JP3646965B2 - Hybrid car - Google Patents

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Publication number
JP3646965B2
JP3646965B2 JP2221098A JP2221098A JP3646965B2 JP 3646965 B2 JP3646965 B2 JP 3646965B2 JP 2221098 A JP2221098 A JP 2221098A JP 2221098 A JP2221098 A JP 2221098A JP 3646965 B2 JP3646965 B2 JP 3646965B2
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motor
engine
gear
planetary gear
output
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JPH11217024A (en
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一 柏瀬
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Subaru Corp
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Fuji Jukogyo KK
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Priority to JP2221098A priority Critical patent/JP3646965B2/en
Priority to US09/216,132 priority patent/US6146302A/en
Priority to EP03006756A priority patent/EP1321326B1/en
Priority to DE69835174T priority patent/DE69835174T2/en
Priority to EP98124608A priority patent/EP0925981A3/en
Publication of JPH11217024A publication Critical patent/JPH11217024A/en
Priority to US09/663,270 priority patent/US6383106B1/en
Priority to US10/094,091 priority patent/US6602157B2/en
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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
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、エンジンとモータとを併用するハイブリッド車に関し、より詳しくは比較的低出力の２つのモータを用いて駆動力の確保と動力エネルギの回収効率を向上するハイブリッド車に関する。
【０００２】
【従来の技術】
近年、自動車等の車両においては、低公害、省資源の観点からエンジンとモータとを併用するハイブリッド車が開発されており、このハイブリッド車では、発電用と動力源用との２つのモータを搭載することで動力エネルギの回収効率向上と走行性能の確保とを図る技術が多く採用されている。
【０００３】
例えば、特開平９−４６８２１号公報には、ディファレンシャルギヤ等の差動分配機構による動力分配機構を用いてエンジンの動力を発電機とモータ（駆動用モータ）とに分配し、エンジンの動力の一部で発電しながらモータを駆動して走行するハイブリッド車が開示されており、また、特開平９−１００８５３号公報には、プラネタリギヤによってエンジンの動力を発電機とモータ（駆動用モータ）とに分配するハイブリッド車が開示されている。
【０００４】
【発明が解決しようとする課題】
しかしながら、前述した各先行技術においては、低速時の駆動力の大半を駆動用モータに依存するため、駆動用に大容量の大型のモータが必要となるばかりでなく、駆動輪で必要とするトルクに対する増幅機能を電力に依存するため、バッテリー容量が十分でない場合にも一定の走行性能を維持することのできる発電容量をもった発電機が要求されることになり、コスト増の要因となる。
【０００５】
また、車両においてはモータ（発電機）の回転制御範囲を超えるような出力軸回転数の変化があるため、エンジン出力を発電機と駆動用モータとに分配するだけでは、駆動輪からの要求駆動力に対し、必ずしもエンジン及びモータの制御を十分に最適化できるとは限らない。
【０００６】
ところで、エンジンと２つのモータを有するハイブリッド車では、車両の利用形態や車両の走行条件により、エンジンと２つのモータの最適な制御方法が変化するが、エンジンと２つのモータの制御が互いに影響し合うことなく、それぞれの効率の良い運転範囲で適切、かつ、簡素に制御できることが望ましい。
【０００７】
本発明は上記事情に鑑みてなされたもので、比較的低出力の２つのモータを用いて駆動力の確保と動力エネルギの回収効率向上を達成するとともに、駆動輪からの要求駆動力に対してエンジン及びモータ制御の最適化を実現することができ、また、エンジンと２つのモータの制御の互いの影響が少なく、制御も簡素で、制御自由度の高いハイブリッド車を提供することを目的としている。
【０００８】
【課題を解決するための手段】
請求項１記載の発明は、エンジンの出力とモータの出力とを併用して走行駆動源とするハイブリッド車において、上記エンジンの出力軸と連結したサンギヤと、このサンギヤに噛合するピニオンを回転自在に支持するキャリアと、上記ピニオンに噛合するリングギヤとを有するプラネタリギヤと、上記プラネタリギヤのリングギヤに連結し、駆動源あるいは発電機として切換え使用可能な第１のモータと、上記プラネタリギヤのキャリアに連結し、駆動源あるいは発電機として切換え使用可能な第２のモータと、上記第２のモータとともに上記プラネタリギヤのキャリアに連結し、複数段あるいは無段階に切り換え可能な変速比に応じて上記プラネタリギヤと駆動輪との間で変速及びトルク増幅を行なう動力変換機構とを備えたことを特徴とする。
【０００９】
請求項２記載の発明は、請求項１記載の発明において、上記動力変換機構を、入力軸に軸支されるプライマリプーリと出力軸に軸支されるセカンダリプーリとの間に駆動ベルトを巻装してなるベルト式無段変速機とすることを特徴とする。
【００１０】
すなわち、請求項１記載の発明では、エンジンの出力軸をプラネタリギヤのサンギヤと連結し、プラネタリギヤのリングギヤに第１のモータを連結し、プラネタリギヤのキャリアに第２のモータと複数段あるいは無段階に変速比を切り換え可能な動力変換機構を連結して、この動力変換機構はプラネタリギヤと駆動輪との間で変速及びトルク増幅を行なう。
【００１１】
第１，第２のモータは、走行条件により、同時に駆動源あるいは発電機として、または、一方を駆動源、他方を発電機として使用することができる。
【００１２】
例えば、エンジンからプラネタリギヤのサンギヤに、第１のモータからプラネタリギヤのリングギヤに駆動力が供給され、これら駆動力がプラネタリギヤで合成されて出力され、この駆動力に加えてさらに第２のモータから駆動力が供給され、動力変換機構を介して駆動輪に伝達される。また、エンジンからプラネタリギヤのサンギヤに、第１のモータからプラネタリギヤのリングギヤに駆動力が供給され、これら駆動力がプラネタリギヤで合成されて出力されるが、この時、第２のモータで発電を行い走行したり、又は、エンジンの出力トルクを利用して第１のモータで発電を行わせ、第２のモータでは駆動力を発生して走行し、又は、エンジンの駆動力を考慮しないで第２のモータの駆動力のみで走行する等の制御を行うことが可能となる。また、減速時や制動時等には、駆動輪側から動力変換機構を介して返還される駆動力を、第１，第２のモータで発電をするためのトルクとして吸収させるとともに、エンジンに吸収させ、又は、第１のモータでは発電を、第２のモータでは駆動力を発生させて、エンジンに吸収させ、又は、エンジンへの駆動力の吸収を考慮しないで駆動輪側から動力変換機構を介して返還される駆動力を利用して第２のモータのみで発電する等の制御を行うことが可能となる。
【００１３】
この場合、請求項２に記載したように、動力変換機構としては、入力軸に軸支されるプライマリプーリと出力軸に軸支されるセカンダリプーリとの間に駆動ベルトを巻装してなるベルト式無段変速機を用い、変速比を無段階に切り換えて変速及びトルク増幅を行なうことが望ましい。
【００１４】
【発明の実施の形態】
以下、図面を参照して本発明の実施の形態を説明する。図１〜図７は本発明の実施の一形態に係わり、図１は駆動系の基本構成を示す説明図、図２はエンジンの駆動力を考慮して第１，第２のモータによって走行する場合のトルク及び電気の流れを示す説明図、図３はエンジンの駆動力を考慮して第１のモータでは駆動を第２のモータでは発電をして走行する場合のトルク及び電気の流れを示す説明図、図４は第１のモータを発電機として使用し、第２のモータで駆動力を発生させる制動の場合のトルク及び電気の流れを示す説明図、図５は車両後退時のトルク及び電気の流れを示す説明図、図６は第２のモータのみを利用して駆動力を得る場合のトルク及び電気の流れを示す説明図、図７は第２のモータのみを利用して制動力を得る場合のトルク及び電気の流れを示す説明図である。
【００１５】
本発明によるハイブリッド車は、エンジンとモータとを併用するパラレルハイブリッド式の車両であり、図１に示すように、エンジン１の出力軸１ａが、プラネタリギヤユニット２（シングルピニオン）のサンギヤ２ａに連結され、プラネタリギヤユニット２のリングギヤ２ｂにはプラネタリギヤユニット２の機能を制御するとともに駆動源あるいは発電機として切換え可能な第１のモータ３（以下、単にモータ３と呼称）が連結され、プラネタリギヤユニット２のサンギヤ２ａとリングギヤ２ｂとに噛合するピニオンを回転自在に支持するキャリア２ｃには、駆動源あるいは発電機として切換え可能な第２のモータ４（以下、単にモータ４と呼称）と変速及びトルク増幅を行なって走行時の動力変換機能を担う動力変換機構５とが連結されて駆動系が主要に構成されている。
【００１６】
上記動力変換機構５としては、歯車列を組み合わせた変速機や流体トルクコンバータを用いた変速機等を用いることが可能であるが、入力軸５ａに軸支されるプライマリプーリ５ｂと出力軸５ｃに軸支されるセカンダリプーリ５ｄとの間に駆動ベルト５ｅを巻装してなるベルト式無段変速機（ＣＶＴ）を採用することが望ましく、本形態においては、以下、上記動力変換機構５をＣＶＴ５として説明する。
【００１７】
すなわち、本形態におけるハイブリッド車の駆動系では、エンジン１の出力軸１ａとＣＶＴ５の入力軸５ａとの間にプラネタリギヤユニット２が配置されており、このプラネタリギヤユニット２のサンギヤ２ａがエンジン１の出力軸１ａに連結されるとともに、キャリア２ｃが一方のモータ４を介してＣＶＴ５の入力軸５ａに結合され、リングギヤ２ｂに他方のモータ３が連結されている。そして、ＣＶＴ５の出力軸５ｃに減速歯車列６を介してデファレンシャル機構７が連設され、このデファレンシャル機構７に駆動軸８を介して前輪或いは後輪の駆動輪９が連設される。
【００１８】
また、上記エンジン１、２つのモータ３，４、ＣＶＴ５は、監視・制御システム１０によって集中制御される。この監視・制御システム１０には、アクセルペダルやブレーキペダルの踏み込み操作、ステアリングの操舵角等を検出してドライバの運転操作状況を判定するドライバ意志判定システム１１、ブレーキ操作状態、エンジン１やＡＢＳ（アンチスキッドブレーキシステム）等に対する各種制御量、灯火類やエアコン等の補機類の作動状態等から車両の制御状況を判定する車両制御状況判定システム１２、車速、登坂や降坂、路面状態等の現在の車両の走行状態の変化を判定する走行状況判定システム１３等が接続され、エンジン１、２つのモータ３，４、ＣＶＴ５の作動状態やバッテリ１４の状態を監視し、各システムからの情報に基づいて、エンジン１の制御、インバータ１５，１６を介してのモータ３，４の駆動及びバッテリの充電制御、ＣＶＴ５の変速比や供給油圧の制御等を行う。
【００１９】
以上の構成による駆動系では、前述したように、エンジン１をプラネタリギヤユニット２のサンギヤ２ａへ結合するとともに、リングギヤ２ｂにモータ３を連結して、キャリア２ｃからプラネタリギヤで合成した出力を得るようにし、また、上記キャリア２ｃにモータ４を連結してモータ４による出力も合成できるようにし、さらにこれら出力をＣＶＴ５によって変速及びトルク増幅して駆動輪９に伝達するようにしているため、２つのモータ３，４は発電と駆動力供給との両方に使用することができ、比較的小出力のモータを使用することができる。
【００２０】
すなわち、エンジン１の駆動力を考慮し（エンジン１による駆動力がプラネタリギヤユニット２のサンギヤ２ａに入力され）、また、モータ３により駆動される場合は、図２に示すように、エンジン１からの駆動力はサンギヤ２ａへの入力トルクＴｓに、また、バッテリ１４からインバータ１５を介して電気エネルギがモータ３に供給され、モータ３で駆動力に変換されてリングギヤ２ｂへの入力トルクＴｒとなるわけであるが、プラネタリギヤの入出力特性から、サンギヤ２ａへの入力トルクＴｓ、リングギヤ２ｂへの入力トルクＴｒ、キャリア２ｃの出力トルクＴｃは、以下の（１）式で示すような関係となる。
Ｔｃ＝Ｔｓ＋Ｔｒ …（１）
【００２１】
従って、プラネタリギヤユニット２で、エンジン１によるサンギヤ２ａへの入力トルクＴｓと、モータ３によるリングギヤ２ｂへの入力トルクＴｒとが合成されてキャリア２ｃから出力され、エンジン１とモータ３のそれぞれの出力トルクが小さい場合であってもキャリア２ｃから大きな出力トルクを得ることができる。
【００２２】
加えて、プラネタリギヤユニット２のキャリア２ｃには、モータ４が連結されており、このモータ４による駆動力も合成することで、より大きな出力トルクを得ることができる。すなわち、この場合は、バッテリ１４からインバータ１６を介して電気エネルギがモータ４に供給され、モータ４で駆動力に変換されて、上述のプラネタリギヤユニット２で合成された出力トルクＴｃにさらに加えて出力される。モータ４による出力トルクをＴｍとすると、ＣＶＴ５に入力される最大出力可能なトルクＴout は、以下の（２）式で示す値となる。
Ｔout ＝Ｔｃ＋Ｔｍ＝Ｔｓ＋Ｔｒ＋Ｔｍ …（２）
【００２３】
このように、エンジン１、モータ３，４のそれぞれの出力トルクが小さい場合であっても、大きな出力トルクを得ることができ、ＣＶＴ５を介して駆動輪９に伝達されて大きな車両駆動力を得ることができる。尚、図２及び以下に説明する図３〜図７において、二点鎖線は電気の流れを模式的に示し、一点鎖線はトルク伝達の流れを模式的に示す。
【００２４】
この場合、プラネタリギヤにおいて、サンギヤ２ａの入力トルクＴｓとリングギヤ２ｂの入力トルクＴｒとは、それぞれが合成されてキャリア２ｃの出力トルクＴｃとなるためには互いに反力を受けなくてはならず、各入力トルクＴｓ，Ｔｒの関係は、サンギヤ２ａの歯数Ｚｓ、リングギヤ２ｂの歯数Ｚｒによって表されるギヤ比ｉ（ｉ＝Ｚｓ／Ｚｒ）を用いて表わされる以下の（３），（４）式に示す関係から、以下の（５）式を満足しなけらばならない。
Ｔｃ・ｉ／（１＋ｉ）＝Ｔｓ …（３）
Ｔｃ・１／（１＋ｉ）＝Ｔｒ …（４）
Ｔｓ＝ｉ・Ｔｒ …（５）
【００２５】
また、プラネタリギヤにおいては、サンギヤ２ａの回転数をＮｓ、リングギヤ２ｂの回転数をＮｒ、キャリア２ｃの回転数をＮｃとすると、各回転数は以下の（６）式で示される関係となり、サンギヤ２ａの回転数Ｎｓ及びリングギヤ２ｂの回転数Ｎｒを制御することでキャリア２ｃの回転数Ｎｃを自由に設定することができる。尚、Ｎｓ＝Ｎｒのときには、Ｎｃ＝Ｎｒ＝Ｎｓとなり、全ての入出力回転数が一致する。
（１＋ｉ）・Ｎｃ＝Ｎｒ＋ｉ・Ｎｓ …（６）
【００２６】
従って、プラネタリギヤの各ギヤの入出力トルクの関係はプラネタリギヤのギヤ比ｉで決まるため、各ギヤのトルクの関係を維持した上で、モータ３の回転数を制御すると、プラネタリギヤの出力回転数に関係なく、エンジン１の回転数を自由に設定できることになり、例えば、所定の条件では走行中にエンジン１を停止する、燃料消費率のよいエンジン回転数領域を使う等の制御が可能になる。
【００２７】
一般的に、プラネタリギヤの構造上、Ｚｓ＜Ｚｒであるためギヤ比ｉはｉ＜１であり、上記（５）式から明らかなように、リングギヤ２ｂへの入力トルクＴｒはサンギヤ２ａへの入力トルクＴｓに対して１／ｉ（＞１）倍となる。しかし、この時のリングギヤ２ｂの入力トルクＴｒはモータ３のみにより得られているから、バッテリ１４からの電力の供給が必要になり、例えば長時間の走行を行うとバッテリ１４の充電量が不足するような事態が予想される。従って、このような場合には、図３に示すように、モータ４を発電機として使用し、走行する。
【００２８】
すなわち、プラネタリギヤの出力軸上のモータ４を発電機として使うことで、エンジン出力に対して、プラネタリギヤへの入力トルクのうち、リングギヤ２ｂからの入力トルク分をモータ４で吸収し、これにより得られた電力でモータ３を駆動することで、バッテリ１４に充電された電気を使わないでエンジン１だけの走行が可能になる。
【００２９】
この時、モータ３の発生駆動力に必要な電力は、モータ３，４やインバータ１５，１６の効率特性より、モータ３の駆動力によるモータ４の発電量だけでは十分でないため、モータ３とエンジン１の出力トルクの一部を加えた駆動力による発電となる。
【００３０】
尚、このような状況で、バッテリ１４への充電が必要になったときには、モータ３の必要電力に対し、モータ４の発電量が多くなるように制御する。また、主としてエンジン１の駆動力で走行中に、登坂や急加速等によってエンジン１の出力に対して負荷が大きくなり、モータ３のアシスト力を大きくする必要が生じた場合には、モータ４の発電量を抑えてプラネタリギヤユニット２の出力トルクの動力吸収量を抑えるとともに、不足するモータ３への電力の供給をバッテリ１４から行うように制御する。
【００３１】
一方、減速時や制動時等において、ＣＶＴ５からの入力トルクに対し、バッテリ１４に十分な充電が行われており、バッテリ１４への充電が必要ない場合で、エンジンブレーキのみ又はエンジンブレーキと一部モータによる動力吸収を併用する際は、前述のようにプラネタリギヤの特性から、モータ３でもトルクの吸収を行わなければならない。このとき、エンジンブレーキとモータ３でトルクの吸収が行われることから大きな制動力と同時にモータ３による発電が行われることになる。
【００３２】
このため、図４に示すように、モータ３の吸収トルク分の駆動力を、モータ３で発電した電力でモータ４に発生させることで、バッテリ１４に充電すること無しにエンジンブレーキのみを発生させることが可能となる。
【００３３】
この時、モータ４の発生駆動力に必要な電力は、モータ３，４やインバータ１５，１６の効率特性より、モータ４の駆動力によるモータ３の発電量だけでは十分でないため、モータ４とエンジン１への一部を加えた駆動力による発電となる。なお、バッテリ１４への充電が必要になった場合には、モータ３の発電量をそのままにしてモータ４への供給電力を低くするように制御することで、エンジンブレーキ性能を低下させることなくバッテリ１４への充電が可能となる。
【００３４】
さらに、車両が後退する場合には、一般にはエンジン回転は前進時と同一方向の回転であることから、モータ４で走行することになるが、バッテリ１４の充電量が不足する場合は、図５に示すように、エンジン１の出力トルクをモータ３でプラネタリギヤユニット２のキャリア２ｃに出力しないようにトルク調整をしながら発電することで、後退時の走行性を確保することが可能である。この時、バッテリの充電量に合わせて、バッテリ１４のみの走行から、モータ３からの充電をしながらの走行までを状況に応じて制御することが可能である。
【００３５】
以上の様に、プラネタリギヤユニット２を介してのエンジン１及びモータ３，４の駆動と発電によりトルクを制御することでバッテリ１４への充電とＣＶＴ５に対しての出力を適切に行うことが可能になる。そして、この出力された駆動力は、ＣＶＴ５の使用によって適切に制御され、エンジン１及びモータ３，４の出力効率を最適化するとともに、駆動軸で必要とされる駆動力を確保することができる。
【００３６】
ここで、前述したようにプラネタリギヤの入出力トルクの関係はギヤ比ｉで決まるため、各ギヤのトルクの関係を維持した上で、モータ３の回転数を制御するとエンジン１とキャリア２ｃの回転数を制御することが可能である。このため、車速が低い場合は、サンギヤ２ａまたはリングギヤ２ｂのどちらかの回転数を高くすることで、もう片方の回転を止めたり、また、エンジン１を回転させたまま出力軸回転を逆にすることが可能であるが、車速が高い場合では、どちらか一方の回転数を一定とし、出力軸回転数を高くしようとすると、もう片方の回転数を必要とする出力回転よりも高くしなければならない。
【００３７】
例えば、エンジン１によって駆動されるサンギヤ２ａの回転数を一定とし、サンギヤ２ａを基準とするリングギヤ２ｂ及びキャリア２ｃの回転数について考えると、この場合は、サンギヤ２ａを固定した場合と同様であり、上記（６）式においてＮｓ＝０とおくことができることから、モータ３によって駆動されるリングギヤ２ｂの回転数（サンギヤ２ａに対する回転数差）はキャリア２ｃの回転数（同じく、サンギヤ２ａに対する回転数差）の（１＋ｉ）倍となる。
【００３８】
また、モータ３によって駆動されるリングギヤ２ｂの回転数を一定とし、リングギヤ２ｂを基準とするサンギヤ２ａ及びキャリア２ｃの回転数について考えると、リングギヤ２ｂを固定した場合と同様であることから、上記（６）式においてＮｒ＝０とおくことができ、エンジン１によって駆動されるサンギヤ２ａの回転数（リングギヤ２ｂに対する回転数差）はキャリア２ｃの回転数（同じく、リングギヤ２ｂに対する回転数差）の（１＋ｉ）／ｉ倍となる。
【００３９】
すなわち、サンギヤ２ａを駆動するエンジン１の回転数を一定として出力回転数（キャリア回転数）を高くしようとするとモータ３の回転数が出力回転数（キャリア回転数）よりも高くなり、リングギヤ２ｂを駆動するモータ３の回転数を一定として出力回転数（キャリア回転数）を高くしようとするとエンジン１の回転数が出力回転数（キャリア回転数）よりも高くなってしまう。このように、モータ回転数が高くなることは効率及び信頼性の低下を招くことになり、また、エンジン回転数が高くなることにより高回転対応のための内部フリクションの増加等を招く。
【００４０】
本来、エンジンは、燃焼効率の高い、排気ガスの清浄化を期待できる回転数域で使用されることが望ましく、一方、車両においては、モータの回転制御範囲を超えるような出力軸回転数の変化がある。従って、駆動輪９からの要求駆動力に対し、プラネタリギヤユニット２の出力軸に配置したＣＶＴ５の変速比を適切に制御することで、プラネタリギヤユニット２への入力トルクを低く抑えることが可能となり、プラネタリギヤユニット２の出力回転数を適切に制御することができる。
【００４１】
さらに、モータ４がキャリア２ｃと連結され、モータ３に駆動力が作用しなければ、プラネタリギヤユニット２から駆動力は出力されないため、図６に示すように、駆動輪９における必要な駆動力をモータ４及びＣＶＴ５の変速比のそれぞれを制御して発生させること、あるいは、図７に示すように、駆動輪９における必要な制動力をモータ４及びＣＶＴ５の変速比のそれぞれを制御して発生させることが可能である。
【００４２】
すなわち、モータ４が駆動軸８に対しある一定ギヤ比で連結しているとすると、このギヤ比を車両の高速走行時を想定し、モータ４の回転数を抑えるように設定すると、駆動輪９において必要な最大駆動力に対応するための駆動力と発電による制動力が求められるため、モータ４の大容量化が避けられない。一方、出力の小さい小型のモータで駆動力を得るためのギヤ比を設定すると、車両を高速走行しようとしてもモータ回転数が追従できないことになる。そこで、モータ４と駆動軸８の間にＣＶＴ５を配置することで、駆動輪に必要な駆動力をモータ４及びＣＶＴ５の変速比のそれぞれで制御し、最も出力効率の高いモータの使用と同時に、十分な駆動力を確保することが可能となる。同様に、モータ４及びＣＶＴ５の変速比のそれぞれを制御することで、駆動輪に必要な制動力を得ることが可能になる。なお、モータ３に駆動力や制動力を発生させないことは、エンジン１の運転条件に関係なく、モータ４とＣＶＴ５の制御のみで車両の走行条件を設定できるので、制御仕様も簡素にすることができる。
【００４３】
すなわち、必要な駆動軸の回転数と車両駆動力の変化に対し、ＣＶＴ５によってエンジン１とモータ３，４の使用条件を最適範囲に抑えることでエンジン性能を特化し、さらに、燃焼効率の高い、排気ガスエミッションの低い領域でエンジン１を使用する頻度を大幅に増やすことができ、走行性能を確保しつつ、燃費改善、低公害化を実現することができるのである。
【００４４】
【発明の効果】
以上説明したように、請求項１記載の発明によれば、エンジンの出力軸をプラネタリギヤのサンギヤと連結し、プラネタリギヤのリングギヤに第１のモータを連結し、プラネタリギヤのキャリアに第２のモータと複数段あるいは無段階に変速比を切り換え可能な動力変換機構を連結して、この動力変換機構はプラネタリギヤと駆動輪との間で変速及びトルク増幅を行なうため、駆動の際はエンジン、第１，第２のモータを駆動源とし、また、エンジン、第１のモータを駆動源、第２のモータを発電機とし、または、第２のモータのみを駆動源とし、制動の際は第１のモータを発電機、第２のモータを駆動源とし、あるいは、第２のモータのみを発電機とする等、様々な制御が行え、比較的低出力の２つのモータを用いて駆動力の確保と動力エネルギの回収効率向上を達成するとともに、駆動輪からの要求駆動力に対してエンジン及びモータ制御の最適化を実現することができ、また、エンジンと２つのモータの制御の互いの影響が少なく、制御も簡素で、制御自由度も向上させることができる。
【００４５】
また、請求項２記載の発明では、請求項１記載の動力変換機構をベルト式無段変速機として変速比を無段階で変化させて変速及びトルク増幅を行なうため、上記請求項１記載の発明の効果に加え、駆動輪からの要求駆動力に対してプラネタリギヤへの入出力トルク及び回転数を自由に制御することが可能となり、エンジン及び第１，第２のモータの制御をより最適化することができる効果を有する。
【図面の簡単な説明】
【図１】駆動系の基本構成を示す説明図
【図２】エンジンの駆動力を考慮して第１，第２のモータによって走行する場合のトルク及び電気の流れを示す説明図
【図３】エンジンの駆動力を考慮して第１のモータでは駆動を第２のモータでは発電をして走行する場合のトルク及び電気の流れを示す説明図
【図４】第１のモータを発電機として使用し、第２のモータで駆動力を発生させる制動の場合のトルク及び電気の流れを示す説明図
【図５】車両後退時のトルク及び電気の流れを示す説明図
【図６】第２のモータのみを利用して駆動力を得る場合のトルク及び電気の流れを示す説明図
【図７】第２のモータのみを利用して制動力を得る場合のトルク及び電気の流れを示す説明図
【符号の説明】
１ …エンジン
２ …プラネタリギヤユニット
２ａ…サンギヤ
２ｂ…リングギヤ
２ｃ…キャリア
３ …第１のモータ
４ …第２のモータ
５ …ベルト式無段変速機（動力変換機構）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid vehicle that uses both an engine and a motor, and more particularly, to a hybrid vehicle that uses two relatively low-power motors to secure driving force and improve recovery efficiency of power energy.
[0002]
[Prior art]
In recent years, in vehicles such as automobiles, a hybrid vehicle using both an engine and a motor has been developed from the viewpoint of low pollution and resource saving. This hybrid vehicle is equipped with two motors for power generation and power source. As a result, many technologies for improving the recovery efficiency of motive energy and ensuring the running performance are employed.
[0003]
For example, in Japanese Patent Laid-Open No. 9-46821, a power distribution mechanism using a differential distribution mechanism such as a differential gear is used to distribute engine power to a generator and a motor (drive motor). A hybrid vehicle that travels by driving a motor while generating electric power is disclosed, and Japanese Patent Laid-Open No. 9-100903 discloses that the power of an engine is distributed to a generator and a motor (drive motor) by a planetary gear. A hybrid vehicle is disclosed.
[0004]
[Problems to be solved by the invention]
However, in each of the above-described prior arts, most of the driving force at low speed depends on the driving motor, so not only a large motor with a large capacity is required for driving, but also the torque required for the driving wheels. Since the amplification function depends on the electric power, a generator having a power generation capacity capable of maintaining a constant running performance even when the battery capacity is not sufficient is required, which causes an increase in cost.
[0005]
In addition, in a vehicle, there is a change in the rotational speed of the output shaft that exceeds the rotation control range of the motor (generator). Therefore, by simply distributing the engine output to the generator and the drive motor, the required drive from the drive wheels The engine and motor control cannot always be sufficiently optimized for the force.
[0006]
By the way, in a hybrid vehicle having an engine and two motors, the optimal control method for the engine and the two motors varies depending on the use form of the vehicle and the running conditions of the vehicle, but the control of the engine and the two motors influence each other. It is desirable to be able to control appropriately and simply in each efficient operating range without matching.
[0007]
The present invention has been made in view of the above circumstances, and achieves securing of driving force and improvement of recovery efficiency of power energy by using two motors of relatively low output, and also with respect to required driving force from driving wheels. It is an object of the present invention to provide a hybrid vehicle that can realize optimization of engine and motor control, has little influence on the control of the engine and two motors, is simple in control, and has a high degree of freedom of control. .
[0008]
[Means for Solving the Problems]
According to a first aspect of the present invention, in a hybrid vehicle that uses both the output of the engine and the output of the motor as a travel drive source, a sun gear connected to the output shaft of the engine and a pinion meshing with the sun gear are rotatable. A planetary gear having a carrier to be supported and a ring gear meshing with the pinion, a first motor that is connected to the ring gear of the planetary gear and can be used as a drive source or a generator, and is connected to the planetary gear carrier and driven. A second motor that can be used as a power source or a generator, and a planetary gear carrier that is connected to the planetary gear carrier together with the second motor. And a power conversion mechanism that performs gear shifting and torque amplification between That.
[0009]
According to a second aspect of the present invention, in the first aspect of the invention, the power conversion mechanism is configured such that a drive belt is wound between a primary pulley pivotally supported by the input shaft and a secondary pulley pivotally supported by the output shaft. A belt type continuously variable transmission is formed.
[0010]
That is, according to the first aspect of the invention, the output shaft of the engine is connected to the sun gear of the planetary gear, the first motor is connected to the ring gear of the planetary gear, and the second motor is shifted to the planetary gear carrier in multiple stages or continuously. A power conversion mechanism capable of switching the ratio is connected, and the power conversion mechanism performs speed change and torque amplification between the planetary gear and the drive wheel.
[0011]
The first and second motors can be used simultaneously as a drive source or a generator, or one can be used as a drive source and the other as a generator depending on running conditions.
[0012]
For example, a driving force is supplied from the engine to the sun gear of the planetary gear and from the first motor to the ring gear of the planetary gear. These driving forces are combined and output by the planetary gear, and in addition to this driving force, the driving force is further supplied from the second motor. Is supplied to the drive wheel via the power conversion mechanism. Also, driving force is supplied from the engine to the sun gear of the planetary gear and from the first motor to the ring gear of the planetary gear, and these driving forces are synthesized and output by the planetary gear. At this time, the second motor generates power and runs. Or by generating power with the first motor using the output torque of the engine and driving with the second motor, or without considering the driving force of the engine. It is possible to perform control such as traveling with only the driving force of the motor. Also, during deceleration, braking, etc., the driving force returned from the drive wheels via the power conversion mechanism is absorbed as torque for power generation by the first and second motors and absorbed by the engine. Or, the first motor generates power and the second motor generates driving force to be absorbed by the engine, or the power conversion mechanism is operated from the driving wheel side without considering the absorption of the driving force to the engine. Thus, it is possible to perform control such as power generation using only the second motor by using the driving force returned through the second motor.
[0013]
In this case, as described in claim 2, as the power conversion mechanism, a belt formed by winding a drive belt between a primary pulley pivotally supported by the input shaft and a secondary pulley pivotally supported by the output shaft. It is desirable to use a continuously variable transmission and perform gear shifting and torque amplification by switching the gear ratio steplessly.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. 1 to 7 relate to an embodiment of the present invention, FIG. 1 is an explanatory diagram showing the basic configuration of a drive system, and FIG. 2 is driven by first and second motors in consideration of the driving force of the engine. FIG. 3 shows the torque and electric flow when driving with the first motor and generating power with the second motor in consideration of the driving force of the engine. FIG. 4 is an explanatory diagram showing the torque and electric flow in the case of braking in which the first motor is used as a generator and the second motor generates a driving force, and FIG. 6 is an explanatory diagram showing the flow of electricity, FIG. 6 is an explanatory diagram showing the flow of torque and electricity when driving force is obtained using only the second motor, and FIG. 7 is a braking force using only the second motor. It is explanatory drawing which shows the torque and the flow of electricity when obtaining.
[0015]
The hybrid vehicle according to the present invention is a parallel hybrid type vehicle using both an engine and a motor. As shown in FIG. 1, an output shaft 1a of the engine 1 is connected to a sun gear 2a of a planetary gear unit 2 (single pinion). The ring gear 2b of the planetary gear unit 2 is connected to a first motor 3 (hereinafter simply referred to as the motor 3) that controls the function of the planetary gear unit 2 and can be switched as a drive source or a generator. A carrier 2c that rotatably supports a pinion that meshes with the ring gear 2b and a second motor 4 (hereinafter simply referred to as a motor 4) that can be switched as a drive source or a generator performs speed change and torque amplification. Connected to the power conversion mechanism 5 responsible for the power conversion function during traveling. Drive system is key configured.
[0016]
As the power conversion mechanism 5, a transmission using a combination of gear trains, a transmission using a fluid torque converter, or the like can be used. However, the primary pulley 5 b and the output shaft 5 c that are supported by the input shaft 5 a are used. It is desirable to employ a belt type continuously variable transmission (CVT) in which a drive belt 5e is wound around a secondary pulley 5d that is pivotally supported. In this embodiment, the power conversion mechanism 5 is hereinafter referred to as a CVT5. Will be described.
[0017]
That is, in the drive system of the hybrid vehicle in this embodiment, the planetary gear unit 2 is disposed between the output shaft 1a of the engine 1 and the input shaft 5a of the CVT 5, and the sun gear 2a of the planetary gear unit 2 is the output shaft of the engine 1. The carrier 2c is coupled to the input shaft 5a of the CVT 5 via one motor 4 and the other motor 3 is coupled to the ring gear 2b. A differential mechanism 7 is connected to the output shaft 5 c of the CVT 5 via a reduction gear train 6, and a front wheel or a rear wheel drive wheel 9 is connected to the differential mechanism 7 via a drive shaft 8.
[0018]
The engine 1, the two motors 3, 4, and the CVT 5 are centrally controlled by the monitoring / control system 10. The monitoring / control system 10 includes a driver will determination system 11 that determines the driver's driving operation status by detecting the depression of the accelerator pedal and the brake pedal, the steering angle of the steering, etc., the brake operation state, the engine 1 and ABS ( Anti-skid brake system), etc., vehicle control status determination system 12 for determining the control status of the vehicle from the operating status of auxiliary equipment such as lights and air conditioners, vehicle speed, uphill and downhill, road surface conditions, etc. A driving condition determination system 13 for determining a change in the current driving condition of the vehicle is connected, and the engine 1, the two motors 3, 4, the operating state of the CVT 5 and the state of the battery 14 are monitored, and information from each system is displayed. Based on the control of the engine 1, the drive of the motors 3 and 4 through the inverters 15 and 16, and the charging control of the battery, VT5 performs control of the gear ratio and the oil pressure supplied.
[0019]
In the drive system configured as described above, as described above, the engine 1 is coupled to the sun gear 2a of the planetary gear unit 2, and the motor 3 is coupled to the ring gear 2b so as to obtain an output synthesized by the planetary gear from the carrier 2c. Further, since the motor 4 is connected to the carrier 2c so that the output from the motor 4 can be combined, and further, these outputs are shifted and torque-amplified by the CVT 5 and transmitted to the drive wheels 9, so that the two motors 3 , 4 can be used for both power generation and driving force supply, and a relatively small output motor can be used.
[0020]
That is, in consideration of the driving force of the engine 1 (the driving force by the engine 1 is input to the sun gear 2a of the planetary gear unit 2), and when driven by the motor 3, as shown in FIG. The driving force is input torque Ts to the sun gear 2a, and electric energy is supplied to the motor 3 from the battery 14 via the inverter 15, and converted into driving force by the motor 3 to become the input torque Tr to the ring gear 2b. However, from the input / output characteristics of the planetary gear, the input torque Ts to the sun gear 2a, the input torque Tr to the ring gear 2b, and the output torque Tc of the carrier 2c have the relationship shown by the following equation (1).
Tc = Ts + Tr (1)
[0021]
Therefore, in the planetary gear unit 2, the input torque Ts to the sun gear 2a by the engine 1 and the input torque Tr to the ring gear 2b by the motor 3 are combined and output from the carrier 2c, and the output torques of the engine 1 and the motor 3 respectively. Even if is small, a large output torque can be obtained from the carrier 2c.
[0022]
In addition, a motor 4 is coupled to the carrier 2c of the planetary gear unit 2, and a larger output torque can be obtained by combining the driving force of the motor 4. That is, in this case, electric energy is supplied from the battery 14 to the motor 4 via the inverter 16, converted into driving force by the motor 4, and output in addition to the output torque Tc synthesized by the planetary gear unit 2 described above. Is done. Assuming that the output torque from the motor 4 is Tm, the maximum outputable torque Tout input to the CVT 5 is a value represented by the following equation (2).
Tout = Tc + Tm = Ts + Tr + Tm (2)
[0023]
Thus, even when the output torque of each of the engine 1 and the motors 3 and 4 is small, a large output torque can be obtained and transmitted to the drive wheels 9 via the CVT 5 to obtain a large vehicle driving force. be able to. 2 and FIGS. 3 to 7 described below, the two-dot chain line schematically shows the flow of electricity, and the one-dot chain line schematically shows the flow of torque transmission.
[0024]
In this case, in the planetary gear, the input torque Ts of the sun gear 2a and the input torque Tr of the ring gear 2b must be subjected to reaction forces in order to be combined to become the output torque Tc of the carrier 2c. The relationship between the input torques Ts and Tr is expressed by using the gear ratio i (i = Zs / Zr) represented by the number of teeth Zs of the sun gear 2a and the number of teeth Zr of the ring gear 2b. From the relationship shown in the equation, the following equation (5) must be satisfied.
Tc · i / (1 + i) = Ts (3)
Tc · 1 / (1 + i) = Tr (4)
Ts = i · Tr (5)
[0025]
In the planetary gear, when the rotational speed of the sun gear 2a is Ns, the rotational speed of the ring gear 2b is Nr, and the rotational speed of the carrier 2c is Nc, the rotational speeds are represented by the following expression (6), and the sun gear 2a The rotational speed Nc of the carrier 2c can be freely set by controlling the rotational speed Ns of the ring gear 2b and the rotational speed Nr of the ring gear 2b. When Ns = Nr, Nc = Nr = Ns, and all the input / output rotational speeds coincide.
(1 + i) · Nc = Nr + i · Ns (6)
[0026]
Accordingly, since the input / output torque relationship of each gear of the planetary gear is determined by the gear ratio i of the planetary gear, if the rotation speed of the motor 3 is controlled while maintaining the torque relationship of each gear, the relationship is related to the output rotation speed of the planetary gear. In other words, the engine 1 can be set freely, for example, under certain conditions, the engine 1 can be stopped during traveling, or an engine speed region with a high fuel consumption rate can be used.
[0027]
Generally, because of the structure of the planetary gear, since Zs <Zr, the gear ratio i is i <1, and as is clear from the above equation (5), the input torque Tr to the ring gear 2b is the input torque to the sun gear 2a. 1 / i (> 1) times the Ts. However, since the input torque Tr of the ring gear 2b at this time is obtained only by the motor 3, it is necessary to supply power from the battery 14. For example, if the vehicle travels for a long time, the amount of charge of the battery 14 is insufficient. Such a situation is expected. Therefore, in such a case, as shown in FIG. 3, the motor 4 is used as a generator and travels.
[0028]
That is, by using the motor 4 on the output shaft of the planetary gear as a generator, the input torque from the ring gear 2b out of the input torque to the planetary gear is absorbed by the motor 4 with respect to the engine output. By driving the motor 3 with the generated electric power, it is possible to run only the engine 1 without using the electricity charged in the battery 14.
[0029]
At this time, the electric power required for the driving force generated by the motor 3 is not sufficient because the power generation amount of the motor 4 by the driving force of the motor 3 is not sufficient from the efficiency characteristics of the motors 3 and 4 and the inverters 15 and 16. The power is generated by a driving force obtained by adding a part of the output torque of 1.
[0030]
In this situation, when the battery 14 needs to be charged, control is performed so that the power generation amount of the motor 4 is larger than the required power of the motor 3. Further, when the vehicle 4 is driven mainly by the driving force of the engine 1 and the load on the output of the engine 1 increases due to climbing or sudden acceleration, etc., and it becomes necessary to increase the assisting force of the motor 3, The power generation amount is suppressed, the power absorption amount of the output torque of the planetary gear unit 2 is suppressed, and control is performed so that power supply to the insufficient motor 3 is performed from the battery 14.
[0031]
On the other hand, when deceleration or braking, the battery 14 is sufficiently charged with respect to the input torque from the CVT 5, and charging of the battery 14 is not necessary. When the power absorption by the motor is used in combination, the motor 3 must also absorb the torque due to the characteristics of the planetary gear as described above. At this time, since the engine brake and the motor 3 absorb the torque, the motor 3 generates power simultaneously with a large braking force.
[0032]
For this reason, as shown in FIG. 4, only the engine brake is generated without charging the battery 14 by causing the motor 4 to generate the driving force corresponding to the absorption torque of the motor 3 with the electric power generated by the motor 3. It becomes possible.
[0033]
At this time, the electric power required for the driving force generated by the motor 4 is not sufficient because the power generation amount of the motor 3 by the driving force of the motor 4 is not sufficient from the efficiency characteristics of the motors 3 and 4 and the inverters 15 and 16. The power is generated by the driving force with a part added to 1. In addition, when the battery 14 needs to be charged, the battery 3 is controlled without decreasing the engine brake performance by controlling the power generation amount of the motor 3 as it is to reduce the power supplied to the motor 4. 14 can be charged.
[0034]
Further, when the vehicle moves backward, the engine rotation is generally in the same direction as the forward movement, so that the motor 4 travels. However, when the battery 14 is insufficiently charged, FIG. As shown in FIG. 4, it is possible to ensure the traveling performance during reverse by generating power while adjusting the torque so that the output torque of the engine 1 is not output to the carrier 2c of the planetary gear unit 2 by the motor 3. At this time, according to the situation, it is possible to control from running of only the battery 14 to running while charging from the motor 3 in accordance with the amount of charge of the battery.
[0035]
As described above, it is possible to appropriately charge the battery 14 and output to the CVT 5 by controlling the torque by driving the engine 1 and the motors 3 and 4 via the planetary gear unit 2 and generating power. Become. The output driving force is appropriately controlled by using the CVT 5 to optimize the output efficiency of the engine 1 and the motors 3 and 4 and secure the driving force required for the drive shaft. .
[0036]
Here, since the relationship between the input and output torques of the planetary gear is determined by the gear ratio i as described above, the number of rotations of the engine 1 and the carrier 2c is controlled by controlling the number of rotations of the motor 3 while maintaining the relationship of the torques of the respective gears. Can be controlled. For this reason, when the vehicle speed is low, the rotation speed of either the sun gear 2a or the ring gear 2b is increased to stop the other rotation, or the output shaft rotation is reversed while the engine 1 is rotating. However, when the vehicle speed is high, if one of the rotation speeds is kept constant and the output shaft rotation speed is increased, the other rotation speed must be set higher than the required output rotation speed. Don't be.
[0037]
For example, when the rotational speed of the sun gear 2a driven by the engine 1 is constant and the rotational speeds of the ring gear 2b and the carrier 2c based on the sun gear 2a are considered, this is the same as when the sun gear 2a is fixed, Since Ns = 0 in the above equation (6), the rotational speed of the ring gear 2b driven by the motor 3 (the rotational speed difference with respect to the sun gear 2a) is the rotational speed of the carrier 2c (similarly, the rotational speed difference with respect to the sun gear 2a). ) Times (1 + i) times.
[0038]
In addition, assuming that the rotation speed of the ring gear 2b driven by the motor 3 is constant and the rotation speeds of the sun gear 2a and the carrier 2c based on the ring gear 2b are the same as the case where the ring gear 2b is fixed, the above ( 6) Nr = 0 can be set, and the rotational speed of the sun gear 2a driven by the engine 1 (the rotational speed difference with respect to the ring gear 2b) is the rotational speed of the carrier 2c (also the rotational speed difference with respect to the ring gear 2b) ( 1 + i) / i times.
[0039]
That is, if the engine 1 that drives the sun gear 2a is kept at a constant rotational speed and the output rotational speed (carrier rotational speed) is to be increased, the rotational speed of the motor 3 becomes higher than the output rotational speed (carrier rotational speed). If an attempt is made to increase the output rotational speed (carrier rotational speed) while keeping the rotational speed of the motor 3 to be driven constant, the rotational speed of the engine 1 becomes higher than the output rotational speed (carrier rotational speed). As described above, an increase in the motor rotational speed leads to a decrease in efficiency and reliability, and an increase in the engine rotational speed causes an increase in internal friction for high rotational speed.
[0040]
Originally, it is desirable that the engine be used in a rotation speed range where combustion efficiency is high and exhaust gas purification can be expected. On the other hand, in a vehicle, the change in the output shaft rotation speed exceeds the rotation control range of the motor. There is. Therefore, the input torque to the planetary gear unit 2 can be kept low by appropriately controlling the transmission ratio of the CVT 5 disposed on the output shaft of the planetary gear unit 2 with respect to the required driving force from the drive wheels 9. The output rotation speed of the unit 2 can be appropriately controlled.
[0041]
Further, if the motor 4 is connected to the carrier 2c and no driving force acts on the motor 3, the driving force is not output from the planetary gear unit 2, so that the necessary driving force in the driving wheels 9 is supplied to the motor as shown in FIG. 4 and control the gear ratio of CVT5 to generate each other, or as shown in FIG. 7, to generate the necessary braking force in the drive wheels 9 by controlling the gear ratio of motor 4 and CVT5 respectively. Is possible.
[0042]
That is, if the motor 4 is connected to the drive shaft 8 at a certain gear ratio, the gear ratio is set so as to suppress the rotation speed of the motor 4 assuming that the vehicle is traveling at a high speed. In this case, since the driving force and the braking force due to the power generation required for the required maximum driving force are required, it is inevitable to increase the capacity of the motor 4. On the other hand, if a gear ratio for obtaining a driving force is set with a small motor having a small output, the motor rotational speed cannot follow even if the vehicle is driven at a high speed. Therefore, by disposing the CVT 5 between the motor 4 and the drive shaft 8, the driving force required for the drive wheels is controlled by each of the gear ratios of the motor 4 and CVT 5, and simultaneously with the use of the motor with the highest output efficiency, It is possible to ensure a sufficient driving force. Similarly, by controlling each of the gear ratios of the motor 4 and the CVT 5, it becomes possible to obtain the braking force required for the drive wheels. It should be noted that the fact that the driving force or braking force is not generated in the motor 3 can set the vehicle traveling conditions only by the control of the motor 4 and the CVT 5 regardless of the operating conditions of the engine 1, thereby simplifying the control specifications. it can.
[0043]
In other words, the engine performance is specialized by suppressing the usage conditions of the engine 1 and the motors 3 and 4 to the optimum range by the CVT 5 with respect to the required rotational speed of the drive shaft and changes in the vehicle driving force, and further, the combustion efficiency is high. The frequency of using the engine 1 in a region where exhaust gas emissions are low can be greatly increased, and fuel efficiency can be improved and pollution can be reduced while ensuring running performance.
[0044]
【The invention's effect】
As described above, according to the first aspect of the present invention, the output shaft of the engine is connected to the sun gear of the planetary gear, the first motor is connected to the ring gear of the planetary gear, and the second motor and the plurality of motors are connected to the planetary gear carrier. A power conversion mechanism capable of changing the gear ratio stepwise or steplessly is connected, and this power conversion mechanism performs speed change and torque amplification between the planetary gear and the drive wheel. No. 2 motor is the drive source, and the engine, the first motor is the drive source, the second motor is the generator, or only the second motor is the drive source, and the first motor is used for braking. Various controls can be performed, such as using a generator and a second motor as a drive source, or using only the second motor as a generator. It is possible to improve the recovery efficiency of the lugies, optimize the engine and motor control for the required driving force from the drive wheels, and have little influence on the control of the engine and the two motors. Control is simple and the degree of control freedom can be improved.
[0045]
According to a second aspect of the present invention, since the power conversion mechanism according to the first aspect is a belt type continuously variable transmission and the gear ratio is changed steplessly, the speed change and torque amplification are performed. In addition to the above effects, the input / output torque to the planetary gear and the rotational speed can be freely controlled with respect to the required driving force from the driving wheels, and the control of the engine and the first and second motors is further optimized. It has an effect that can be.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram showing the basic configuration of a drive system. FIG. 2 is an explanatory diagram showing the flow of torque and electricity when traveling by the first and second motors in consideration of the driving force of the engine. Explanatory drawing showing the flow of torque and electricity when driving with the first motor taking into account the driving force of the engine and generating electricity with the second motor. FIG. 4 uses the first motor as a generator. FIG. 5 is an explanatory diagram showing torque and electric flow when braking is performed to generate a driving force by the second motor. FIG. 5 is an explanatory diagram showing torque and electric flow when the vehicle is reverse. FIG. FIG. 7 is an explanatory diagram showing the flow of torque and electricity when only a second motor is used to obtain a driving force. FIG. 7 is an explanatory diagram showing the flow of torque and electricity when a braking force is obtained using only the second motor. Explanation of]
DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Planetary gear unit 2a ... Sun gear 2b ... Ring gear 2c ... Carrier 3 ... 1st motor 4 ... 2nd motor 5 ... Belt type continuously variable transmission (power conversion mechanism)

Claims (2)

エンジンの出力とモータの出力とを併用して走行駆動源とするハイブリッド車において、
上記エンジンの出力軸と連結したサンギヤと、このサンギヤに噛合するピニオンを回転自在に支持するキャリアと、上記ピニオンに噛合するリングギヤとを有するプラネタリギヤと、
上記プラネタリギヤのリングギヤに連結し、駆動源あるいは発電機として切換え使用可能な第１のモータと、
上記プラネタリギヤのキャリアに連結し、駆動源あるいは発電機として切換え使用可能な第２のモータと、
上記第２のモータとともに上記プラネタリギヤのキャリアに連結し、複数段あるいは無段階に切り換え可能な変速比に応じて上記プラネタリギヤと駆動輪との間で変速及びトルク増幅を行なう動力変換機構とを備えたことを特徴とするハイブリッド車。In hybrid vehicles that use both engine output and motor output as a driving source,
A planetary gear having a sun gear coupled to the output shaft of the engine, a carrier rotatably supporting a pinion meshing with the sun gear, and a ring gear meshing with the pinion;
A first motor connected to the ring gear of the planetary gear and switchable as a drive source or generator;
A second motor connected to the planetary gear carrier and switchable as a drive source or generator;
A power conversion mechanism that is coupled to the planetary gear carrier together with the second motor and performs gear shifting and torque amplification between the planetary gear and the drive wheel according to a gear ratio that can be switched in a plurality of stages or continuously. A hybrid vehicle characterized by that. 上記動力変換機構を、入力軸に軸支されるプライマリプーリと出力軸に軸支されるセカンダリプーリとの間に駆動ベルトを巻装してなるベルト式無段変速機とすることを特徴とする請求項１記載のハイブリッド車。The power conversion mechanism is a belt-type continuously variable transmission in which a drive belt is wound between a primary pulley supported by an input shaft and a secondary pulley supported by an output shaft. The hybrid vehicle according to claim 1.
JP2221098A 1997-12-26 1998-02-03 Hybrid car Expired - Fee Related JP3646965B2 (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP2221098A JP3646965B2 (en) 1998-02-03 1998-02-03 Hybrid car
US09/216,132 US6146302A (en) 1997-12-26 1998-12-18 Power transmitting system for a hybrid motor vehicle
DE69835174T DE69835174T2 (en) 1997-12-26 1998-12-23 Power transmission system for a hybrid vehicle
EP98124608A EP0925981A3 (en) 1997-12-26 1998-12-23 Power transmitting system for a hybrid motor vehicle
EP03006756A EP1321326B1 (en) 1997-12-26 1998-12-23 Power transmitting system for a hybrid motor vehicle
US09/663,270 US6383106B1 (en) 1997-12-26 2000-09-18 Power transmitting system for a hybrid motor
US10/094,091 US6602157B2 (en) 1997-12-26 2002-03-08 Power transmitting system for a hybrid motor vehicle

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KR20120085733A (en) * 2009-08-24 2012-08-01 쩌지앙 길리 홀딩 그룹 씨오., 엘티디. Power system of hybrid electric vehicle

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NL1020498C2 (en) * 2002-04-26 2003-10-28 Skf Ab Continuously variable transmission system and method for operating that system.
KR100887842B1 (en) 2007-12-13 2009-03-09 현대자동차주식회사 Regenerative device for braking force of hybrid vehicle
JP6176082B2 (en) * 2013-11-27 2017-08-09 アイシン・エィ・ダブリュ株式会社 Vehicle drive device
CN111361406B (en) * 2018-12-25 2024-01-30 广州汽车集团股份有限公司 Control method of automobile hybrid power system

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Publication number Priority date Publication date Assignee Title
KR20120085733A (en) * 2009-08-24 2012-08-01 쩌지앙 길리 홀딩 그룹 씨오., 엘티디. Power system of hybrid electric vehicle
KR101700676B1 (en) 2009-08-24 2017-01-31 코런 씨에이치에스 테크놀로지 씨오., 엘티디. Power system of hybrid electric vehicle

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