12, 16 output shaft 15 the planetary gear unit 33 first controller 55 bevel gear unit 56 step pinion unit M1 first motor M2 second motor R ring gear P _S small diameter pinion CR carrier S sun gear Sd _L left side gear Sd _R right side gear

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ identification code FI F02D 45/00 312 B60K 9/00 ZHVE (58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 11/14 ZHV B60K 6/02 F02D 29/02 F02D 29/06 F02D 45/00 312

Claims (3)

(57) [Claims] (A) an engine; (b) a first motor; (c) a second motor connected to an output shaft of the engine; and (d) at least first , second, and third rotations. The rotation of the engine and the second motor is input to a first rotating element, the rotation of the first motor is input to a second rotating element, and the rotation of a third rotating element is output to an output shaft. a planetary gear unit that is, (e) said by controlling the first motor, an engine as e Nji <br/> down speed is changed on the optimum efficiency line
And a controller for driving the hybrid vehicle. 2. A motor comprising: (a) an engine; (b) a first motor; (c) a second motor; and (d) at least a first , second, and third rotating element, and a first rotating element. The rotation of the engine is input to
Rotated input of the first motor to the second rotary element, and the planetary gear unit in which the third rotating element and the rotation of the second motor is output to the output shaft, and controls the (e) said first motor engine as by, e Nji <br/> down speed is changed on the optimum efficiency line that
And a controller for driving the hybrid vehicle. 3. The driving condition of the engine is set in accordance with a vehicle speed and a capacity of a battery.
A hybrid vehicle according to claim 1.