JP6049123B2 - Drive device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle using an engine and a motor as driving power sources.

  In recent years, in vehicles such as automobiles, hybrid vehicles that run using an engine and a motor as power sources have been developed from the viewpoint of low pollution and resource saving. In this hybrid vehicle, there is a case where one motor for power generation and drive is mounted as a motor for two motors for power generation and drive. In such a one-motor type hybrid vehicle, the motor Although a single driving force is not large, it is possible to improve the fuel efficiency of city driving by combining with a transmission.

  For example, Patent Document 1 discloses a hybrid vehicle equipped with an engine, a motor / generator, and a belt type continuously variable transmission. In this hybrid vehicle, when the driving force of the engine is transmitted from the main shaft to the wheels via the belt-type continuously variable transmission and the counter shaft, the motor / generator is driven from the counter shaft via the power transmission means. The one-way clutch prevents the reverse transmission of the power to the motor, and the loss of driving force due to the drag of the motor / generator is prevented.

JP 2007-261348 A

  However, in a 1-motor type hybrid vehicle, it is possible to improve the fuel efficiency of city driving by combining a motor and a continuously variable transmission, but the effect of improving the fuel efficiency is relatively small during high-speed driving. This is because, when performing high-speed running with a motor, the continuously variable transmission is not originally good at high-speed running, and the influence of the load on the engine and transmission increases.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a drive device for a hybrid vehicle that can realize efficient high-speed traveling by a motor by reducing the load on the engine and the continuously variable transmission. Yes.

A drive device for a hybrid vehicle according to the present invention includes a continuously variable transmission having one end of an input shaft connected to an output shaft of an engine, and a first clutch connected to the other end of the input shaft of the continuously variable transmission. A motor connected to one end of the motor shaft and a high speed connected to the other end of the motor shaft via a second clutch and connected to the output shaft of the continuously variable transmission via a third clutch And a planetary gear mechanism having a fourth clutch that directly connects an output shaft of the engine and an input shaft of the continuously variable transmission, and the motor includes the first clutch, Power is transmitted to the high-speed traveling gear train through the second clutch with the third clutch , the fourth clutch, and the planetary gear mechanism open.

  According to the present invention, it is possible to reduce the loads on the engine and the continuously variable transmission to realize efficient high-speed running by the motor, and to improve the fuel consumption of the entire vehicle.

Basic configuration diagram showing a drive device of a hybrid vehicle Explanatory drawing showing another configuration example of the drive shaft side Explanatory drawing showing still another configuration example on the drive shaft side Explanatory drawing which shows the state of each clutch in engine driving mode Explanatory drawing which shows the state of each clutch in motor drive mode Explanatory drawing which shows the state of each clutch in high-speed driving mode

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a hybrid vehicle drive device 1 in which an engine and a motor are mounted as driving power sources. The drive device 1 includes an engine 2, a torque converter 3, a planetary gear mechanism 4, a transmission mechanism 10, A motor 20 is provided. Specifically, the engine 2 is an internal combustion engine that generates power using gasoline or the like as fuel, and an output shaft 2a of the engine 2 is connected to a sun gear of the planetary gear mechanism 4 via a torque converter 3 provided with a lockup clutch 3a. 4s.

  The planetary gear mechanism 4 is a single pinion type planetary gear mechanism having a sun gear 4s, a pinion gear 4p, a carrier 4c, and a ring gear 4r, and includes two clutches 5 and 6 for direct engine travel and reverse travel. Specifically, the sun gear 4 s of the planetary gear mechanism 4 is an external gear that meshes with the plurality of pinion gears 4 p and is connected to the output shaft 2 a of the engine 2 via the torque converter 3. The pinion gear 4p is an external gear that meshes with the sun gear 4s and meshes with the ring gear 4r, and is held by the carrier 4c so as to rotate and revolve.

  The carrier 4 c is connected to the input shaft 10 a of the speed change mechanism 10 and can be connected to the sun gear 4 s via the clutch 5. The ring gear 4r is an internal gear that is arranged concentrically with the sun gear 4s and meshes with the plurality of pinion gears 4p, and is configured to be connectable to a fixed member 7 such as a transmission case via the clutch 6.

  Next, the speed change mechanism 10 is a continuously variable transmission (CVT) whose speed ratio is continuously varied. In this embodiment, the speed change mechanism 10 is supported by a primary pulley 10b supported by the input shaft 10a and an output shaft 10c. This is a winding type continuously variable transmission in which a transmission member 10e such as a metal belt or a chain is wound between the supported secondary pulley 10d (hereinafter, the transmission mechanism 10 will be referred to as CVT 10). . In the CVT 10, the front end side of the input shaft 10a of the primary pulley 10b is connected to the ring gear 4r of the planetary gear mechanism 4, and the rear end side of the input shaft 10a of the primary pulley 10b is connected to the motor shaft 20a of the motor 20 via the clutch 11. Has been.

  The motor 20 is a synchronous motor that can be driven as a generator and can be driven as an electric motor. The front end side of the motor shaft 20a that supports the rotor 20b is connected to the rear end side of the input shaft 10a of the CVT 10 via the clutch 11. At the same time, the rear end side of the motor shaft 20a is connected to the large-diameter gear 13a of the overdrive (OD) gear train 13 for high-speed traveling via the clutch 12. The clutches 11 and 12 as first and second clutches provided before and after the motor 20 are clutches for connecting / disconnecting in the drive system of the motor 20 as will be described later, and dragging as much as possible when released. Use a dog clutch, synchro ring, etc. to prevent it from occurring.

  On the other hand, in the secondary pulley 10d of the CVT 10, one gear 14a of the gear train 14 is connected to the rear end side of the output shaft 10c. The other gear 14b that meshes with the gear 14a of the gear train 14 is connected to a drive shaft 16 via a clutch 15 as a third clutch. The drive shaft 16 is connected to the large-diameter gear 13a of the OD gear train 13. A meshing small-diameter gear 13b is interposed. The clutch 15 has a function of protecting the CVT 10 by slipping when the driving force is reversely transmitted from the wheel side to the CVT 10 during coasting.

  Further, the small-diameter gear 13b of the OD gear train 13 is coaxially connected to the intermediate gear 17a of the transfer gear train 17, and the driving force is distributed to the front and rear wheels via the gears 17a and 17b meshing with the intermediate gear 17a. Is done. That is, the driving force is distributed from the gear 17b meshed with the intermediate gear 17a of the transfer gear train 17 to the rear wheel R side via the clutch 18 and the rear differential device (not shown), and the intermediate is opposed to the gear 17b. A driving force is distributed from the gear 17c meshing with the gear 17a to the front wheel F side via a front differential device (not shown). The rear wheel side clutch 18 is controlled to be engaged according to the running state.

  In this case, the configuration of the CVT 10 on the side of the drive shaft 16 subsequent to the secondary pulley 10d is not limited to the configuration shown in FIG. 1, and any configuration that does not cause an interlock with the motor 20 may be used. 2. A configuration as shown in FIG. In the configuration shown in FIG. 2, the OD gear train 13 disposed on the rear end side of the motor 20 is an OD gear train 13 ′ in which an intermediate gear 13 c is interposed between the large-diameter gear 13 a and the small-diameter gear 13 b, and the CVT 10 The rear end of the output shaft 10c of the secondary pulley 10d is connected to the small-diameter gear 13b of the OD gear train 13 ′ via the clutch 15. In the configuration shown in FIG. 3, the large-diameter gear 13 a and the small-diameter gear 13 b are connected by a chain 19 instead of the intermediate gear 13 c of the OD gear train 13 ′ with respect to the configuration of FIG. 2.

In the drive device 1 having the above configuration, the engagement / disengagement of the clutches 5, 6, 11, 12, and 15 is switched according to the travel modes as shown in the following (1) to (3), and the engine load is Reduction, reduction of motor load, reduction of load due to CVT stop, and further improvement of fuel efficiency in high speed driving.
(1) Engine travel mode (2) Motor travel mode (3) High speed travel mode

  Hereinafter, each traveling mode will be described with reference to FIGS. 4 to 6, elements that form a path through which power is transmitted are indicated by bold lines.

(1) Engine travel mode In the travel mode using only the power of the engine 2, as shown in FIG. 4, the clutch 5 of the planetary gear mechanism 4 is engaged to connect the sun gear 4s and the carrier 4c, and the output shaft 2a of the engine 2 is coupled. Is directly connected to the input shaft 10a of the CVT 10. Further, the clutch 15 on the output shaft 10c side of the CVT 10 is engaged, and at the same time, the clutches 11 and 12 disposed before and after the motor 20 are released, and the motor 20 is disconnected from the power path. At this time, the rotation of the motor 20 is almost stopped, and the rotational load of the motor 20 in the engine running mode can be reduced, which can contribute to the improvement of fuel consumption.

(2) Motor travel mode In the travel mode using only the power of the motor 20, that is, the travel mode as an EV (electric vehicle), the clutches 5 and 6 are opened and the planetary gear mechanism 4 is opened as shown in FIG. The clutch 11 is engaged to couple the motor shaft 20a of the motor 20 to the input shaft 10a of the CVT 10, and the clutch 15 on the output shaft 10c side of the CVT 10 is engaged. At this time, the clutch 12 on the rear end side of the motor shaft 20a is brought into a released state in order to avoid the interlock by the OD gear train 13. In the motor travel mode, the engine load can be reduced and fuel consumption can be improved by disconnecting the engine 2 from the power path as opposed to the engine travel mode.

  In the state of FIG. 3 with the clutch 11 engaged and the clutch 12 opened, the clutch 6 is engaged and the power from the engine 2 is input to the sun gear 4 s of the planetary gear mechanism 4. It can be set as the hybrid driving mode which outputs 20 motive power via CVT10.

(3) High-speed running mode When the engine is running at high speed with a motor, running with a weak motor is severe. Therefore, in the high speed traveling mode, as shown in FIG. 6, the clutches 5 and 6 are released to bring the planetary gear mechanism 4 into an open state, and the engine 2 is disconnected to cut off the engine load. In addition, the clutch 11 between the CVT 10 and the motor 20 is released, and the clutch 15 on the CVT 10 output side is released, thereby stopping the rotation of the pulley of the CVT 10 and reducing the transmission load. In this state, the clutch 12 is engaged and the power of the motor 20 is output to the front and rear wheels via the OD gear train 13. As a result, the engine load and the transmission load during high-speed traveling can be significantly reduced, efficient high-speed traveling by the motor 20 can be realized, and fuel consumption as a whole vehicle can be improved.

  In this case, when the CVT 10 is returned from the pulley stopped state, the clutch 11 is engaged, the pulley rotation is synchronized with the engine rotation by the motor 20, and the clutches 5 and 6 are engaged to smoothly return the rotation from the pulley stopped state. be able to.

  The clutch switching in each mode may be performed by hydraulic pressure generated by an engine-driven pump, but it is desirable to switch each clutch using an electric actuator in order to reduce the engine load.

  As described above, in the present embodiment, the clutches 11 and 12 are arranged before and after the motor 20 and the OD gear train 13 for high-speed traveling is connected via the clutch 12, and the OD gear train 13 is connected to the clutch 15. It connects with the output shaft of CVT10 via. With such a configuration, the clutches 11, 12, and 15 are intermittently controlled to output the driving force of the engine (engine + motor) via the CVT 10, and the motor is reduced by reducing the engine load and the transmission load. It is possible to efficiently output 20 driving forces via the OD gear train 13, and the fuel efficiency of the entire vehicle can be improved.

DESCRIPTION OF SYMBOLS 1 Drive device 2 Engine 2a Output shaft 4 Planetary gear mechanism 10 Transmission mechanism (continuously variable transmission)
10a Input shaft 10b Primary pulley 10c Output shaft 10d Secondary pulley 10e Transmission member 11 First clutch 12 Second clutch 15 Third clutch 13 OD gear train 20 Motor 20a Motor shaft

Claims (3)

A continuously variable transmission in which one end of the input shaft is connected to the output shaft of the engine;
A motor having one end of a motor shaft connected to the other end of the input shaft of the continuously variable transmission via a first clutch;
A gear train for high-speed traveling connected to the other end of the motor shaft via a second clutch and connected to an output shaft of the continuously variable transmission via a third clutch;
A planetary gear mechanism having a fourth clutch for directly connecting the output shaft of the engine and the input shaft of the continuously variable transmission;
The motor supplies power to the high-speed traveling gear train through the second clutch with the first clutch, the third clutch , the fourth clutch, and the planetary gear mechanism open. A hybrid vehicle drive device characterized by the transmission.   The motor transmits power to the input shaft of the continuously variable transmission via the first clutch, and the fourth clutch is configured such that the input shaft of the continuously variable transmission is driven by the power of the motor. The hybrid vehicle drive device according to claim 1, wherein the coupling is performed after synchronization with the rotational speed of the output shaft.   The continuously variable transmission is a continuously variable transmission in which a transmission member is wound between a primary pulley pivotally supported by the input shaft and a secondary pulley pivotally supported by the output shaft. The drive device for a hybrid vehicle according to claim 1 or 2.

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