JP4400690B2 - Power transmission device for hybrid vehicle - Google Patents

Power transmission device for hybrid vehicle Download PDF

Info

Publication number
JP4400690B2
JP4400690B2 JP2009032387A JP2009032387A JP4400690B2 JP 4400690 B2 JP4400690 B2 JP 4400690B2 JP 2009032387 A JP2009032387 A JP 2009032387A JP 2009032387 A JP2009032387 A JP 2009032387A JP 4400690 B2 JP4400690 B2 JP 4400690B2
Authority
JP
Japan
Prior art keywords
gear
speed
power
electric motor
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2009032387A
Other languages
Japanese (ja)
Other versions
JP2009107626A (en
Inventor
高宏 翠
正憲 森
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Aisin Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd, Aisin Corp filed Critical Aisin Seiki Co Ltd
Priority to JP2009032387A priority Critical patent/JP4400690B2/en
Publication of JP2009107626A publication Critical patent/JP2009107626A/en
Application granted granted Critical
Publication of JP4400690B2 publication Critical patent/JP4400690B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)

Description

本発明は、内燃機関や電動機等の複数の原動機を備え、複数の原動機を適宜切換え又は同時に作動させることで低燃費且つ快適な走行が可能なハイブリッド車両の動力伝達装置に関するものである。   The present invention relates to a power transmission device for a hybrid vehicle that includes a plurality of prime movers such as an internal combustion engine and an electric motor, and that can switch between the plurality of prime movers as appropriate or simultaneously operate to achieve low fuel consumption and comfortable travel.

近年、手動変速機で採用されていた歯車式有段変速機の高伝達効率に着目し、歯車式有段変速機の変速操作及び変速機と内燃機関との間のクラッチのクラッチ操作を自動化した変速機の開発が進んでいる。この方式の変速機では、運転者のアクセル操作量と車両の走行状態に応じて自動的にクラッチ操作及び変速操作が行われるが、変速操作はクラッチを切断した状態で行なわれるので、変速操作中はエンジンの駆動力が車軸に伝達されない。したがって、変速操作中には運転者に脱力感（空走感）が感じられ、この脱力感が快適な走行の妨げになっている。   In recent years, focusing on the high transmission efficiency of gear-type stepped transmissions used in manual transmissions, the gear-type stepped transmission and the clutch operation of the clutch between the transmission and the internal combustion engine have been automated. Transmission development is progressing. In this type of transmission, the clutch operation and the shift operation are automatically performed according to the accelerator operation amount of the driver and the running state of the vehicle, but the shift operation is performed with the clutch disengaged. The engine driving force is not transmitted to the axle. Accordingly, the driver feels weakness (empty running) during the shifting operation, and this weakness hinders comfortable driving.

変速時の脱力感を低減又は回避する方法として、第２の駆動源としてモータ（電動機）を備え、クラッチの切断状態ではモータの駆動力を車軸に伝達させる方式の、所謂ハイブリッド構成の車両がある。その例として、特開平１１−６９５０９号に開示される技術が知られている。   As a method for reducing or avoiding the feeling of weakness at the time of shifting, there is a vehicle having a so-called hybrid configuration in which a motor (electric motor) is provided as a second driving source and the driving force of the motor is transmitted to the axle when the clutch is disengaged. . As an example, a technique disclosed in Japanese Patent Application Laid-Open No. 11-69509 is known.

この従来技術では、内燃機関の出力は、クラッチ、２軸式変速機、差動装置を経由して車軸に伝達される。第２の駆動源であるモータは、変速機と差動装置の中間に歯車手段を介して結合されており、変速中のクラッチが切断された状態にモータを駆動することで歯車手段を経由して差動装置及び車軸にモータの駆動力を伝達することができるので、変速中であっても車軸に駆動力が伝達され、脱力感を緩和することが可能である。   In this prior art, the output of the internal combustion engine is transmitted to the axle via a clutch, a two-shaft transmission, and a differential. The motor as the second drive source is coupled to the middle of the transmission and the differential via the gear means, and the motor is driven via the gear means by driving the motor in a state where the clutch being changed is disconnected. Thus, since the driving force of the motor can be transmitted to the differential and the axle, the driving force is transmitted to the axle even during a shift, and the feeling of weakness can be reduced.

上記以外の技術として特開平１１−１４１６６５号が知られている。この技術では、変速機内部にモータの出力を、歯車を介して伝達する歯車手段（４速ギヤに結合）が組み込まれており、クラッチが切断された状態でもモータの出力が歯車手段に伝達されることで変速時の脱力感を少なく出来る効果がある。   JP-A-11-141665 is known as a technique other than the above. In this technology, gear means for transmitting the output of the motor via a gear (incorporated to a 4-speed gear) is incorporated in the transmission, and the output of the motor is transmitted to the gear means even when the clutch is disengaged. This has the effect of reducing the feeling of weakness during shifting.

両者ともエンジンが駆動されていない状態でも、モータの出力のみで車両を低速状態で走行させる発進補助としての機能も有しており、モータの回転数に対して固定の比率で変速機の出力軸が回転する。   Both of them also have a function as a starting aid for driving the vehicle at a low speed only by the output of the motor even when the engine is not driven, and the output shaft of the transmission is fixed at a fixed ratio with respect to the rotational speed of the motor. Rotates.

特開平１１−６９５０９号公報Japanese Patent Laid-Open No. 11-69509 特開平１１−１４１６６５号公報JP-A-11-141665

上述した２つの従来技術とも、モータの回転数と車軸又は差動手段との回転数との比は歯車手段によって一定に定められている。そのため、車両停止時からのあるいは低速時におけるモータによる車両の発進補助と、車両の高速時におけるモータによる脱力感緩和とを１つのモータで両立させようとすると以下の問題がある。   In both the above-described conventional techniques, the ratio between the rotational speed of the motor and the rotational speed of the axle or differential means is fixedly determined by the gear means. Therefore, there is the following problem when trying to achieve both the vehicle start assistance by the motor when the vehicle is stopped or when the vehicle is at a low speed and the relaxation of weakness by the motor when the vehicle is at a high speed with a single motor.

一般に、モータの出力特性は図８に示されるように回転数が増加するほど出力トルクが低下する双曲線を成し、モータの低速回転側では磁束密度から頭打ちとなるフラット部、高速回転側では駆動制御（力行）が困難な部分を有している。   In general, as shown in FIG. 8, the output characteristics of the motor form a hyperbola in which the output torque decreases as the rotational speed increases. On the low-speed rotation side of the motor, a flat portion that reaches a peak from the magnetic flux density is driven. It has parts that are difficult to control (power running).

アップシフト変速時の脱力感低減が必要となるのは主に内燃機関が比較的高速回転の時であり、一方車両を発進させるのは車両の低速時であり内燃機関が停止又は比較的低速回転の時である。つまり、前者のアップシフト変速時の脱力感を少なくするには変速直前の内燃機関の発生トルクによる駆動力に匹敵した駆動トルクと回転数をモータ（及び介在するギヤで）が出力するのが望ましい。一方、後者の発進機能を持たせる又は発進補助を行なうには、モータは低速回転で大きな発生トルク（介在するギヤ比も加味して）を出力するのが望ましい。   It is necessary to reduce the feeling of weakness during upshifting when the internal combustion engine is rotating at a relatively high speed. On the other hand, the vehicle is started at a low speed of the vehicle, and the internal combustion engine is stopped or rotated at a relatively low speed. Is the time. In other words, in order to reduce the feeling of weakness at the time of the former upshift, it is desirable that the motor (and the intervening gear) output a driving torque and a rotational speed comparable to the driving force generated by the torque generated by the internal combustion engine immediately before the shifting. . On the other hand, in order to provide the latter starting function or assist the starting, it is desirable that the motor outputs a large generated torque (including the intervening gear ratio) at a low speed.

図８のモータの出力特性と相俟って、車両の発進及び低速時の脱力感低減の為にモータの出力軸を低速段ギヤと組み合わせ大きな駆動トルクを出力するのは比較的容易な方向にある。しかしながら、変速段が高速段での変速時は低速時に比べて必然的にモータの回転数が大きくなり、場合によってはモータの駆動可能範囲を上回る事になるので、所望の発生可能トルクが得られなくなり脱力感の低減効果が得られなくなってしまう。その反面、モータの出力軸を高速段ギヤに組み合わせた場合には、モータの回転数を駆動可能範囲に収めることは可能であるが、低速段ギヤでのトルク増大が望めないために、脱力感の低減や低速又は発進時での駆動トルクが少なく、これもまた所望の効果を得ることが困難となる。ここで、低速回転から高速回転の全ての領域で大きな発生トルクを出力可能な大きな体格のモータを搭載出来れば上記の問題もなくなるが、限られた車両のスペースには大きな体格のモータを搭載することは困難である。更に、車両重量の増加とあいまって燃費の向上の妨げになり、好ましくない。また、複数種類の動力伝達手段（歯車機構）を追加し、車速に対するモータの回転数を変えることで高トルクが出力されるようにすることも考えられるが、これもまた同様の理由で好ましくない。   Combined with the output characteristics of the motor of FIG. 8, it is relatively easy to output a large driving torque by combining the output shaft of the motor with a low-speed gear in order to reduce the feeling of weakness at the time of vehicle start and low speed. is there. However, when the speed is changed at a high speed, the number of rotations of the motor inevitably increases as compared with when the speed is low, and in some cases the motor drive range is exceeded. Loss of weakness will not be achieved. On the other hand, when the motor output shaft is combined with a high-speed gear, it is possible to keep the motor speed within the drivable range. The driving torque at a low speed or at the time of starting is small, and this also makes it difficult to obtain a desired effect. Here, if a motor with a large physique capable of outputting a large generated torque can be mounted in all regions from low speed rotation to high speed rotation, the above problem will be eliminated, but a motor with a large physique will be mounted in a limited vehicle space. It is difficult. In addition, the increase in vehicle weight hinders improvement in fuel consumption, which is not preferable. Also, it is conceivable to add a plurality of types of power transmission means (gear mechanism) and change the number of rotations of the motor with respect to the vehicle speed so that high torque is output, but this is also not preferable for the same reason. .

本発明は、可及的に体格の小さい電動機を採用し、車両の小型化、軽量化、低コスト化と共に低燃費を可能にし、快適な車両走行が可能なハイブリッド車両用動力伝達装置を提供することを技術的課題とする。   The present invention provides a power transmission device for a hybrid vehicle that employs an electric motor having a physique as small as possible, enables reduction in vehicle size, weight, cost and fuel consumption, and enables comfortable vehicle travel. This is a technical issue.

上記課題を解決するために講じた手段は、複数の変速段に切換え可能な歯車式有段変速機と、該歯車式有段変速機と内燃機関との間に配装され、前記内燃機関から歯車式有段変速機の入力部への動力の伝達・遮断を切換えるクラッチと、該クラッチの出力側と前記歯車式有段変速機の出力部との間の動力伝達経路内に接続され、前記出力部へ動力を伝達可能な電動機と、前記歯車式有段変速機の変速操作及び前記クラッチの切換操作を自動制御する制御手段とを備えるハイブリッド車両用動力伝達装置において、前記歯車式有段変速機は、前記クラッチの出力側と動力伝達可能に接続される入力軸と、該入力軸とは別に、前記出力部へ動力伝達可能に接続される出力軸とを有し、前記電動機の動力が前記入力軸へ伝達される場合と前記出力軸へ伝達される場合とを切換え可能とし、前記入力軸には、該入力軸に相対回転可能に配設される第１駆動部材と第２駆動部材を有し、前記出力軸には、該出力軸に係脱可能に配設され、前記第１駆動部材から動力が伝達される第１被駆動部材と、前記出力軸に係脱可能に配設され、前記第２駆動部材から動力が伝達される第２被駆動部材とを有し、前記入力軸と前記第１駆動部材を連結させる場合と前記入力軸と前記第２駆動部材を連結させる場合とを切換える一つの連結切換え機構を備える構成とした。
この場合、出力軸は前記入力軸と平行に配設され、第1駆動部材と前記第２駆動部材は入力軸と同軸に配設され、第１被駆動部材は出力軸と同軸に配設され、電動機は第1駆動部材へ動力伝達可能に配設されると良い。 Means taken in order to solve the above-mentioned problem is a gear-type stepped transmission that can be switched to a plurality of shift stages, and is arranged between the gear-type stepped transmission and the internal combustion engine. A clutch for switching transmission / disconnection of power to and from an input portion of the gear-type stepped transmission, and a power transmission path between the output side of the clutch and the output portion of the gear-type stepped transmission, a power to be transmitted electric motor to the output section, a power transmission device for a hybrid vehicle and a control means for automatically controlling the switching operation of the shift operation and the clutch of the gear type stepped transmission, the gear type geared transmission The machine has an input shaft that is connected to the output side of the clutch so that power can be transmitted, and an output shaft that is connected to the output unit so that power can be transmitted separately from the input shaft, and the power of the motor is When transmitted to the input shaft and the output shaft The input shaft has a first drive member and a second drive member arranged to be rotatable relative to the input shaft, and the output shaft has the output shaft. The first driven member is detachably disposed on the first drive member, and the first driven member is detachably disposed on the output shaft, and the power is transmitted from the second drive member. A second driven member, and a structure including one connection switching mechanism for switching between a case where the input shaft and the first driving member are connected and a case where the input shaft and the second driving member are connected. .
In this case, the output shaft is disposed in parallel with the input shaft, the first driving member and the second driving member are disposed coaxially with the input shaft, and the first driven member is disposed coaxially with the output shaft. The electric motor is preferably arranged so that power can be transmitted to the first drive member.

上記手段によると、変速機の出力部と電動機との回転比が切換えられるので、車両が高速走行している場合における電動機に対する変速機の出力部の回転比と、車両の発進時あるいは低速走行時における電動機に対する変速機の出力部の回転比とが切換えられる。したがって、電動機の体格を大きくすることなく、電動機の駆動可能範囲内で歯車式有段変速機の変速に対応した脱力感の低減や発進補助を行うことが可能になる。 According to the above SL unit, since the rotation ratio between the output portion and the electric motor of the transmission is switched, and the rotation ratio of the output portion of the transmission to the electric motor when the vehicle is traveling at high speed, at the start of the vehicle or low speed The rotation ratio of the output part of the transmission with respect to the electric motor at the time is switched. Accordingly, it is possible to reduce the feeling of weakness corresponding to the shift of the gear type stepped transmission and to assist the start without increasing the size of the motor within the driveable range of the motor.

更に、歯車式有段変速機が高速段で回転しているときの出力部に対する電動機の回転比が、歯車式有段変速機が低速段で回転しているときの出力部に対する電動機の回転比より小さくなるように、出力部と電動機との回転比が切換えられると、車両の発進時又は低速走行時には電動機が大きなトルクを出力して車両を車両を低速状態で走行させることが可能になるとともに、車両の高速走行時におけるアップシフト変速時には電動機の回転数を抑えながら電動機の駆動力を車軸に伝達することで、変速時の脱力感を緩和することが可能で、上述したような電動機の特性に適した切換えが行われ、好適である。 Further , the rotation ratio of the motor to the output section when the gear type stepped transmission is rotating at a high speed stage is the rotation ratio of the motor to the output section when the gear type stepped transmission is rotating at a low speed stage. When the rotation ratio between the output unit and the electric motor is switched so as to be smaller, the electric motor outputs a large torque when the vehicle starts or runs at a low speed, and the vehicle can run at a low speed. In the upshift when the vehicle is traveling at high speed, the driving force of the motor is transmitted to the axle while suppressing the rotation speed of the motor, so that the feeling of weakness at the time of shifting can be alleviated. Switching suitable for is performed and is preferable.

更にその上、変速機の出力部と電動機との回転比の切換えは、歯車式有段変速機が複数の変速段を達成するために必要な歯車や同期装置を用いると良く、重量や体格の増加が少なくコストアップも少なくできる。 Further thereon, the rotation ratio between the output portion and the electric motor of the transmission switching may the use of gears and synchronizers required for gear type stepped transmission to achieve a plurality of gear stages, the weight and the body size There is little increase and the cost can be reduced.

尚、本発明における歯車式有段変速機とは、複数の平行軸を有し、各平行軸に設けられた歯車の係合の組み合わせに応じて入力側から出力側への変速比を切換えることで複数の変速段を達成する、一般に手動式変速機で多く採用されている形式の変速機のことである。   The gear type stepped transmission in the present invention has a plurality of parallel shafts, and switches the gear ratio from the input side to the output side according to the combination of engagement of gears provided on each parallel shaft. In general, this is a type of transmission that achieves a plurality of shift speeds and is generally used in a manual transmission.

また、本発明における出力部に対する電動機の回転比とは、出力部の回転数に対する電動機の回転数の比率を示しており、電動機の回転数に対して出力部の回転数が大きくなるにつれて、出力部に対する電動機の回転比は小さくなる。したがって、電動機の回転数が同一であれば、出力部に対する電動機の回転比が大きいほど電動機の駆動による出力部の駆動トルクは大きくなり、出力部に対する電動機の回転比が小さいほど電動機の駆動による出力部の駆動トルクは小さくなる。   Further, the rotation ratio of the motor to the output unit in the present invention indicates the ratio of the rotation number of the motor to the rotation number of the output unit, and the output increases as the rotation number of the output unit increases with respect to the rotation number of the motor. The rotation ratio of the motor with respect to the part becomes small. Therefore, if the rotation speed of the motor is the same, the larger the rotation ratio of the motor to the output section, the greater the driving torque of the output section by driving the motor, and the smaller the rotation ratio of the motor to the output section, the more output from driving the motor. The driving torque of the part becomes small.

本発明によると、変速機の出力部と電動機との回転比が切換えられるので、車両が高速走行している場合における電動機に対する変速機の出力部の回転比と、車両の発進時あるいは低速走行時における電動機に対する変速機の出力部の回転比とが切換えられる。したがって、電動機の体格を大きくすることなく、電動機の駆動可能範囲内で歯車式有段変速機の変速に対応した脱力感の低減や発進補助を行なうことが可能になる。   According to the present invention, since the rotation ratio between the output portion of the transmission and the electric motor is switched, the rotation ratio of the output portion of the transmission with respect to the electric motor when the vehicle is traveling at high speed, and when the vehicle starts or runs at low speed The rotation ratio of the output part of the transmission with respect to the electric motor is switched. Therefore, it is possible to reduce the feeling of weakness corresponding to the shift of the gear type stepped transmission and to assist the start within the driveable range of the motor without increasing the size of the motor.

本発明の第１の実施の形態におけるハイブリッド車両用動力伝達装置を含むシステム図である。1 is a system diagram including a power transmission device for a hybrid vehicle in a first embodiment of the present invention. 図１の歯車式有段変速機が１速を達成しているときの図である。It is a figure when the gear type stepped transmission of FIG. 1 achieves the first speed. 図１の歯車式有段変速機が２速を達成しているときの図である。It is a figure when the gear type stepped transmission of FIG. 1 achieves the second speed. 図１の歯車式有段変速機が３速を達成しているときの図である。It is a figure when the gear type stepped transmission of FIG. 1 achieves the third speed. 図１の歯車式有段変速機が４速を達成しているときの図である。It is a figure when the gear type stepped transmission of FIG. 1 achieves the fourth speed. 図１の歯車式有段変速機が後進段を達成しているときの図である。It is a figure when the gear-type stepped transmission of FIG. 1 has achieved the reverse gear. 本発明の第２の実施の形態におけるハイブリッド車両用動力伝達装置の詳細図である。It is a detail drawing of the power transmission device for hybrid vehicles in the 2nd Embodiment of this invention. モータ回転数と発生トルクとの関係を示すグラフである。It is a graph which shows the relationship between a motor rotation speed and generated torque.

以下、この出願の発明に係るハイブリッド車両用動力伝達装置の実施の形態について、図を参照して説明する。   Hereinafter, an embodiment of a power transmission device for a hybrid vehicle according to the invention of this application will be described with reference to the drawings.

図１は第１の実施の形態におけるハイブリッド車両用動力伝達装置を含むシステム全体を示す。このシステムは、出力を調整可能な電子スロットルアクチュエータ１１を備える内燃機関１と、４つの変速段に切換え可能な歯車式有段変速機２と、歯車式有段変速機２と内燃機関１との間に配装され、内燃機関１から歯車式有段変速機２の入力部への動力の伝達・遮断を切換えるクラッチ３と、クラッチ３の出力側と歯車式有段変速機２の出力部との間の動力伝達経路内でクラッチ３と同軸に接続され、通電により出力部へ動力を伝達可能な電動機４と、歯車式有段変速機２の変速操作を行なう変速アクチュエータ２１と、クラッチ３の断接操作を行なうクラッチアクチュエータ３０と、各種信号に基づいて電子スロットル装置１１、変速アクチュエータ２１及びクラッチアクチュエータ３０の作動を自動制御するとともに電動機４への通電を制御する制御装置５とを備える。   FIG. 1 shows an entire system including a hybrid vehicle power transmission device according to a first embodiment. This system includes an internal combustion engine 1 having an electronic throttle actuator 11 with adjustable output, a gear-type stepped transmission 2 that can be switched to four shift stages, a gear-type stepped transmission 2, and an internal combustion engine 1. A clutch 3 arranged between the internal combustion engine 1 and switching the transmission / cut-off of power from the internal combustion engine 1 to the input part of the gear type stepped transmission 2; an output side of the clutch 3; and an output part of the gear type stepped transmission 2 Is connected coaxially with the clutch 3 in the power transmission path between the motor 4 and the motor 4 capable of transmitting power to the output section when energized, the speed change actuator 21 for performing a speed change operation of the gear type stepped transmission 2, and the clutch 3 Based on various signals, the clutch actuator 30 that performs the connection / disconnection operation automatically controls the operation of the electronic throttle device 11, the transmission actuator 21, and the clutch actuator 30, and communicates with the motor 4 And a control device 5 for controlling.

第１の実施の形態では、内燃機関１および歯車式有段変速機２の入力側の回転数を検出する回転数センサ２２、２３、車速センサ（図示せず）、運転者による加減速を検出するためのアクセル開度センサ５４及びブレーキセンサ５５を備えており、これらのセンサの出力信号に加えてクラッチ３の伝達トルク、歯車式有段変速機２が達成している変速段、バッテリ７の充電状況が制御装置５に入力される。制御装置５は内燃機関１、クラッチ３、歯車式有段変速機２及び電動機４を最適の状態に制御するように演算する。この制御装置５は、電子スロットルアクチュエータ１１を制御するスロットル制御部５１、変速アクチュエータ２１およびクラッチアクチュエータ３０を制御する駆動制御部５２、電動機４の力行及び回生を制御するモータ制御部５３をそれぞれ内蔵している。   In the first embodiment, rotation speed sensors 22 and 23 for detecting the rotation speed on the input side of the internal combustion engine 1 and the gear type stepped transmission 2, a vehicle speed sensor (not shown), and acceleration / deceleration by the driver are detected. An accelerator opening sensor 54 and a brake sensor 55 for performing the operation. In addition to the output signals of these sensors, the transmission torque of the clutch 3, the gear stage achieved by the gear type stepped transmission 2, the battery 7 The charging status is input to the control device 5. The control device 5 performs calculation so as to control the internal combustion engine 1, the clutch 3, the gear type stepped transmission 2 and the electric motor 4 to an optimum state. The control device 5 includes a throttle control unit 51 that controls the electronic throttle actuator 11, a drive control unit 52 that controls the speed change actuator 21 and the clutch actuator 30, and a motor control unit 53 that controls the power running and regeneration of the motor 4. ing.

図２〜図５は図１の歯車式有段変速機２に係る部分詳細図である。１２は内燃機関１のクランクシャフトであり、フライホイール１３が固定されている。フライホイール１３にはクラッチ３が取り付けられてクラッチアクチュエータ３０によって係脱及び半クラッチが可能になっている。２４は歯車式有段変速機２の入力軸であり、歯車式有段変速機２の入力側及びクラッチ３の出力軸に相当する。   2 to 5 are partial details of the gear type stepped transmission 2 of FIG. Reference numeral 12 denotes a crankshaft of the internal combustion engine 1 to which a flywheel 13 is fixed. A clutch 3 is attached to the flywheel 13 and can be engaged and disengaged and half-clutched by a clutch actuator 30. An input shaft 24 of the gear type stepped transmission 2 corresponds to the input side of the gear type stepped transmission 2 and the output shaft of the clutch 3.

入力軸２４には、２速用駆動ギヤ２５、後退用駆動ギヤ２６及び４速用駆動ギヤ２７が一体となった部材が相対回転可能に嵌挿されている。入力軸２４の４速用駆動ギヤ２７の内燃機関１と反対側には、軸方向に変位することによって４速用駆動ギヤ２７と入力軸２４との連結を切換可能な同期装置Ｓ１が設けられている。更に歯車式有段変速機２の内燃機関１と反対側には、入力軸２４と同軸且つ相対回転可能に電動機４の出力軸４４が配設され、出力軸４４には１速及び３速用駆動側ギヤ２９が固定されていて、同期装置Ｓ１の軸方向の変位により電動機４と入力軸２４とが係止可能になっている。   A member in which the second-speed drive gear 25, the reverse drive gear 26, and the fourth-speed drive gear 27 are integrated is inserted into the input shaft 24 so as to be relatively rotatable. On the opposite side of the input shaft 24 from the four-speed drive gear 27 to the internal combustion engine 1, there is provided a synchronizer S <b> 1 capable of switching the connection between the four-speed drive gear 27 and the input shaft 24 by displacement in the axial direction. ing. Further, an output shaft 44 of the electric motor 4 is disposed on the opposite side of the gear-type stepped transmission 2 from the internal combustion engine 1 so as to be coaxial with and relatively rotatable with the input shaft 24, and the output shaft 44 is for first speed and third speed. The drive side gear 29 is fixed, and the electric motor 4 and the input shaft 24 can be locked by the axial displacement of the synchronizer S1.

３１は差動装置でありその両側に車軸３２が取り付けられている。この差動装置３１及び車軸３２が歯車式有段変速機２の出力部に相当する。歯車式有段変速機２には、入力軸２４及び車軸３２と平行な軸３４が設けられ、軸３４の一端には差動装置３１のギヤ３８と噛み合う出力駆動用ギヤ３３が設けられている。軸３４には、出力駆動用駆動ギヤ３３の側から順に２速用被動側ギヤ３５、４速用被動側ギヤ３６、１速及び３速用被動側ギヤ３７が回転自在に嵌挿されている。   Reference numeral 31 denotes a differential, and axles 32 are attached to both sides thereof. The differential 31 and the axle 32 correspond to the output part of the gear type stepped transmission 2. The gear type stepped transmission 2 is provided with a shaft 34 parallel to the input shaft 24 and the axle 32, and an output driving gear 33 that meshes with a gear 38 of the differential device 31 is provided at one end of the shaft 34. . A second-speed driven gear 35, a fourth-speed driven gear 36, a first-speed and a third-speed driven gear 37 are rotatably inserted into the shaft 34 from the output drive drive gear 33 side. .

更に軸３４の外周には、両被動側ギヤ３５と３６の間に配設され、軸方向の変位によって両ギヤ３５、３６のいずれか一方と軸３４との連結を切換可能な同期装置Ｓ３が配設されている。又、軸３４の１速及び３速用被動側ギヤ３７側の端部外周には、軸方向の変位によって被動側ギヤ３７と軸３４との連結を切換可能な同期装置Ｓ２が配設されている。   Further, on the outer periphery of the shaft 34, a synchronizer S3 is disposed between the driven gears 35 and 36, and can switch the connection between one of the gears 35 and 36 and the shaft 34 by displacement in the axial direction. It is arranged. Further, a synchronizer S2 capable of switching the connection between the driven gear 37 and the shaft 34 by an axial displacement is disposed on the outer periphery of the end portion of the shaft 34 on the first gear and third gear driven gear 37 side. Yes.

ここで、同期装置Ｓ１、Ｓ２、Ｓ３の軸方向の変位は変速アクチュエータ２１によって行われ、後述するように、各同期装置Ｓ１、Ｓ２、Ｓ３のそれぞれの軸方向位置を変位させることで歯車式有段変速機２の変速段が切換えられる。   Here, the axial displacement of the synchronizers S1, S2, S3 is performed by the speed change actuator 21. As described later, the gear-type presence is achieved by displacing the respective axial positions of the synchronizers S1, S2, S3. The gear position of the step transmission 2 is switched.

１速及び３速用被動側ギヤ３７と４速用被動側ギヤ３６とはワンウェイクラッチ３９を介して係合可能であり、車両の前進方向に被駆動ギヤ３７が駆動された時に、ワンウェイクラッチ３９を介して被駆動ギヤ３６を駆動可能になっている。   The first-speed and third-speed driven gear 37 and the fourth-speed driven gear 36 can be engaged via a one-way clutch 39, and when the driven gear 37 is driven in the forward direction of the vehicle, the one-way clutch 39 The driven gear 36 can be driven via the.

又、歯車式有段変速機２には、入力軸２４と平行且つ後退用のスライドギヤ４１が形成される軸４０が設けられている。変速アクチュエータ２１によって歯車式有段変速機２が後進段を達成している状態では、スライドギヤ４１は、同期装置Ｓ３の選択用スライド部材４２に固設された被動ギヤ４３及び後退用駆動ギヤ２６のそれぞれと噛み合っている。   Further, the gear type stepped transmission 2 is provided with a shaft 40 which is parallel to the input shaft 24 and on which a reverse slide gear 41 is formed. In a state where the gear-type stepped transmission 2 achieves the reverse speed by the speed change actuator 21, the slide gear 41 is driven by the driven gear 43 and the reverse drive gear 26 fixed to the selection slide member 42 of the synchronizer S3. Mesh with each of the.

第１の実施の形態において、１速及び３速用駆動側ギヤ２９が請求項４の第１変速歯車に、１速及び３速用被動側ギヤ３７が請求項４の第２変速歯車に、４速用被動側ギヤ３６が請求項５の第３変速歯車に、同期装置Ｓ２が請求項４の同期装置にそれぞれ対応する。   In the first embodiment, the first and third speed driving gears 29 are the first transmission gear of claim 4, and the first and third speed driven gears 37 are the second transmission gear of the fourth embodiment. The fourth-speed driven gear 36 corresponds to the third transmission gear of claim 5, and the synchronization device S2 corresponds to the synchronization device of claim 4.

次に、上述した構成のハイブリッド車両用動力伝達装置の作動について説明する。まず、内燃機関が作動している場合の変速について説明する。図２に示すように、変速アクチュエータ２１によって同期装置Ｓ１が図左方に、同期装置Ｓ３が図右方にそれぞれ位置して１速を達成し、クラッチ３の係合によって内燃機関１の動力は歯車式有段変速機２に伝達され、入力軸２４から１速及び３速用駆動側ギヤ２９、１速及び３速用被動側ギヤ３７、ワンウェイクラッチ３９、４速用被動側ギヤ３６、４速用駆動側ギヤ２７、２速用駆動側ギヤ２５、２速用被動側ギヤ３５、同期装置Ｓ３、出力駆動用ギヤ３３、出力ギヤ３８の順に動力が伝達され、差動装置３１が駆動される。１速では、１速及び３速用被動側ギヤ３７からワンウェイクラッチ３９を介して４速用被動側ギヤ３６を駆動させている。したがって、ワンウェイクラッチ３９がロックされた状態である。   Next, the operation of the hybrid vehicle power transmission device having the above-described configuration will be described. First, gear shifting when the internal combustion engine is operating will be described. As shown in FIG. 2, the synchronizing device S1 is located on the left side of the drawing and the synchronizing device S3 is located on the right side of the drawing by the speed change actuator 21 to achieve the first speed. 1-speed and 3-speed drive side gear 29, 1-speed and 3-speed driven gear 37, one-way clutch 39, 4-speed driven gear 36, 4 are transmitted to the gear-type stepped transmission 2. Power is transmitted in the order of the speed driving gear 27, the second speed driving gear 25, the second speed driven gear 35, the synchronization device S3, the output driving gear 33, and the output gear 38, and the differential device 31 is driven. The In the first speed, the fourth-speed driven gear 36 is driven from the first-speed and third-speed driven gear 37 via the one-way clutch 39. Therefore, the one-way clutch 39 is locked.

１速時において電動機４を駆動状態（力行状態）にすると、電動機４の駆動トルクが１速及び３速用駆動側ギヤ２９から１速及び３速用被動側ギヤ３７に伝達され、ワンウェイクラッチ３９を介して４速用被動側ギヤ３６に伝達され、上記と同様に差動装置３１を駆動するが、車軸３２の回転は比較的低回転であるので、１速のギヤ比を加味しても電動機４の回転数は力行可能な回転範囲となり、電動機４は車両の駆動に必要なトルクを発生することが可能である。   When the electric motor 4 is in a driving state (powering state) at the first speed, the driving torque of the electric motor 4 is transmitted from the first-speed and third-speed drive side gear 29 to the first-speed and third-speed driven gear 37 and the one-way clutch 39. Is transmitted to the fourth-speed driven gear 36 and drives the differential device 31 in the same manner as described above. However, since the rotation of the axle 32 is relatively low, the gear ratio of the first speed is taken into account. The number of revolutions of the electric motor 4 is in a rotational range in which powering is possible, and the electric motor 4 can generate torque necessary for driving the vehicle.

この状態で１速から２速へのアップシフト変速を実施する場合を説明する。   A case where the upshift from the first speed to the second speed is performed in this state will be described.

上述の内燃機関の駆動による１速の走行状態から変速段を２速にするべくクラッチを切断すると同時に電動機４を駆動（力行）すると、車軸３２に伝達される駆動力は内燃機関１から電動機４による駆動状態に置き換えられる。電動機４による駆動状態を維持しながら変速アクチュエータ２１の操作によって変速段を２速に切換えるとともに、再びクラッチ３を徐々に係合させて２速状態の駆動に変移させながら電動機４の駆動（力行）を弱めていく。   When the motor 4 is driven (powering) at the same time as the clutch is disengaged from the first speed traveling state by the driving of the internal combustion engine to make the gear stage 2 speed, the driving force transmitted to the axle 32 is transmitted from the internal combustion engine 1 to the electric motor 4. It is replaced with the drive state by. While the drive state by the electric motor 4 is maintained, the gear position is switched to the second speed by operating the speed change actuator 21 and the clutch 4 is gradually engaged again to shift to the second speed state drive (power running). To weaken.

つまり歯車式有段変速機２は内燃機関１による１速状態から電動機による１速状態、更に内燃機関１による２速状態に滑らかに変移し、クラッチ３を切断している間も車軸３２に伝達される駆動力が途絶えないので、変速中に運転者が感じる脱力感を低減することが出来る。   In other words, the gear type stepped transmission 2 smoothly changes from the first speed state by the internal combustion engine 1 to the first speed state by the electric motor and further to the second speed state by the internal combustion engine 1, and is transmitted to the axle 32 while the clutch 3 is disengaged. Therefore, the feeling of weakness felt by the driver during the shift can be reduced.

内燃機関１による２速状態は、１速の状態から同期装置Ｓ１、Ｓ２を右方向に変位することで達成できる（図３）。内燃機関１の動力は入力軸２４、同期装置Ｓ１、ギヤ２５、３５、同期装置Ｓ３を経てギヤ３３に伝達される。変速開始直後の状態では同期装置Ｓ２は左方（図１の状態）に有るため、電動機４の出力軸４４はほぼ変速中の回転数を維持している。しかしながら、ギヤ３６はギヤ２７で駆動された（４速の）状態にありその回転数は変速直前より大きくなっているので、ワンウェイクラッチ３９の係止はひとりでに解除された状態となる。この状態で同期装置Ｓ２を右方向に変位し、２速への変速が完了する。   The second speed state by the internal combustion engine 1 can be achieved by displacing the synchronization devices S1 and S2 in the right direction from the first speed state (FIG. 3). The power of the internal combustion engine 1 is transmitted to the gear 33 through the input shaft 24, the synchronization device S1, the gears 25 and 35, and the synchronization device S3. Since the synchronization device S2 is on the left (the state shown in FIG. 1) immediately after the start of the shift, the output shaft 44 of the electric motor 4 maintains the rotational speed during the shift. However, since the gear 36 is driven by the gear 27 (fourth speed) and its rotational speed is higher than that immediately before the gear change, the one-way clutch 39 is unlocked by itself. In this state, the synchronizer S2 is displaced rightward to complete the shift to the second speed.

２速から３速への変速は、同期装置Ｓ１、Ｓ３を共に左方に変位することで達成される（図４）。２速の状態では同期装置Ｓ２が右方に変位されているので、ワンウェイクラッチ３９は非作動状態であり、電動機４の駆動力は出力軸４４からギヤ２９，３７、同期装置Ｓ２を経由して軸３４を（３速に相当する）駆動する状態になっている。したがって、変速中にクラッチ３が解除されても車軸３２に伝達される駆動力は切断されずに、空走感も緩和できる。   The shift from the second speed to the third speed is achieved by displacing the synchronizers S1 and S3 to the left (FIG. 4). Since the synchronization device S2 is displaced to the right in the second speed state, the one-way clutch 39 is in an inoperative state, and the driving force of the motor 4 passes from the output shaft 44 via the gears 29 and 37 and the synchronization device S2. The shaft 34 is driven (corresponding to the third speed). Therefore, even if the clutch 3 is released during the shift, the driving force transmitted to the axle 32 is not disconnected and the idling feeling can be reduced.

３速から４速への変速は同期装置Ｓ１を右方向に変位することで達成でき（図５）、変速中には電動機４は３速相当で駆動可能なので、２速から３速への変速と同様に、空走感を緩和可能である。   The shift from the third speed to the fourth speed can be achieved by displacing the synchronizer S1 in the right direction (FIG. 5). Since the motor 4 can be driven at the third speed during the shift, the shift from the second speed to the third speed is possible. As with, the feeling of running free can be reduced.

２速以降は同期装置Ｓ２が右方向に変位された状態を保持しているので、ギヤ３６の回転がギヤ３７の回転未満になることはなく、ワンウェイクラッチ３９は作動することはない。   From the second speed onward, the synchronizing device S2 maintains the state displaced rightward, so that the rotation of the gear 36 does not become less than the rotation of the gear 37, and the one-way clutch 39 does not operate.

上述したように、変速段が１速時と２速以上とで電動機４による車軸３２への動力の伝達経路を切換えることによって、変速段が１速のときにおける差動装置３１に対する出力軸４４の回転比が、変速段が２速以上のときにおける差動装置３１に対する出力軸４４の回転比よりも大きくなる。したがって、電動機４から差動装置３１への動力の伝達経路が固定されている場合と比較し、１速時には電動機４による車軸３２の駆動力が大きく、また、２速以上のときには電動機４の回転数を増大させることなく車軸３２を高回転で駆動させることが可能になる。したがって、電動機４のみによる発進駆動力及び１速から２速への変速時の空走感の低減（同じ緩和なら、ギヤ比分電動機４の出力トルクを小さく出来る）、及び３速以上へのアップシフト変速時の脱力感の低減が、電動機４の体格を大きくすることなく可能になる。   As described above, by switching the power transmission path to the axle 32 by the electric motor 4 depending on whether the shift speed is the first speed or the second speed or more, the output shaft 44 of the output shaft 44 with respect to the differential device 31 when the shift speed is the first speed. The rotation ratio is larger than the rotation ratio of the output shaft 44 with respect to the differential device 31 when the shift speed is 2nd speed or higher. Accordingly, the driving force of the axle 32 by the electric motor 4 is larger at the first speed than when the power transmission path from the electric motor 4 to the differential device 31 is fixed, and the rotation of the electric motor 4 at the second speed or higher. It is possible to drive the axle 32 at a high speed without increasing the number. Therefore, the starting driving force by only the motor 4 and the feeling of idling when shifting from the first speed to the second speed are reduced (if the same relaxation, the output torque of the motor 4 can be reduced by the gear ratio), and the upshift to the third speed or higher A feeling of weakness at the time of shifting can be reduced without increasing the size of the electric motor 4.

更に、電動機４から車軸３２への駆動力の伝達経路の切換えに歯車式有段変速機２の既存ギヤを流用したので、新たにギヤを追加するなどの部品追加も無く小型・計量・安価に構成できる。   Furthermore, since the existing gear of the gear-type stepped transmission 2 is used for switching the transmission path of the driving force from the electric motor 4 to the axle 32, there is no need for additional parts such as adding a new gear, so that it is compact, weighing, and inexpensive. Can be configured.

後進段は、図６に示すように同期装置Ｓ１が右方、同期装置Ｓ３が中立に位置し、スライドギヤ４１をギヤ２６、４３に係合させることによってなされる。   As shown in FIG. 6, the reverse gear is achieved by engaging the slide gear 41 with the gears 26 and 43 with the synchronization device S1 positioned on the right side and the synchronization device S3 positioned on the neutral side.

１速の状態で内燃機関１が停止又はクラッチ３が遮断状態の時、電動機４の回転を上昇させることによっても車両の発進走行が可能である。   When the internal combustion engine 1 is stopped or the clutch 3 is disengaged in the first speed state, the vehicle can be started by increasing the rotation of the electric motor 4.

又、内燃機関１の駆動力と電動機４の駆動力との併用での発進も可能である。一般に登坂路での車両の発進は、半クラッチの効果が得られるまでに車両が一時的に後退するのを防止するためサイドブレーキを併用するが、第１の実施の形態の構成によると、登坂路での車両の発進と同時に電動機４を駆動させることで、サイドブレーキを併用することなく車両の後退を防止させ、安全な発進が可能となる。   Further, it is possible to start the vehicle by using both the driving force of the internal combustion engine 1 and the driving force of the electric motor 4. In general, the start of a vehicle on an uphill road uses a side brake together to prevent the vehicle from retreating temporarily until the effect of the half clutch is obtained, but according to the configuration of the first embodiment, the uphill By driving the electric motor 4 simultaneously with the start of the vehicle on the road, it is possible to prevent the vehicle from retreating without using a side brake and to start safely.

内燃機関１の駆動力による走行中に更に電動機４を駆動すれば、電動機４の駆動力が加味され内燃機関１のみによる走行よりも力強い走行が可能となり、登坂路走行や追越し加速時に利用できる。第１の実施の形態では、１速走行時は１速相当の変速比による電動機４の駆動力を、その他の変速段では３速相当の変速比による電動機４の駆動力を内燃機関１の駆動力に加算することが可能である。   If the electric motor 4 is further driven during the traveling by the driving force of the internal combustion engine 1, the driving force of the electric motor 4 is taken into consideration and the traveling more powerful than the traveling by only the internal combustion engine 1 is possible, which can be used at the time of traveling on an uphill road or passing. In the first embodiment, the driving force of the electric motor 4 with a gear ratio corresponding to the first gear is driven during the first speed driving, and the driving force of the electric motor 4 with the gear ratio corresponding to the third gear is driven for the other speed stages. It is possible to add to the force.

また、同期装置Ｓ２が右方に変位されている状態で運転者が減速を要求した時、電動機４は発電機として作用し、３速相当の変速比でブレーキ効果を生み出し、生成された電気はバッテリ７に蓄積される（回生制動）。   Further, when the driver requests deceleration while the synchronization device S2 is displaced to the right, the motor 4 acts as a generator to produce a braking effect at a gear ratio equivalent to the third speed, and the generated electricity is Accumulated in the battery 7 (regenerative braking).

勿論、２速以上の変速段を選択して走行していた状態では、クラッチ３を経由したエンジンブレーキも有効に作用させることも可能であり、図示されない通常の油圧ブレーキと併用することも可能である。   Of course, in the state where the vehicle is traveling while selecting a second gear or higher, the engine brake via the clutch 3 can be effectively applied and can be used in combination with a normal hydraulic brake (not shown). is there.

更に第１の実施の形態では、車軸３２に対する電動機４の回転比は任意に切換えられるので、従来技術にはない内燃機関１と電動機４との間の動力授受が可能である。例えば、同期装置Ｓ２，Ｓ３を中立状態にし同期装置Ｓ１を左方にすると、車両が走行しない状態での電動機４と内燃機関との間で動力伝達が可能になる。つまり、バッテリ７の充電量が不十分な状態の時には走行中の充電のほか、車両が停止状態でも内燃機関１の駆動力を電気に変換して充電させることが出来る。又、内燃機関１の始動装置が故障した時、電動機４で内燃機関１を始動させることが可能であり、更には従来の始動機構を削減することも可能である。   Furthermore, in the first embodiment, since the rotation ratio of the electric motor 4 with respect to the axle 32 can be arbitrarily switched, power transmission / reception between the internal combustion engine 1 and the electric motor 4 which is not in the prior art is possible. For example, when the synchronization devices S2 and S3 are in the neutral state and the synchronization device S1 is to the left, power transmission is possible between the electric motor 4 and the internal combustion engine when the vehicle is not traveling. That is, when the amount of charge of the battery 7 is insufficient, the driving force of the internal combustion engine 1 can be converted into electricity and charged even when the vehicle is stopped, in addition to charging during traveling. Further, when the starting device of the internal combustion engine 1 fails, the internal combustion engine 1 can be started by the electric motor 4, and further, the conventional starting mechanism can be reduced.

次に、本発明の第２の実施の形態について説明する。   Next, a second embodiment of the present invention will be described.

図７は本発明の第２の実施の形態におけるハイブリッド車両用動力伝達装置の歯車式有段変速機６２を示す図であり、図１で示したシステム中に配設される。   FIG. 7 is a view showing a gear-type stepped transmission 62 of the hybrid vehicle power transmission device according to the second embodiment of the present invention, which is arranged in the system shown in FIG.

図２〜図６で説明した歯車式有段変速機２とはクラッチ６３と電動機６４の位置とそれにつれてギヤ配置が入れ替わっている点で異なるだけであるので詳細な説明を省略する。   The gear type stepped transmission 2 described with reference to FIGS. 2 to 6 is different from the gear type stepped transmission 2 only in that the positions of the clutch 63 and the electric motor 64 and the gear arrangement are changed accordingly.

第２の実施の形態では、第１の実施の形態で説明した効果に加えて、電動機６４を半径方向に拡大して軸方向の短縮を可能にする、もしくは半径方向への拡大によりトルクアップされた電動機６４による発進でクラッチ６３の仕事量を低減でき、クラッチ６３の小型化が可能となる。   In the second embodiment, in addition to the effects described in the first embodiment, the electric motor 64 is expanded in the radial direction to enable axial shortening, or the torque is increased by expansion in the radial direction. The amount of work of the clutch 63 can be reduced by starting with the electric motor 64, and the clutch 63 can be downsized.

以上、本発明の実施の形態について説明したが、本発明は上述した実施の形態に限定されるものではなく、本発明の趣旨に沿った形態のハイブリッド車両用動力伝達装置であれば、どのような装置であってもよい。   The embodiment of the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and any power transmission device for a hybrid vehicle according to the gist of the present invention can be used. It may be a simple device.

１・・・内燃機関
２、６２・・・歯車式有段変速機
３、６３・・・クラッチ
４、６４・・・電動機
５・・・制御装置
２９・・・１速及び３速用駆動側ギヤ２９（第１変速歯車）
２４・・・入力軸（歯車式有段変速機の入力部、クラッチの出力側）
３１・・・差動装置（歯車式有段変速機の出力部）
３２・・・車軸（歯車式有段変速機の出力部）
３６・・・４速用被動側ギヤ（第３変速歯車）
３７・・・１速及び３速用被動側ギヤ（第２変速歯車）
３９・・・ワンウェイクラッチ
Ｓ２・・・同期装置 DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 2, 62 ... Gear type stepped transmission 3, 63 ... Clutch 4, 64 ... Electric motor 5 ... Control device 29 ... Drive side for 1st and 3rd speed Gear 29 (first transmission gear)
24 ... Input shaft (input section of gear-type stepped transmission, output side of clutch)
31 ... Differential gear (output part of gear type stepped transmission)
32 ... Axle (output part of gear type stepped transmission)
36 ... 4th driven gear (3rd transmission gear)
37 ... 1st and 3rd speed driven gear (second gear)
39 ... One-way clutch S2 ... Synchronizer

Claims (5)

複数の変速段に切換え可能な歯車式有段変速機と、
該歯車式有段変速機と内燃機関との間に配装され、前記内燃機関から歯車式有段変速機の入力部への動力の伝達・遮断を切換えるクラッチと、
該クラッチの出力側と前記歯車式有段変速機の出力部との間の動力伝達経路内に接続され、前記出力部へ動力を伝達可能な電動機と、
前記歯車式有段変速機の変速操作及び前記クラッチの切換操作を自動制御する制御手段とを備えるハイブリッド車両用動力伝達装置において、
前記歯車式有段変速機は、
前記クラッチの出力側と動力伝達可能に接続される入力軸と、
該入力軸とは別に、前記出力部へ動力伝達可能に接続される出力軸とを有し、
前記電動機の動力が前記入力軸へ伝達される場合と前記出力軸へ伝達される場合とを切換え可能とし、
前記入力軸には、該入力軸に相対回転可能に配設される第１駆動部材と第２駆動部材を有し、
前記出力軸には、該出力軸に係脱可能に配設され、前記第１駆動部材から動力が伝達される第１被駆動部材と、
前記出力軸に係脱可能に配設され、前記第２駆動部材から動力が伝達される第２被駆動部材とを有し、
前記入力軸と前記第１駆動部材を連結させる場合と前記入力軸と前記第２駆動部材を連結させる場合とを切換える一つの連結切換え機構を備えることを特徴とする、ハイブリッド車両用動力伝達装置。 A gear-type stepped transmission capable of switching to a plurality of shift stages;
A clutch that is disposed between the gear-type stepped transmission and the internal combustion engine, and that switches between transmission and interruption of power from the internal combustion engine to the input portion of the gear-type stepped transmission,
An electric motor connected to a power transmission path between an output side of the clutch and an output portion of the gear type stepped transmission, and capable of transmitting power to the output portion;
In a hybrid vehicle power transmission device comprising a control means for automatically controlling a shift operation of the gear-type stepped transmission and a switching operation of the clutch,
The gear type stepped transmission is
An input shaft connected to the output side of the clutch so that power can be transmitted;
Apart from the input shaft, it has an output shaft connected to the output unit so that power can be transmitted,
It is possible to switch between the case where the power of the electric motor is transmitted to the input shaft and the case where the power is transmitted to the output shaft,
The input shaft has a first drive member and a second drive member arranged to be rotatable relative to the input shaft,
A first driven member that is detachably disposed on the output shaft and that receives power from the first driving member;
A second driven member that is detachably disposed on the output shaft and to which power is transmitted from the second driving member;
A power transmission device for a hybrid vehicle, comprising: a connection switching mechanism that switches between a case where the input shaft and the first drive member are connected and a case where the input shaft and the second drive member are connected . 前記出力軸は、前記入力軸と平行に配設され、
前記第1駆動部材と前記第２駆動部材は、前記入力軸と同軸に配設され、
第１被駆動部材は、前記出力軸と同軸に配設され、
前記電動機は、前記第1駆動部材へ動力伝達可能に配設されることを特徴とする、請求項１に記載のハイブリッド車両用動力伝達装置。 The output shaft is disposed in parallel with the input shaft,
The first drive member and the second drive member are disposed coaxially with the input shaft,
The first driven member is disposed coaxially with the output shaft,
The power transmission device for a hybrid vehicle according to claim 1, wherein the electric motor is disposed so that power can be transmitted to the first drive member . 該歯車式有段変速機が高速段で回転しているときの前記出力部に対する前記電動機の回転比が、前記歯車式有段変速機が低速段で回転しているときの前記出力部に対する前記電動機の回転比より小さくなるように、前記出力部と電動機との回転比が切換えられることを特徴とする、請求項１又は２に記載のハイブリッド車両用動力伝達装置。 The rotation ratio of the motor to the output unit when the gear-type stepped transmission is rotating at a high speed stage is the rotation ratio of the motor to the output unit when the gear-type stepped transmission is rotating at a low speed stage. The power transmission device for a hybrid vehicle according to claim 1 or 2 , wherein a rotation ratio between the output unit and the electric motor is switched so as to be smaller than a rotation ratio of the electric motor. 前記歯車式有段変速機の変速段に応じて前記電動機の出力軸から前記歯車式有段変速機の出力部への動力伝達の経路が切換わるように、前記電動機の出力軸が配設されることを特徴とする、請求項１乃至３のいずれか一項に記載のハイブリッド車両用動力伝達装置。 The output shaft of the electric motor is arranged so that the power transmission path from the output shaft of the electric motor to the output portion of the gear type stepped transmission is switched according to the gear stage of the gear type stepped transmission. The power transmission device for a hybrid vehicle according to any one of claims 1 to 3, wherein the power transmission device is for a hybrid vehicle. 前記内燃機関或いは前記電動機と前記出力部との駆動力の伝達が無い状態で、前記内燃機関と前記電動機との間の動力伝達が可能であることを特徴とする、請求項１乃至４のいづれか一項に記載のハイブリッド車両用動力伝達装置。 5. The power transmission between the internal combustion engine and the electric motor is possible in a state where there is no transmission of driving force between the internal combustion engine or the electric motor and the output unit . The power transmission device for a hybrid vehicle according to one item .
JP2009032387A 2000-07-28 2009-02-16 Power transmission device for hybrid vehicle Expired - Fee Related JP4400690B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009032387A JP4400690B2 (en) 2000-07-28 2009-02-16 Power transmission device for hybrid vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000228775 2000-07-28
JP2009032387A JP4400690B2 (en) 2000-07-28 2009-02-16 Power transmission device for hybrid vehicle

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
JP2001210610A Division JP4292732B2 (en) 2000-07-28 2001-07-11 Power transmission device for hybrid vehicle

Publications (2)

Publication Number Publication Date
JP2009107626A JP2009107626A (en) 2009-05-21
JP4400690B2 true JP4400690B2 (en) 2010-01-20

Family

ID=18722008

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009032387A Expired - Fee Related JP4400690B2 (en) 2000-07-28 2009-02-16 Power transmission device for hybrid vehicle

Country Status (2)

Country Link
JP (1) JP4400690B2 (en)
DE (1) DE10136725B4 (en)

Families Citing this family (37)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10143289A1 (en) * 2001-09-04 2003-03-27 Bernd-Robert Hoehn Drive assembly for motor vehicles with automatic transmission has electric motor parallel and adjacent engine and acting on second shaft supporting other gearwheels
GB2465978A (en) * 2008-12-03 2010-06-09 Gm Global Tech Operations Inc Gearbox with synchronizers on input shaft to reduce inertia
US8747265B2 (en) * 2009-03-30 2014-06-10 Honda Motor Co., Ltd. Power transmitting device for hybrid vehicle
JP5287576B2 (en) * 2009-07-30 2013-09-11 トヨタ自動車株式会社 Vehicle drive device
JP2011230706A (en) * 2010-04-28 2011-11-17 Toyota Motor Corp Control device of vehicle
DE102010030573A1 (en) * 2010-06-28 2011-12-29 Zf Friedrichshafen Ag Hybrid drive with an automated manual transmission
JP5136660B2 (en) 2010-07-08 2013-02-06 株式会社デンソー Power transmission device for vehicle
JP5670222B2 (en) * 2011-03-01 2015-02-18 アイシン・エーアイ株式会社 Manual transmission
JP2014168966A (en) * 2011-05-24 2014-09-18 Jatco Ltd Shift control device of hybrid vehicle
CN102806838B (en) 2011-05-30 2015-12-02 爱信精机株式会社 Driver for vehicle
JP5772223B2 (en) * 2011-05-30 2015-09-02 アイシン精機株式会社 Vehicle drive device
GB201111868D0 (en) * 2011-07-11 2011-08-24 Xtrac Ltd 4-shaft gearbox for hybrid vehicle
JP5802478B2 (en) * 2011-08-11 2015-10-28 アイシン・エーアイ株式会社 Manual transmission
JP2013108604A (en) * 2011-11-24 2013-06-06 Aisin Seiki Co Ltd Vehicle driving device
US8602938B1 (en) * 2012-07-06 2013-12-10 GM Global Technology Operations LLC Multimode electrically variable transmission having a ferrite magnet motor and method of operating the same
WO2014167653A1 (en) * 2013-04-09 2014-10-16 トヨタ自動車株式会社 Vehicle transmission and control device
FR3016319B1 (en) * 2014-01-16 2017-05-12 Renault Sas TRANSMISSION FOR MOTOR VEHICLE WITH HYBRID PROPULSION AND CONTROL METHOD THEREFOR
KR101637686B1 (en) * 2014-09-29 2016-07-08 현대자동차주식회사 Hybrid transmission for vehicle
CN105644335B (en) 2014-11-14 2020-02-28 上海汽车集团股份有限公司 Dual-motor power system and dual-motor hybrid power system for vehicle
CN106143102B (en) 2014-11-18 2019-07-16 上海汽车集团股份有限公司 Vehicle hybrid power drive system and its speed changer
CN105673780B (en) 2014-11-18 2019-08-06 上海汽车集团股份有限公司 Vehicle hybrid power drive system and its speed changer
CN105620460B (en) 2014-11-18 2019-07-16 上海汽车集团股份有限公司 Control system and method for hybrid vehicle transmission
CN105667491B (en) 2014-11-18 2019-07-16 上海汽车集团股份有限公司 Control system and method for hybrid vehicle transmission
CN106274460B (en) 2015-05-29 2019-12-10 上海汽车集团股份有限公司 electric drive transmission control device and method for dual-motor electric vehicle
CN106274464B (en) 2015-05-29 2019-09-10 上海汽车集团股份有限公司 The double-motor power system and control method of pure electric vehicle
DE102016204586B4 (en) 2016-03-18 2022-02-03 Audi Ag Hybrid drive train for a hybrid motor vehicle
DE102016204581B4 (en) * 2016-03-18 2022-01-13 Audi Ag Hybrid drive train for a hybrid motor vehicle
DE102016204580B4 (en) * 2016-03-18 2022-01-13 Audi Ag Hybrid drive train for a hybrid motor vehicle
DE102016204584B4 (en) * 2016-03-18 2022-02-03 Audi Ag Hybrid drive train for a hybrid motor vehicle
DE102016204582B4 (en) * 2016-03-18 2021-12-09 Audi Ag Hybrid drive train for a hybrid-powered motor vehicle
DE102016204583B4 (en) * 2016-03-18 2022-02-03 Audi Ag Hybrid drive train for a hybrid motor vehicle
DE102016212605B4 (en) * 2016-07-11 2024-02-15 Zf Friedrichshafen Ag Transmission for a motor vehicle
DE102016221060A1 (en) * 2016-10-26 2018-04-26 Audi Ag Hybrid powertrain for a hybrid-powered motor vehicle
CN206678766U (en) 2017-03-06 2017-11-28 精进电动科技股份有限公司 A kind of longitudinal dual power source vehicle traction assembly
DE102018104334A1 (en) * 2017-08-30 2019-02-28 Getrag Ford Transmissions Gmbh Gear unit with manual transmission and electric motor
DE102020216298B4 (en) * 2020-12-18 2022-10-06 Zf Friedrichshafen Ag Transmission for a motor vehicle
DE102020216299B4 (en) * 2020-12-18 2024-06-20 Zf Friedrichshafen Ag Gearbox for a motor vehicle

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1430222C3 (en) * 1961-11-02 1975-07-03 Hermann 7742 St. Georgen Papst Motor vehicle
DE4202083C2 (en) * 1992-01-25 1994-01-20 Daimler Benz Ag Hybrid drive for a motor vehicle
DE19521541A1 (en) * 1995-06-13 1996-12-19 Selle Hans Dieter Dr Ing Automobile automatic transmission
JP3644207B2 (en) * 1997-08-19 2005-04-27 日産自動車株式会社 Shift control device for hybrid vehicle
JPH11141665A (en) * 1997-11-07 1999-05-25 Kyowa Gokin Kk Transmission for automobile
US5993350A (en) * 1997-12-01 1999-11-30 Lawrie; Robert E. Automated manual transmission clutch controller

Also Published As

Publication number Publication date
DE10136725B4 (en) 2016-09-15
DE10136725A1 (en) 2002-02-14
JP2009107626A (en) 2009-05-21

Similar Documents

Publication Publication Date Title
JP4400690B2 (en) Power transmission device for hybrid vehicle
JP4274268B2 (en) Power transmission device
JP4228954B2 (en) Hybrid vehicle drive system
JP5648428B2 (en) Transmission device for hybrid vehicle
JP4205878B2 (en) Power transmission device for hybrid vehicle and control method thereof
JP4292732B2 (en) Power transmission device for hybrid vehicle
JP5467197B2 (en) Hybrid drive device
JP5942412B2 (en) Vehicle drive device
US20050164827A1 (en) Hybrid powertrain system including smooth shifting automated transmission
JP6421876B2 (en) Shift control device for hybrid vehicle
JP2005186931A (en) Double clutch transmission for hybrid electric vehicle, and its operating method
JP2011126318A (en) Start control device for hybrid electric vehicle
JP3823960B2 (en) Vehicle transmission
JP3674561B2 (en) Shift control device for automatic clutch transmission
JP5395115B2 (en) Hybrid drive device
JP2010208523A (en) Vehicular power transmission control apparatus
JP5376154B2 (en) Shift control device for hybrid electric vehicle
US20020053247A1 (en) Automatic transmission and vehicle
JP2004306826A (en) Drive of hybrid vehicle
JPH11198671A (en) Automobile drive system
JP6318185B2 (en) Control device for hybrid vehicle
JP5305033B2 (en) Shift control device for hybrid electric vehicle
JP6657614B2 (en) Braking force control device for electric vehicle
JP2004322935A (en) Driving device with transmission
JP2004176810A (en) Controller for power train for vehicles

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20090223

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20090714

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20090910

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20091006

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

R151 Written notification of patent or utility model registration

Ref document number: 4400690

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20091019

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20121106

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20131106

Year of fee payment: 4

LAPS Cancellation because of no payment of annual fees