JP5549573B2 - Power split device for vehicle - Google Patents

Description

  The present invention relates to a power split mechanism that includes a third rotating body in addition to a first rotating body and a second rotating body that are mechanically connected to a flywheel and a drive wheel that store rotational energy as mechanical energy. And a vehicle power split device that splits power between the flywheel and the drive wheel.

  As this type of power transmission device, as seen in, for example, Patent Document 1 below, the power of a rotating shaft between a transmission and an internal combustion engine coupled to drive wheels, the power of a flywheel, and the power of a generator Has also been proposed that is divided by a planetary gear mechanism. According to this, the rotational force of the drive wheel can be stored in the flywheel or the generator via the transmission.

  However, the planetary gear mechanism has a proportional relationship between the torques applied to the respective rotating bodies. For this reason, when the battery is close to a fully charged state or the electric load is small, the torque applied to the rotating body mechanically connected to the generator is reduced, and the power transmission through the planetary gear mechanism is sufficiently performed. Can not be done. For this reason, in such a situation, there is a possibility that energy cannot be sufficiently accumulated in the flywheel even during regeneration. Therefore, in the above apparatus, a braking force can be applied to the rotating body mechanically connected to the generator by a brake.

International Publication No. 2009/010819

  Incidentally, in order to increase the transmission amount of power through the planetary gear mechanism, the braking force required for the brake is naturally large. This leads to an increase in the build and weight of the brake. The brakes also have a demerit that maintenance demands are likely to occur.

  The present invention has been made in the process of solving the above-described problems, and an object of the present invention is to provide a first rotating body and a first rotating body that are mechanically coupled to each of a flywheel and a drive wheel that store rotational energy as mechanical energy. Another object of the present invention is to provide a new vehicle power split device that includes a power split mechanism including a third rotary body in addition to the second rotary body and splits the power between the flywheel and the drive wheel.

  Hereinafter, means for solving the above-described problems and the operation and effect thereof will be described.

According to a first aspect of the present invention, there is provided a power having a third rotating body in addition to a first rotating body and a second rotating body mechanically coupled to each of a flywheel and a drive wheel for storing rotational energy as mechanical energy. In the vehicle power split device that includes a split mechanism and splits power between the flywheel and the drive wheel, the power split device further includes an oil pump that supplies lubricating oil in the vehicle. When the power input to the rotating body is positive, the power input to each of the first rotating body and the third rotating body is set to be negative, and is input to the first rotating body. The absolute value of the motive power has a positive correlation with the absolute value of the motive power input to the third rotating body, and the driven shaft of the oil pump is mechanically connected to the third rotating body. It is characterized by.

  In the above invention, the amount that can be transmitted when the power of the first rotating body is transmitted to the flywheel is limited by the power of the third rotating body. In the above invention, in view of this point, the absolute value of the power of the third rotating body can be ensured by mechanically connecting the driven shaft of the oil pump to the third rotating body. The power transmitted to the flywheel through the rotating body can be increased.

According to a second invention, in the first invention, the oil pump is capable of electronically controlling at least one of a discharge amount and a discharge pressure.

  In the above invention, the power between the third rotating body and the oil pump can be controlled by electronically controlling the discharge amount and discharge pressure of the oil pump.

According to a third invention, in the first or second invention, the oil pump supplies the lubricating oil to a rotating body interposed between the flywheel and the first rotating body.

  In the said invention, the motive power supplied to an oil pump can be utilized effectively for supply of the said lubricating oil.

According to a fourth invention, in the third invention, the rotating body interposed between the flywheel and the first rotating body includes a rotating body including an impeller.

  In the said invention, the kinetic energy which the lubricating oil supplied from an oil pump has can be used effectively as rotational energy of a flywheel.

According to a fifth invention, in any one of the first to fourth inventions, the housing includes a housing that covers the periphery of the flywheel, and an ejector provided with a discharge port of the oil pump, and the ejector communicates with the housing. It is characterized by being.

  In the said invention, when lubricating oil flows out from an ejector, the gas in a housing is attracted | sucked to the ejector side. For this reason, it can suppress suitably that rotation of a flywheel is prevented by surrounding gas in a housing.

According to a sixth invention, in the fifth invention, a check valve is provided between the housing and the ejector that is closed when the pressure on the housing side is lower than the pressure on the ejector side. Features.

  When the pressure in the housing decreases and becomes lower than the pressure on the ejector side, when gas flows from the ejector side to the housing side, the low pressure in the housing is prevented. In this regard, in the above invention, such a situation can be avoided by providing a check valve.

According to a seventh invention, in any one of the first to sixth inventions, the vehicle includes a housing that covers the periphery of the flywheel, the vehicle includes an internal combustion engine, and the housing communicates with an intake passage of the internal combustion engine. It is characterized by being.

  In the above invention, while the pressure in the intake passage of the internal combustion engine is lower than the pressure in the housing, the gas in the housing is sucked into the intake passage, so that the pressure in the housing can be reduced.

An eighth invention is the invention according to any one of the first to seventh inventions, wherein the space between the oil pump and the third rotating body is the third rotating body side with respect to the output side which is the oil pump side. A one-way transmission mechanism for transmitting power when the input side relative rotational speed is not negative is provided.

  In the said invention, since the rotation direction of an oil pump can be made into one direction, even if it is a case where an oil pump is easy to be consumed by reverse rotation, consumption can be suppressed.

According to a ninth invention, in any one of the first to eighth inventions, a generator is mechanically coupled to the first rotating body.

  In the above invention, the rotational energy of the flywheel can be converted into electric energy by the generator without being limited by the power transmission amount by the power split mechanism.

A tenth invention is characterized in that, in any one of the first to eighth inventions, a generator is mechanically connected to the third rotating body.

  In the above invention, by mechanically connecting the generator to the third rotating body, the absolute value of the power that can be applied to the third rotating body can be made larger than in the case of the oil pump alone. As a result, the amount of power transmitted from the second rotating body to the flywheel via the first rotating body can be increased.

In an eleventh aspect based on the tenth aspect , the first rotating body, the second rotating body, and the third rotating body have a proportional relationship in absolute value of torque. It further comprises power transmission restricting means for switching transmission and interruption of power between the second rotating body and the driving wheel, and braking means for applying a braking force to the second rotating body.

  In the above invention, power transmission between the drive wheel and the second rotating body can be interrupted by the power transmission restricting means. However, in this case, when the torque applied to the second rotating body becomes zero, it becomes impossible to transmit the power via the power split mechanism, and thus it becomes impossible to transmit the rotational energy of the flywheel to the generator. In this regard, in the above-described invention, by providing the braking means, it is possible to apply torque to the second rotating body even in such a case, and thus it is possible to transmit power via the power split mechanism.

In a twelfth aspect of the invention according to any one of the ninth to eleventh aspects, in addition to the oil pump, an in-vehicle auxiliary device other than the generator is further mechanically connected to the third rotating body. It is characterized by that.

  In the above invention, since the absolute value of the power applied to the third rotating body can be further increased, the amount of power transmitted from the second rotating body to the flywheel via the first rotating body is further increased. be able to. Further, when the in-vehicle auxiliary device uses rotational energy as mechanical energy, energy conversion loss can be suppressed, so that energy use efficiency in driving the in-vehicle auxiliary device can be increased. .

A thirteenth aspect of the invention is characterized in that, in any one of the tenth to twelfth aspects of the invention, the first rotating body is mechanically connected to a rotating machine that can be powered by the power generated by the generator. And

  In the above invention, since the generated electric power can be consumed by the rotating machine even in a situation where the electric power generated by the electric generator cannot be sufficiently stored in the power storage means, sufficient load torque is applied to the third rotating body. be able to. And the consumed electric power consumed can be stored as rotational energy of a flywheel.

A fourteenth aspect of the invention is characterized in that in any one of the first to tenth aspects of the invention, a power transmission restricting means for switching between transmission and interruption of power between the second rotating body and the drive wheel is further provided. .

  In the above invention, since the power transmission between the drive wheel side and the power split mechanism side can be cut off by the power transmission restricting means, a situation where load torque is applied from the power split mechanism side when driving the drive wheel is avoided. Etc.

According to a fifteenth aspect, in any one of the first to fourteenth aspects, an internal combustion engine is mechanically coupled to the second rotating body, and the second rotating body is disposed between the internal combustion engine and the second rotating body. The apparatus further comprises means for switching between transmission and interruption of the power.

In a sixteenth aspect of the present invention, in any one of the first to fifteenth aspects, an internal combustion engine is mechanically coupled to the second rotating body, and the power between the internal combustion engine and the drive wheels is reduced. The apparatus further includes means for switching between transmission and interruption.

  In the above invention, it is also possible to avoid the load torque of the internal combustion engine from being applied to the drive wheels.

According to a seventeenth aspect, in any one of the first to sixteenth aspects, the housing further includes a housing that covers the periphery of the flywheel, and a vacuum pump is connected to the housing.

  In the said invention, since the gas in a housing can be reduced suitably, the situation where the rotational energy of a flywheel is converted into the kinetic energy of gas can be suppressed suitably.

In an eighteenth aspect based on any one of the first to seventeenth aspects, the absolute value of the torque of the first rotating body, the second rotating body, and the third rotating body has a proportional relationship. It is characterized by being.

According to a nineteenth aspect of the invention, in addition to a first rotating body and a second rotating body that are mechanically coupled to a flywheel and a drive wheel that store rotational energy as mechanical energy, a power that includes a third rotating body. In a vehicle power split device that includes a split mechanism and splits the power between the flywheel and the drive wheel, the power split mechanism is configured such that the power input to the second rotating body is positive. The power input to each of the first rotating body and the third rotating body is set so as to be negative, and the absolute value of the power input to the first rotating body is set to the third rotating body. It has a positive correlation with the absolute value of the input power, and a generator is mechanically connected to the third rotating body, and the first rotating body is powered by the generated power of the generator. Operable rotating machines are mechanically linked And wherein the are.

  In the above invention, since the generated power can be consumed by the rotating machine even in a situation where the power generated by the generator cannot be sufficiently stored in the power storage means, the absolute value of the power of the third rotating body is sufficiently set. (A sufficient load torque can be applied). And the consumed electric power consumed can be stored as rotational energy of a flywheel.

1 is a system configuration diagram according to a first embodiment. FIG. Sectional drawing which shows the one part cross-section structure of the power transmission device concerning the embodiment. The figure which shows the structure of the ejector concerning the embodiment. The figure which shows the utilization method of the power transmission mechanism concerning the embodiment. The time chart which shows the power transmission mode concerning the embodiment. The figure which shows the effect of the same embodiment. The system block diagram concerning 2nd Embodiment. The system block diagram concerning 3rd Embodiment. The system block diagram concerning 4th Embodiment.

<First Embodiment>
Hereinafter, a first embodiment in which a vehicle power split device according to the present invention is applied to a vehicle on which only an internal combustion engine is mounted will be described with reference to the drawings.

  FIG. 1 shows a system configuration according to the present embodiment.

  As illustrated, the engine 10 is an internal combustion engine as an in-vehicle main engine. The crankshaft 10 a of the engine 10 is mechanically connected to the drive wheels 16 via the clutch 11, the transmission 12, and the differential 14. Here, the clutch 11 is an electronically controlled engagement means that switches between transmission and interruption of power between the engine 10 and the transmission 12 by switching between an engagement state and a release state between the engine 10 and the transmission 12. is there. The crankshaft 10a is provided with initial rotation applying means (starter 18) for applying initial rotation thereto.

  A power split mechanism 24 is mechanically connected between the clutch 11 and the transmission 12 via a clutch 20 and a lock mechanism 22. Here, the power split mechanism 24 is a rotating body that rotates in conjunction with each other, and includes a plurality of power split rotating bodies that split power between the engine 10, the flywheel 36, and the alternator 40. Specifically, the power split mechanism 24 is constituted by one planetary gear mechanism, and the flywheel 36 is mechanically connected to the sun gear S, the engine 10 is mechanically connected to the carrier C, and the ring gear R is connected. An alternator 40 is mechanically connected. The lock mechanism 22 is a braking unit that prohibits the rotation of the carrier C of the power split mechanism 24. On the other hand, the clutch 20 switches between the engaged state and the released state between the engine 10 and the drive wheels 16 and the power split mechanism 24 (carrier C), so that the engine 10 and the drive wheels 16 and the power split mechanism 24 (carrier C). It is an electronically controlled fastening means for switching between power transmission and shut-off.

  The alternator 40 is a power generation means having a function as a power source for an in-vehicle auxiliary machine such as the starter 18 and a function for charging an auxiliary battery (not shown).

  On the other hand, the flywheel 36 is energy storage means for storing the input rotational energy as kinetic energy. The flywheel 36 is mechanically coupled to the sun gear S via the lock mechanism 26, the clutch 28, the impeller 30, and the speed increasing gear 32. Here, the lock mechanism 26 is a braking unit that prohibits rotation of the rotating body (sun gear S) mechanically coupled to the flywheel 36. The clutch 28 switches between an engaged state and a released state between the flywheel 36 and the power split mechanism 24 (sun gear S), thereby transmitting and interrupting power between the flywheel 36 and the power split mechanism 24 (sun gear S). It is an electronically controlled fastening means for switching between. The speed increasing gear 32 is a transmission means for increasing the rotational speed on the flywheel 36 side than the rotational speed on the power split mechanism 24 side (sun gear S side). The flywheel 36 is accommodated in the housing 34.

  Further, a driven shaft of an oil pump 44 is mechanically connected to the ring gear R of the power split mechanism 24 via a one-way clutch 42. The one-way clutch 42 is a one-way transmission mechanism that transmits power when the relative rotational speed on the ring gear R side that is the input side with respect to the oil pump 44 side that is the output side is not negative. Lubricating oil (broken line in the figure) discharged from the oil pump 44 is taken into the ejector 48 via an electronically controlled pressure control valve 46. The ejector 48 has a discharge port facing the impeller 30 and the speed increasing gear, and is connected to the housing 34 via a check valve 49. Here, the check valve 49 opens when the pressure in the housing 34 is higher than the pressure on the ejector 48 side, and closes otherwise. Thereby, when the lubricating oil is discharged from the ejector 48, the gas in the flywheel 36 is sucked to the ejector 48 side.

  In practice, the housing 34 is integrally formed with a member that houses the power split mechanism 24, the oil pump 44, and the like, as shown in FIG.

  FIG. 2B is an AA cross section of FIG. As shown in the drawing, the oil pump 44 is a trochoid pump in which a rotor 44b whose outer periphery forms a trochoidal curve rotates within the housing 44a. The direction of rotation of the trochoid pump is regulated. When the trochoid pump rotates in the reverse direction, the frictional force between the outer periphery of the rotor 44b and the inner wall of the housing 44a becomes large, and the deterioration is easily promoted. For this reason, in this embodiment, in order to avoid reverse rotation of the oil pump 44, the one-way clutch 42 is provided as described above.

  FIG. 2C is a BB cross section of FIG. As shown in the drawing, the impeller 30 is provided such that a plurality of wings 30a protrude from the outer periphery of the disk-shaped rotating body, and the lubricating oil flowing out from the ejector 48 collides with the wings 30a. It is means for converting the kinetic energy of the lubricating oil into the rotational energy of the impeller 30.

  FIG. 3 shows the structure of the ejector 48. As shown in the figure, when ejecting the lubricating oil from the nozzle portion, the ejector 48 sucks the gas from the direction orthogonal to the flow direction of the lubricating oil in order to reduce the atmospheric pressure around it. Thereby, gas and lubricating oil are mixed in a mixing part, and in a diffuser part, a mixture flows out outside while diffusing.

  The control device 50 shown in FIG. 1 is a control device that controls a vehicle. Specifically, the driving force of the vehicle is controlled by operating the engine 10, the starter 18, the clutch 20, the lock mechanism 22, the lock mechanism 26, the clutch 28, the alternator 40, the pressure control valve 46, and the like.

  FIG. 4 shows a nomographic chart of the rotational speeds of the three rotating bodies (sun gear S, carrier C and ring gear R) of the power split mechanism 24 realized by the control device 50 together with the rotational speed of the engine 10. The arrow indicates the direction of torque. As with the rotational speed, the torque direction is positive on the upper side in the figure, thereby defining the sign of power when power is input to the power split mechanism 24 as positive. Hereinafter, description will be made in the order of FIG. 2A to FIG.

FIG. 2A: When the vehicle is stopped When the vehicle is stopped and the flywheel 36 has sufficient rotational energy (i), this rotational energy is converted into electrical energy by the alternator 40 and input to the auxiliary battery. Let At this time, the engine 10 is in a stopped state, and the clutch 20 shown in FIG. 1 is in a disconnected state. For this reason, the rotation of the carrier C is prohibited by the lock mechanism 22. This is a process for applying torque to the carrier C. That is, the relationship between the torque Ts of the sun gear S of the planetary gear mechanism, the torque Tc of the carrier C, and the torque Tr of the ring gear R is a ratio ρ (Zs / Zr) of the number of teeth Zs of the sun gear S to the number of teeth Zr of the ring gear R. Is expressed by the following equations (c1) and (c2).

Tr = −Tc / (1 + ρ) (c1)
Ts = −ρTc / (1 + ρ) (c2)
For this reason, when the lock mechanism 22 is not locked, the torque Tc of the carrier C becomes zero, so that no torque is applied to the ring gear R and the sun gear S. In this case, power cannot be transmitted between the ring gear R and the sun gear S. On the other hand, by locking the carrier C by the lock mechanism 22, the power transmitted from the flywheel 36 to the alternator 40 by the torque applied to the ring gear R by the alternator 40 can be controlled. Incidentally, since the rotational speeds of the sun gear S, the carrier C, and the ring gear R are aligned in a straight line, when the rotational speed of the carrier C is fixed to zero, the alternator 40 (ring gear R) depends on the rotational speed of the flywheel 36 (sun gear S). ) Is determined uniquely.

  On the other hand, when the vehicle is stopped and the rotational speed of the flywheel 36 is zero (ii), all three rotating bodies of the power split mechanism 24 are stopped.

FIG. 4B: When the engine 10 is started When the rotational energy of the flywheel 36 is sufficient when the engine 10 is started (i), the rotational energy of the flywheel 36 is used without using the starter 18. An initial rotation can be applied to the crankshaft 10 a of the engine 10. At this time, the alternator 40 is controlled to generate power. This is a process for enabling power transmission via the power split mechanism 24 from the relationship of the above formulas (c1) and (c2).

  On the other hand, when the rotational energy of the flywheel 36 is insufficient when starting the engine 10 (ii), the starter 18 starts the engine 10. At this time, power generation by the alternator 40 is not performed. For this reason, power transmission through the power split mechanism 24 is not performed. At this time, the clutch 28 is released and the sun gear S is locked by the lock mechanism 26. This is to avoid an increase in the difference in rotational speed between the input side and the output side when the clutch 28 is engaged. The clutch 28 may be in the engaged state and the lock mechanism 26 may be in the released state.

FIG. 4 (c): Starting / light-load running When the flywheel 36 has sufficient rotational energy (i), it is possible to travel using the rotational energy of the flywheel 36 without using the engine 10. At this time, since the torque is applied to the ring gear R by performing the power generation control of the alternator 40, power transmission via the power split mechanism 24 becomes possible. However, even if the flywheel 36 has sufficient rotational energy, the rotational energy of the flywheel 36 may be used only for power generation by the alternator 40 without being used for traveling.

  On the other hand, when the rotational energy of the flywheel 36 is insufficient (ii), the sun gear S is locked by the lock mechanism 26 and power generation control of the alternator 40 is performed, and the vehicle 10 travels with the driving force of the engine 10. To do. Here, the lock mechanism 26 is used to enable power transmission via the power split mechanism 24 in a state where the rotational energy of the engine 10 is not supplied to the flywheel 36, and thus to enable power generation control of the alternator 40. It is a setting. On the other hand, when the lock mechanism 26 is not used, a part of the rotational energy of the engine 10 is supplied to the flywheel 36.

FIG. 4D: During steady running When the rotational energy is stored in the flywheel 36 (i), the engine 10 is driven. At this time, the alternator 40 may be subjected to power generation control.

  On the other hand, when neither energy accumulation in the flywheel 36 nor energy release from the flywheel 36 is performed (ii), the sun gear S is locked by the lock mechanism 26 and the power generation control of the alternator 40 is performed. Meanwhile, the vehicle travels with the driving force of the engine 10. Here, the lock mechanism 26 is used to enable power transmission via the power split mechanism 24 in a state where the power of the engine 10 is not supplied to the flywheel 36, and thus to enable power generation control of the alternator 40. It is.

  Further, when the energy of the flywheel 36 is converted into electric energy by the alternator 40 while the vehicle is driven by the driving force of the engine 10 (iii), the power generation control by the alternator 40 is performed while the carrier C is locked by the lock mechanism 22. Do. At this time, the power transmission between the engine 10 side and the power split mechanism 24 side is interrupted by setting the clutch 20 to the released state. Here, the carrier C is locked by the lock mechanism 22 in order to enable the rotational energy of the flywheel 36 to be transmitted to the alternator 40 via the power split mechanism 24.

FIG. 4E: Acceleration When using the power of the flywheel 36 in addition to the power of the engine 10 (i), both the clutches 20 and 28 are engaged. At this time, power generation control of the alternator 40 may be performed in order to increase the transmission amount of power from the flywheel 36 to the drive wheel 16.

  On the other hand, when the power of the flywheel 36 is not used (ii), the sun gear S is locked by the lock mechanism 26 and the power of the alternator 40 is controlled, and the vehicle travels with the power of the engine 10. Here, the use of the lock mechanism 26 is a setting for enabling transmission of power via the power split mechanism 24. For this reason, when the power generation control of the alternator 40 is stopped, the lock control by the lock mechanism 26 may not be performed.

FIG. 4 (f): During regeneration In this case, the engine 10 is stopped and power generation control of the alternator 40 is performed. Thereby, the power input to the carrier C is output from the sun gear S and the ring gear R to the flywheel 36 and the alternator 40, respectively. Incidentally, at this time, when the load torque by the engine 10 is unnecessary, it is desirable that the clutch 11 is in a released state.

  As described above, according to the present embodiment, since the rotational energy can be stored in the flywheel 36 during the deceleration regenerative operation of the vehicle, the energy use efficiency can be improved. In addition, the amount of power supplied to the flywheel 36 can be increased by mechanically connecting the oil pump 44 to the ring gear R of the power split mechanism 24. That is, since the amount of power generated by the alternator 40 is restricted by the SOC of the auxiliary battery, etc., it is not always possible to increase the torque of the alternator 40 even during regenerative operation. For this reason, when only the alternator 40 is mechanically coupled to the ring gear R, the amount of power transmitted from the drive wheel 16 side to the flywheel 36 during the regenerative operation is limited by the torque of the alternator 40. On the other hand, in the present embodiment, the torque of the oil pump 44 can be applied to the ring gear R by mechanically connecting the oil pump 44 to the ring gear R, and as a result, the flywheel 36 from the drive wheel 16 side. The amount of power transmitted to can be increased.

  Here, since the one-way clutch 42 is provided between the oil pump 44 and the ring gear R, no power is transmitted to the oil pump 44 when the ring gear R rotates in the reverse direction. However, as shown in FIG. 4F, the ring gear R is set not to reversely rotate during the regenerative operation. For this reason, the load torque of the oil pump 44 can be applied to the power split mechanism 24 during regenerative operation in which the amount of power transmitted through the power split mechanism 24 needs to be increased. In addition, during the regenerative operation, it is most desirable to supply the oil from the oil pump 44 to the speed increasing gear 32 and the impeller 30. That is, during regenerative operation, the amount of power transmitted between the power split mechanism 24 side and the flywheel 36 is large, so that the torque applied to the speed increasing gear 32 is the largest. For this reason, it is a period in which it is most desirable to supply the lubricating oil to the engaging portions of the gears constituting the speed increasing gear 32. Further, during regenerative operation, it is desirable to store the power from the drive wheels 16 as much as possible in the flywheel 36. Therefore, if the energy on the drive wheels 16 side consumed by driving the oil pump 44 is possible, the rotational energy of the flywheel 36 is also possible. It is desirable to collect as For this reason, the kinetic energy of the lubricating oil generated by the power of the drive wheels 16 is recovered by the impeller 30.

  FIG. 5 illustrates an energy storage processing mode of the flywheel 36 and the alternator 40 when the vehicle repeats starting and stopping. As shown in the figure, when the vehicle is decelerated, the clutch 20 is engaged so that the rotational energy of the drive wheels 16 is transmitted to the alternator 40 and the flywheel 36 via the power split mechanism 24. This process is performed until the rotational speed of the ring gear R becomes zero. Even when the ring gear R rotates in the reverse direction, the power of the power split mechanism 24 can be transmitted to the alternator 40. In this case, however, the alternator 40 is on the power running side. The application of torque from the alternator 40 to the power split mechanism 24 is also stopped. FIG. 5 shows an example in which the release timing of the clutch 20 is set to a timing at which the rotational speed of the drive wheel 16 becomes zero. This is because a shock is transmitted to the drive wheel 16 by the release of the clutch 20. The aim is to avoid it.

  FIG. 6 shows the effect of mechanically connecting the oil pump 44 to the ring gear R. Specifically, the relationship between the maximum torque of the torque applied to the ring gear R other than that generated by the alternator 40 and the effect of improving the fuel consumption rate is shown. As shown in the figure, the effect of improving the fuel consumption rate increases as the torque that can be applied to the ring gear R increases. For this reason, when the oil pump 44 is mechanically coupled to the ring gear R, a quantitatively clear effect can be obtained.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) The driven shaft of the oil pump 44 is mechanically connected to the ring gear R of the power split mechanism 24. Thereby, the power transmitted from the carrier C to the flywheel 36 via the sun gear S during the regenerative operation can be increased. In particular, the oil pump 44 contributes to the downsizing of the present system because the increase in physique due to the increase in the torque that can be applied to the ring gear R is smaller than that of the lock mechanisms 22 and 26. Furthermore, the oil pump 44 is less susceptible to maintenance during forward rotation because wear due to friction between the rotor 44b and the housing 44a is small.

  (2) An electronically controlled pressure control valve 46 for adjusting the discharge pressure of the oil pump 44 is provided. As a result, the torque applied to the ring gear R by the oil pump 44 can be controlled. As a result, the power transmitted from the carrier C to the flywheel 36 via the sun gear S can be controlled.

  (3) The speed increasing gear 32 is the supply target of the lubricating oil of the oil pump 44. Thereby, the motive power supplied to the oil pump 44 can be effectively used for supplying the lubricating oil to the speed increasing gear 32 that needs to be supplied with the lubricating oil.

  (4) The impeller 30 was mechanically connected to the flywheel 36. Thereby, the kinetic energy of the lubricating oil supplied from the oil pump 44 can be effectively used as the rotational energy of the flywheel 36.

  (5) The ejector 48 is communicated with the housing 34. Thereby, it can suppress suitably that rotation of the flywheel 36 in the housing 34 is prevented by surrounding gas.

  (6) A check valve 49 is provided between the housing 34 and the ejector 48 to close when the pressure on the housing 34 side is lower than the pressure on the ejector 48 side. Thereby, when the pressure in the housing 34 becomes lower than the pressure on the ejector 48 side, it is possible to suitably avoid a situation where gas flows from the ejector 48 side to the housing 34 side.

  (7) A one-way clutch 42 is provided between the oil pump 44 and the ring gear R. As a result, it is possible to avoid the oil pump 44 from rotating in the reverse direction, and thus it is possible to suppress consumption of the oil pump 44.

  (8) The alternator 40 is mechanically connected to the ring gear R. Thereby, compared with the case where the member mechanically connected to the ring gear R is the oil pump 44 alone, the power transmitted from the drive wheel 16 to the flywheel 36 via the power split mechanism 24 is increased. Can do.

  (9) The clutch 20 that switches transmission and disconnection of power between the carrier C and the drive wheel 16 and the lock mechanism 22 that applies a braking force to the carrier C are provided. Thus, even when the clutch 20 is in the released state, the rotational energy of the flywheel 36 is transmitted to the alternator 40 via the power split mechanism 24 by applying torque to the carrier C by the lock mechanism 22. Can do.

(10) The clutch 11 is provided. As a result, it is possible to avoid a situation in which the load torque from the engine 10 is applied to the drive wheels 16, so that the energy extracted from the drive wheels 16 when the braking force is applied to the drive wheels 16 can be used sufficiently effectively. can do.
<Second Embodiment>
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 7 shows a system configuration according to the present embodiment. In FIG. 7, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As illustrated, in the present embodiment, the driven shaft of the compressor 62 mounted on the in-vehicle air conditioner (air conditioner 60) is mechanically coupled to the ring gear R of the power split mechanism 24. The housing 34 that houses the flywheel 36 communicates with the intake passage 54 of the engine 10. The housing 34 is depressurized by a brake booster vacuum pump 56. The brake booster vacuum pump 56 is an engine-driven vacuum pump that is driven when power of the engine 10 is applied from, for example, a cam shaft of the engine 10.

  According to the present embodiment described above, the following effects can be obtained in addition to the effects of the first embodiment.

  (11) The driven shaft of the compressor 62 is mechanically connected to the ring gear R. As a result, the torque that can be applied to the ring gear R can be further increased, so that the power that can be transmitted from the drive wheel 16 to the flywheel 36 via the power split mechanism 24 can be further increased during regenerative operation. it can. Further, since the power of the drive wheels 16 can be used by the compressor 62 with mechanical energy, the energy utilization efficiency is improved.

  (12) The housing 34 in which the flywheel 36 is accommodated and the intake passage 54 of the engine 10 are communicated. Thereby, the pressure in the housing 34 can be reduced suitably.

(13) The housing 34 is communicated with the brake booster vacuum pump 56. Thereby, the pressure in the housing 34 can be reduced more suitably.
<Third Embodiment>
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 8 shows a system configuration according to the present embodiment. In FIG. 8, members corresponding to those shown in FIG. 1 are given the same reference numerals for the sake of convenience.

As shown in the figure, the alternator 40 is mechanically connected to the sun gear S in this embodiment. Thereby, when the rotational energy of the flywheel 36 is converted into electric energy by the alternator 40, it is not necessary to interpose the power split mechanism 24.
<Fourth Embodiment>
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 9 shows a system configuration according to the present embodiment. In FIG. 9, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

As illustrated, in the present embodiment, the alternator 40 is mechanically coupled to the ring gear R, and the motor generator 60 is further mechanically coupled to the sun gear S. Thus, even when the auxiliary battery is almost fully charged, the alternator 40 performs power generation control, and the motor generator 60 is driven by the generated power, thereby improving the energy charging speed to the flywheel 36. Can do.
<Other embodiments>
Each of the above embodiments may be modified as follows.

"About oil pump"
The supply target of the lubricating oil by the oil pump is not limited to that exemplified in the above embodiment. For example, the transmission 12 and the engine 10 may be included. But it is also possible to make only the transmission 12 and the engine 10 into a supply object except the supply object illustrated in each said embodiment.

  The oil pump is not limited to the trochoidal pump. Even if the discharge pressure and the discharge amount are not electronically controllable, the power transmission amount through the power split mechanism 24 can be increased by mechanically connecting the oil pump to the power split mechanism 24. .

"One-way transmission mechanism"
The one-way transmission mechanism for transmitting power when the relative rotational speed on the input side with respect to the output side is not negative is not limited to the one-way clutch but may be a one-way bearing or the like.

"Mechanical connection with power split mechanism"
For example, the alternator 40 may be mechanically connected to the sun gear S and the flywheel 36 may be mechanically connected to the ring gear R. Further, for example, the drive wheel 16, the alternator 40, and the flywheel 36 may be mechanically coupled to the sun gear S, the carrier C, and the ring gear R, respectively.

"Power split mechanism"
The power split mechanism is not limited to that illustrated in the above embodiment. For example, a double planetary gear type may be used. In addition, the rotational speed is not limited to only three rotating bodies, and for example, two of the three rotating bodies of a pair of planetary gear mechanisms can be mechanically connected to each other to achieve different rotational speeds. It is good also as what has four rotary bodies.

  Moreover, not only having a planetary gear mechanism but also having a differential gear, for example.

  Furthermore, the torque of the rotating body constituting the power split mechanism is not limited to a proportional relationship, but each of the rotating body mechanically connected to the flywheel and the rotating body mechanically connected to the oil pump. As long as there is a positive correlation between torques (or powers), it has the same technical significance as the above-described embodiment in which the amount of power transmission is increased using an oil pump.

"About in-vehicle accessories"
The on-vehicle auxiliary machine is not limited to the compressor 62 of the air conditioner 60, and may be a water pump, for example.

About the generator
The generator is not limited to the alternator 40 but may be a motor generator that also functions as an electric motor.

About vacuum pump
The vacuum pump is not limited to a brake booster vacuum pump, and may be a dedicated pump for decompressing the housing 34.

"others"
In the fourth embodiment, even if the oil pump 44 is not provided, the load torque can be reliably applied to the ring gear R by the alternator 40 by including the motor generator 60.

  In the fourth embodiment, the motor generator 60 may be an electric motor (a rotating machine that does not function as a generator).

  -In each said embodiment, even if it deletes the impeller 30, the effect of said (1) etc. of the said 1st Embodiment can be acquired.

  In each of the above embodiments, the effect (1) and the like of the first embodiment can be obtained without providing the speed increasing gear 32.

  In each of the above embodiments, the effect (1) and the like of the first embodiment can be obtained without using the power of the oil pump 44 to suck the gas in the housing 34.

  -In each said embodiment, even if it deletes the clutch 28 or deletes the clutch 28 and the lock mechanism 26, the effect of said (1) etc. of the said 1st Embodiment can be acquired.

  -In each said embodiment, even if it deletes the clutch 20 or deletes the clutch 20 and the lock mechanism 22, the effect of said (1) etc. of the said 1st Embodiment can be acquired.

  In the third embodiment, a clutch may be provided between the sun gear S and the alternator 40. Further, the present invention is not limited thereto, and a one-way transmission mechanism that transmits power when the relative rotational speed of the input side that is the sun gear S side with respect to the output side that is the alternator 40 side is not negative may be provided.

  -As a vehicle, it is not restricted to what mounts only an internal combustion engine as a vehicle-mounted main machine. For example, in the configuration shown in FIG. 1, a parallel hybrid vehicle including a motor generator between the clutch 20 and the transmission 12 may be used.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 16 ... Drive wheel, 24 ... Power split mechanism, 36 ... Flywheel, 44 ... Oil pump.

Claims (19)

A power split mechanism comprising a third rotating body in addition to a first rotating body and a second rotating body mechanically coupled to each of a flywheel and a drive wheel for storing rotational energy as mechanical energy, In a vehicle power split device that splits power between a flywheel and the drive wheel,
An oil pump for supplying lubricating oil in the vehicle;
The power split mechanism is set so that when the power input to the second rotating body is positive, the power input to each of the first rotating body and the third rotating body can be negative. ,
The absolute value of power input to the first rotating body has a positive correlation with the absolute value of power input to the third rotating body,
Mechanically connecting the driven shaft of the oil pump to the third rotating body ;
The oil pump supplies the lubricating oil to a rotating body interposed between the flywheel and the first rotating body,
The power split device for a vehicle according to claim 1, wherein the rotating body interposed between the flywheel and the first rotating body includes a rotating body including an impeller.   2. The vehicle power split device according to claim 1, wherein the oil pump is capable of electronically controlling at least one of a discharge amount and a discharge pressure. A power split mechanism comprising a third rotating body in addition to a first rotating body and a second rotating body mechanically coupled to each of a flywheel and a drive wheel for storing rotational energy as mechanical energy, In a vehicle power split device that splits power between a flywheel and the drive wheel,
An oil pump for supplying lubricating oil in the vehicle;
The power split mechanism is set so that when the power input to the second rotating body is positive, the power input to each of the first rotating body and the third rotating body can be negative. ,
The absolute value of power input to the first rotating body has a positive correlation with the absolute value of power input to the third rotating body,
Mechanically connecting the driven shaft of the oil pump to the third rotating body;
A housing covering the periphery of the flywheel;
An ejector provided with a discharge port of the oil pump,
The power split device for a vehicle, wherein the ejector communicates with the housing. 4. The vehicle power split according to claim 3, further comprising a check valve that closes between the housing and the ejector when the pressure on the housing side is lower than the pressure on the ejector side. apparatus. A housing covering the periphery of the flywheel;
The vehicle is equipped with an internal combustion engine,
The housing vehicular power split device according to any one of claims 1 to 4, characterized in that in communication with an intake passage of the internal combustion engine. A power split mechanism comprising a third rotating body in addition to a first rotating body and a second rotating body mechanically coupled to each of a flywheel and a drive wheel for storing rotational energy as mechanical energy, In a vehicle power split device that splits power between a flywheel and the drive wheel,
An oil pump for supplying lubricating oil in the vehicle;
The power split mechanism is set so that when the power input to the second rotating body is positive, the power input to each of the first rotating body and the third rotating body can be negative. ,
The absolute value of power input to the first rotating body has a positive correlation with the absolute value of power input to the third rotating body,
Mechanically connecting the driven shaft of the oil pump to the third rotating body;
A housing covering the periphery of the flywheel;
The vehicle is equipped with an internal combustion engine,
The vehicle power split device characterized in that the housing communicates with an intake passage of an internal combustion engine. One direction for transmitting power between the oil pump and the third rotating body when the relative rotational speed on the input side, which is the third rotating body side, with respect to the output side, which is the oil pump side, is not negative. The power split device for a vehicle according to any one of claims 1 to 6, wherein a transmission mechanism is provided. The power split device for a vehicle according to any one of claims 1 to 7 , wherein a generator is mechanically connected to the first rotating body. The power split device for a vehicle according to any one of claims 1 to 7 , wherein a generator is mechanically connected to the third rotating body. The first rotating body, the second rotating body, and the third rotating body have a proportional relationship in absolute value of torque,
Power transmission restriction means for switching between transmission and interruption of power between the second rotating body and the drive wheel;
The vehicle power split device according to claim 9 , further comprising braking means for applying a braking force to the second rotating body. A power split mechanism comprising a third rotating body in addition to a first rotating body and a second rotating body mechanically coupled to each of a flywheel and a drive wheel for storing rotational energy as mechanical energy, In a vehicle power split device that splits power between a flywheel and the drive wheel,
An oil pump for supplying lubricating oil in the vehicle;
The power split mechanism is set so that when the power input to the second rotating body is positive, the power input to each of the first rotating body and the third rotating body can be negative. ,
The absolute value of power input to the first rotating body has a positive correlation with the absolute value of power input to the third rotating body,
Mechanically connecting the driven shaft of the oil pump to the third rotating body;
A generator is mechanically coupled to the third rotating body,
The first rotating body, the second rotating body, and the third rotating body have a proportional relationship in absolute value of torque,
Power transmission restriction means for switching between transmission and interruption of power between the second rotating body and the drive wheel;
The vehicle power split device further comprising braking means for applying a braking force to the second rotating body. The third to the rotating body, in addition to said oil pump, according to any one of claims 8 to 11, characterized in that the generator other vehicle auxiliaries is further mechanically coupled Vehicle power split device. A power split mechanism comprising a third rotating body in addition to a first rotating body and a second rotating body mechanically coupled to each of a flywheel and a drive wheel for storing rotational energy as mechanical energy, In a vehicle power split device that splits power between a flywheel and the drive wheel,
An oil pump for supplying lubricating oil in the vehicle;
The power split mechanism is set so that when the power input to the second rotating body is positive, the power input to each of the first rotating body and the third rotating body can be negative. ,
The absolute value of power input to the first rotating body has a positive correlation with the absolute value of power input to the third rotating body,
Mechanically connecting the driven shaft of the oil pump to the third rotating body;
A generator is mechanically coupled to the first rotating body,
In addition to the oil pump, an in-vehicle auxiliary device other than the generator is further mechanically connected to the third rotating body, wherein the power split device for a vehicle is characterized. 12. The vehicle according to claim 9 , wherein the first rotating body is mechanically connected to a rotating machine capable of performing a power running operation with the electric power generated by the generator. Power split device. The vehicle power split according to any one of claims 1 to 9 , further comprising power transmission restriction means for switching between transmission and interruption of power between the second rotating body and the drive wheel. apparatus. An internal combustion engine is mechanically coupled to the second rotating body,
The vehicle power split device according to any one of claims 1 to 15 , further comprising means for switching transmission and interruption of power between the second rotating body and the internal combustion engine. An internal combustion engine is mechanically coupled to the second rotating body,
The vehicle power split device according to any one of claims 1 to 16 , further comprising means for switching between transmission and cutoff of power between the internal combustion engine and the drive wheels. A housing that covers the periphery of the flywheel;
The vehicle power split device according to any one of claims 1 to 17 , wherein a vacuum pump is connected to the housing. The absolute value of the torque of the first rotating body, the second rotating body, and the third rotating body has a proportional relationship, 19. The vehicle power split device described in 1.

Images