JPH10327504A - Hybrid electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To incorporate each advantage of series method and parallel method together, by providing batteries each being connected to a first motor/generator and a second motor/generator. SOLUTION: In a battery running mode, the wheels 8, 8 are driven by a driving force by two motors 10, 14, by stopping the engines, setting a change gear 2 to neutral, a second clutch 11 to connection, a third clutch 13 to disconnection, a fourth clutch 15 to connection, a first and a second motors/generators transferred to motor mode. Thus, a driving force can be obtained by two motors 10, 14, so that the running performance at the battery running mode can be improved. In this case, the speed change gear 2 is in neutral state, and the third clutch 13 is in disconnected state, so that the output from the side of the motors 10, 14 is not transmitted to the side of an input shaft 22 of the speed change gear 2, and thus the first clutch 3 can be in a disconnected state, and the control of the first clutch is not required.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid electric vehicle having an engine and an electric motor.

[0002]

2. Description of the Related Art The drive system of a hybrid electric vehicle having an engine and an electric motor (hereinafter, referred to as a motor) is roughly classified into a series system, a parallel system, and a series-parallel system. The series system is a system in which only the motor is connected to the wheel drive system members of the vehicle, and the engine is separated from the wheel drive system members of the vehicle and connected only to the generator. The engine is dedicated to driving the generator. Therefore, the engine can be driven under the condition of constant rotation and constant load in the entire operation range, and the amount of exhaust gas can be reduced. However, since the engine output is once converted into electric energy, the fuel efficiency may be lower than that of a normal vehicle during constant high-speed running.

The parallel system travels by directly transmitting the output of an engine or a motor to a wheel drive system member, and can travel by directly transmitting the engine output to drive wheels. Is more fuel efficient than the series system. On the other hand, as in the series system, the vehicle cannot run in the entire operation range while operating the engine with constant rotation and constant running, so if the exhaust gas performance and fuel efficiency in the middle and low speed range are inferior to the series system There is.

[0004] The series-parallel system can be driven by both the series system and the parallel system, and one of the two systems is driven according to the operating state. This series-parallel hybrid electric vehicle is disclosed in Japanese Patent Application Laid-Open No. Hei 8-98321. The hybrid electric vehicle disclosed in this publication includes an engine, a generator, a clutch, a motor, and a wheel drive system (Diff).
Are arranged in series. When the clutch is engaged, driving is performed in a parallel manner, and when the clutch is disconnected, driving is performed in a series manner.

[0005]

However, in the hybrid electric vehicle disclosed in the above publication, the engine and the generator are always connected, so that the generator is driven even in the parallel driving state. Become
There is a problem that fuel efficiency deteriorates in the parallel system. In the case where the kinetic energy of the vehicle is regenerated during deceleration of the vehicle, when the clutch is in the engaged state, the kinetic energy of the vehicle can be recovered by the generator and the motor, but the engine and the generator are always connected. However, there is a problem that the kinetic energy recovery efficiency is low due to the action of the engine braking force. When the clutch is in the disengaged state, the engine braking force is not applied, but the kinetic energy can be recovered only from the motor, so that the kinetic energy recovery efficiency is also low. Furthermore, since the generator can be used only for power generation and can obtain the motor output from only one motor, it is difficult to ensure sufficient running performance during battery running, and there is a problem that the efficiency is low. .

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a hybrid electric vehicle which solves the respective problems in the series system and the parallel system, and which combines the advantages of the series system and the parallel system.

[0007]

According to a first aspect of the present invention, there is provided a first clutch provided between an engine and a transmission for connecting / disconnecting the engine and the transmission to / from each other, and connected to the transmission for power generation mode or A first motor / generator that can be switched to one of the motor modes, and a first motor / generator provided between an output shaft of the transmission and the first motor / generator; A second clutch for connecting / disconnecting the generator to / from each other, and a first motor / generator provided between an input shaft of the transmission or a shaft constantly linked to the input shaft and the first motor / generator;
A third clutch for connecting / disconnecting the motor / generator to / from each other, a second motor / generator connected to the wheel drive system member and capable of switching to one of a power generation mode and a motor mode, And a battery respectively connected to the second motor / generator and the second motor / generator.

With this configuration, the engine is stopped, the transmission is in a neutral state, the second clutch is connected, the third clutch is disconnected, and the first and second motors / generators are connected to the motor. By switching to the mode, the wheels can be driven by the two motors, and the battery can travel by using only the electric power of the battery.

[0009] Further, the transmission is switched to a neutral state, the second clutch is connected, and the third clutch is disconnected.
If the first and second motors / generators are switched to the generator mode when the vehicle decelerates, the deceleration energy can be recovered from the two generators. In this state, the transmission is neutral and the third
It is possible to prevent the operation of the engine brake due to the disengagement of the clutch.

Further, by driving the engine, the transmission is switched to the neutral state, the first clutch is connected, the second clutch is disconnected, and the third clutch is switched to the first motor. By switching the generator to the power generation mode and the second motor / generator to the motor mode, the engine output is transmitted to the first motor / generator via the transmission and the third clutch to generate electric power. As well as
Since the motor output of the second motor / generator is transmitted to the wheel drive system members, series hybrid traveling is possible.

Further, the engine is driven to shift the transmission to the forward state, switch the first clutch to the engaged state, disengage the second clutch, and disengage the third clutch. By switching the generator to the motor mode, the engine output is transmitted to the wheel drive system members via the transmission, and the motor output of the second motor / generator is also transmitted to the wheel drive system members. Hybrid driving is possible. In this state, since the second and third clutches are both in the disengaged state, the first motor / generator is not driven to rotate by the engine output.

According to a second aspect of the present invention, there is provided the hybrid electric vehicle according to the first aspect, provided between the wheel drive system member and the second motor / generator, wherein the wheel drive system member and the second motor / generator are provided.
And a fourth clutch for connecting / disconnecting the motor / generator to / from each other, driving the engine to move the transmission forward, connect the first clutch, and disconnect the second to fourth clutches. Thereby, the first and second motors / generators can be separated from the wheel drive system members, and the engine output can be reduced without rotating the first and second motors / generators with the engine output. It becomes possible to run only by.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration diagram of a hybrid electric vehicle. In the figure, reference numeral 1 indicates an engine. Although the engine 1 is a diesel engine in the present embodiment, a gasoline engine or an engine using compressed natural gas or liquefied petroleum gas as a fuel may be used instead of the diesel engine.

The output shaft of the engine 1 has a transmission (T /
M) 2 is connected. A first clutch 3 is provided between the engine 1 and the transmission 2 for connecting and disconnecting the engine 1 and the transmission 2. The transmission 2 is an automatic transmission of a parallel shaft type, and includes an input shaft (input shaft) 22 and a main shaft 4 which are disposed coaxially with an output shaft of the engine 1, and the input shaft 22 and the main shaft 4. 4
The input shaft 22 and the counter shaft 5 are provided so as to always interlock with each other. Further, the transmission 2 can be switched to any one of a plurality of stages of forward, reverse, and neutral states.
1 (see FIG. 2) can switch the state.

A first motor / generator 10 which can be switched to either a power generation mode or a motor mode is connected to the main shaft 4 via a second clutch 11 and a plurality of gear trains 12. I have. Between the countershaft 5 and the gear train 12, a third connection / disconnection between them is made.
Is provided. Second clutch 11
The third clutch 13 is constituted by a well-known dog clutch.

The output end of the main shaft 4 is connected to a differential 7 via a propeller shaft 6 and a universal joint. A wheel drive system member is constituted by the propeller shaft 6, the universal joint, the differential 7, and the like. Note that wheels 8 are connected to the differential 7, respectively.

In the middle of the propeller shaft 6, a second motor / generator 14, which can be switched to either a power generation mode or a motor mode, is connected via a fourth clutch 15 and a plurality of gear trains 16. It is connected. The fourth clutch 15 is also constituted by a well-known dog clutch.

The first motor / generator 10 and the second motor / generator 14 are respectively connected to a battery 18 via a controller 17. The mode is switched to one of a power generation mode for charging the battery 18 and a motor mode for generating a driving force by electric power supplied from the battery 18. Controller 1
7 monitors the state of charge of the battery 18.

Each of the clutches 3, 11, 13, and 15 is connected to a control unit 20 (see FIG. 2), and the connection and disconnection of the clutches are controlled by the control unit 20, respectively.

As shown in FIG. 2, the control unit 20 includes a controller 17 and an engine controller 3.
0, respectively, and exchange information with them. The control unit 20 includes an accelerator opening, a traveling load such as a loaded weight, a vehicle speed,
Various detection means for detecting the position of the selector lever are connected to each other, and these pieces of information are input. The control unit is constituted by the control unit 20 and the controller 17, and each motor / power generation is performed based on the charging state of the battery 18 and the running state of the vehicle (accelerator opening, running load, vehicle speed, selector lever position, etc.). Machine 10,
14 mode switching and each clutch 3, 11, 13,
15 to control the operation of the shift actuator 31 for switching the gear position of the transmission 2. The control unit 20 includes an engine starter motor 32
The engine 1 is started when necessary, and the output of the engine 1 is also controlled through the engine controller 30.

Next, the operation of the above-described hybrid electric vehicle, that is, the control of the clutch, the motor / generator, and the transmission by the control unit 20 and the controller 17 based on the above various information will be described. First, FIG. 3 shows a driving state when the remaining capacity of the battery 18 is equal to or more than a predetermined value (when it is sufficiently large) and when the vehicle is running at a low speed. This driving state is referred to as a battery driving mode. In the battery running mode, the engine 1 is stopped, the transmission 2 is in a neutral state, the second clutch 11 is connected, the third clutch 13 is disconnected, the fourth clutch 15 is connected, and the first and second motors are connected. By switching the generators 10 and 14 to the motor mode, the wheels 8 and 8 are driven by the driving force of the two motors 10 and 14. Therefore, the driving force is obtained by the two motors 10 and 14, so that the traveling performance in the battery traveling mode can be improved. in this case,
Since the transmission 2 is in the neutral state and the third clutch 13 is in the disengaged state, the output from the motors 10 and 14 is not transmitted to the input shaft 22 of the transmission 2. The first clutch 3 may be in the disengaged state or the engaged state, and it is not necessary to particularly control the first clutch. In addition,
In FIG. 3, the transmission of the driving force from the motors 10 and 14 to the propeller shaft 6 is indicated by a dashed line T1.

At this time, the output of the engine 1 and the motor 1
Outputs of 0 and 14 are shown in FIGS. 8A and 8B, respectively.
8A, the horizontal axis indicates the accelerator opening (%), the vertical axis indicates the engine output (%), and the solid line A indicates the engine output. In FIG. 8B, the horizontal axis indicates the accelerator opening. The degree (%) is shown on the vertical axis, and the motor output (%) is shown on the vertical axis.
In FIG. 8B, the solid line B indicates the total output of the motors 10 and 14, the dashed line B1 indicates the output of the first motor 10, and the dashed line B2 indicates the output of the second motor 14, respectively. .

As shown by the solid line A in FIG. 8 (a), in the battery running mode, the engine 1 is stopped because the vehicle runs by the two motors 10 and 14, and even if the accelerator pedal is depressed to increase the accelerator opening. The engine output is zero. On the other hand, as shown by the solid line B in FIG. 8B, the motor output increases in proportion to the accelerator opening. The wheels 8, 8 are driven by this motor output, and the vehicle runs.

In FIG. 8B, the driving force is obtained by the second motor 14 when the accelerator opening is from 0 to approximately 50%. However, when the accelerator opening is further increased, the first motor 10 is turned off. Driving has started. However, the motor that generates the driving force according to the accelerator opening is the motor 1
Either 0 or 14 may be used.
The selection may be made as appropriate according to conditions such as the temperatures 0 and 14.
In addition, the wheels 8, 8 may be driven by driving both motors 10, 14 from the beginning.

It should be noted that the accelerator referred to here is one that controls only the amount of fuel supplied to the engine 1,
It does not control only the amount of power supply to the power supply 14 but controls the driving force to the wheels 8. That is, by controlling the accelerator opening, both the amount of fuel supplied to the engine 1 and the amount of electric power supplied to the motors 10 and 14 are simultaneously controlled according to the driving state.

Next, a description will be given of a case where the accelerator pedal is released and the accelerator pedal is released to decelerate the vehicle when the vehicle is running in the battery running mode (when the engine is stopped), that is, the regenerative braking mode. As shown in FIG. 4, by switching the first and second motor / generators 10 and 14 to the power generation mode from the state shown in FIG. 3, deceleration energy can be recovered from the two generators. In this case, since the transmission 2 is in the neutral state and the third clutch 13 is in the disconnected state, the connection between the engine 1 and the two generators 10 and 14 is in a disconnected state. The engine 1 does not generate engine braking force, and the deceleration energy is supplied to the two generators 1
Since the energy can be recovered from 0 and 14, the efficiency of recovering the deceleration energy can be increased. It is also possible to adjust the deceleration by disengaging one of the second clutch 11 and the fourth clutch 15 during vehicle deceleration and adjusting the power generation capacity of each of the generators 10 and 14. it can. In FIG. 4, the recovery of the deceleration energy from the wheels 8, 8 to the generators 10, 14 is indicated by a chain line R1.

FIGS. 5A to 5C show driving states in the hybrid running mode. In the hybrid traveling mode, the vehicle travels by driving the engine 1 and / or the motors 10 and 14 according to the traveling state (load, speed, and the like).

FIG. 5A shows a case where the remaining capacity of the battery 18 is lower than a predetermined value and the running state is a medium to low speed light load. In this case, while driving the engine 1,
With the transmission 2 in the neutral state, the first clutch 3
, The third clutch 13 is connected, the fourth clutch 15 is connected, the first motor / generator 10 is in the power generation mode, and the second motor / generator 14 is in the motor mode. Switch each one. At this time, since the engine 1 is operated only to drive the first generator 10,
Driven in the most efficient operating range (substantially constant speed), it is possible to achieve both good exhaust gas performance and fuel efficiency.

Although the output of the engine 1 is not transmitted to the wheels 8 and 8 because the transmission 2 is in a neutral state, the output of the engine 1 is transmitted from the counter shaft 5 of the transmission 2 via the third clutch 13 to the first power generator. To the first generator 1
At 0, power is generated and the battery 18 is charged.
On the other hand, since the second motor 14 is connected to the propeller shaft 6 and operates as a motor, the wheels 8 are driven by the motor output of the second motor 14.
Therefore, hybrid running by the series system becomes possible. In FIG. 5A, the transmission of the driving force from the engine 1 to the propeller shaft 6 is indicated by a chain line T2.
The transmission of the driving force from the second motor 14 to the propeller shaft 6 is indicated by a chain line T3.

At this time, the output of the engine 1 and the motor 1
Outputs of 0 and 14 are shown in FIGS. 9A and 9B, respectively.
In FIG. 9A, the horizontal axis indicates the accelerator opening (%), the vertical axis indicates the engine output (%), and the solid line C indicates the engine output. In FIG. 9B, the horizontal axis indicates the accelerator opening. Degree (%), motor output (%) on the vertical axis, and solid line D
The motor output amount by the motor 14 of FIG. FIG.
As is clear from the solid line C in (a), since the engine 1 is operated to drive the first generator 10, it is driven in the most efficient operation range (substantially constant rotation speed).
When the vehicle is decelerated by releasing the accelerator pedal from this state, the second motor 14 is switched to the power generation mode, and a regenerative braking force is obtained by the second generator 14.

FIG. 5B shows a case where the remaining capacity of the battery 18 is lower than a predetermined value and the running state is a medium, low speed, medium and high load.
Shown in In this case, while the engine 1 is driven, the transmission 2 is brought into the gear position suitable for the traveling state in the forward movement state, the first clutch 3 is connected, the second clutch 11 is connected, and the third clutch 3 is connected. The clutch 13 is disconnected, the fourth clutch 15 is connected, the first motor / generator 10 is in the power generation mode,
Is switched to the motor mode. At this time, the engine 1 is driven for driving the wheels 8,8.

The output of the engine 1 is transmitted to the propeller shaft 6 via the transmission 2 and the second motor 1
4 is also transmitted to the propeller shaft 6, so that the wheels 8, 8 are driven by both driving forces of the engine 1 and the second motor 14. Also, the second clutch 11
Are in contact with each other, a part of the output of the engine 1
Is transmitted to the first generator 10 via the clutch 11. Therefore, power is generated by the first generator 10 and the battery 18 is charged.

Therefore, the hybrid traveling by the parallel system becomes possible, and a part of the engine output is utilized during the hybrid traveling by the parallel system to perform the first hybrid driving.
It is also possible to generate power with the generator 10. In FIG. 5B, the transmission of the driving force from the engine 1 to the propeller shaft 6 is indicated by a dashed-dotted line T4 from the engine 1 to the first generator 1.
The transmission of the driving force to the second motor 1 is indicated by a two-dot chain line T5.
The transmission of the driving force from No. 4 is indicated by a dashed-dotted line T6.

Further, the second clutch 11 is disengaged and the third clutch 13 is disengaged, and a part of the output of the engine 1 is supplied to the first generator via the counter shaft 5 of the transmission 2. 10 may be transmitted.

FIGS. 9C and 9D show the output of the engine 1 and the output of the second motor 14, respectively. FIG. 9 (c)
In FIG. 9D, the horizontal axis indicates the accelerator opening (%), and the vertical axis indicates the engine output (%). In FIG. 9D, the horizontal axis indicates the accelerator opening (%), and the vertical axis indicates the motor output (%). )
And the solid line F indicates the motor output amount of the second motor 14, respectively.

In FIG. 9C, solid lines E1 to E3 are
The output amount of the engine 1 is shown, and the battery 1
The output amount of the engine 1 is controlled according to the remaining capacity of the engine 8 and the vehicle speed. For example, when the remaining capacity of the battery 18 is small, the output amount of the engine 1 is controlled to become a solid line E1, and when the remaining capacity of the battery 18 has a margin, the output amount of the engine 1 is controlled to become a solid line E3. I do. When the operation range of the second motor 14 is a low-efficiency high-output operation range, the output amount of the second motor 14 is controlled as shown by a solid line F in FIG. 9D.

FIG. 5C shows a case where the remaining capacity of the battery 18 is sufficient and the running state is a high-speed and low-load state. In this case, while the engine 1 is driven, the transmission 2 is brought into the gear position suitable for the traveling state among the forward states, the first clutch 3 is connected, the second clutch 11 is disconnected, and the third The clutch 13 is disconnected, the fourth clutch 15 is connected, and the second motor / generator 14 is switched to the motor mode. Further, the use of the first motor / generator 10 is stopped.

The engine 1 is driven for driving the wheels 8 and 8 in the same manner as in the case where the running state is a medium / low speed / medium / high load, but the efficiency of the engine 1 is such that the operating range of the engine 1 is a high speed range. Is low, the driving force is supplemented by the motor.

The output of the engine 1 is transmitted to the propeller shaft 6 via the transmission 2 and the second motor 1
4 is also transmitted to the propeller shaft 6, so that the wheels 8, 8 are driven by both driving forces of the engine 1 and the second motor 14. Therefore, hybrid traveling by the parallel system is possible. In FIG. 5C, transmission of the driving force from the engine 1 to the propeller shaft 6 is indicated by an alternate long and short dash line T7, and transmission of the driving force from the second motor 14 to the propeller shaft 6 is indicated by an alternate long and short dash line T8. In this state, the first motor / generator 1
0 is not rotationally driven by the engine output,
Fuel economy during parallel hybrid running can be improved.

FIGS. 9 (e) and 9 (f) show the output of the engine 1 and the output of the second motor 14 when the running state is high speed.
Are shown below. In FIG. 9E, the abscissa indicates the accelerator opening (%), the ordinate indicates the engine output (%), and the solid line G indicates the output of the engine 1. In FIG. 9F, the abscissa indicates the output. The vertical axis indicates the accelerator opening (%), the vertical axis indicates the motor output (%), and the solid line H indicates the output amount of the second motor 14.

As shown in FIG. 9 (e), the engine output increases in accordance with the accelerator opening. However, in a region where the engine output exceeds the accelerator opening at which the engine output reaches a predetermined value S, the increase in the engine output is limited and the engine output becomes insufficient. The driving force of the second motor 14
Output by

FIG. 6 shows a case where the vehicle is decelerated by releasing the accelerator pedal from the state where the engine output is used for driving the wheels (FIGS. 5A and 5B, FIG. 7 described later).
In this case, the fuel supply to the engine 1 is stopped, and the transmission 2 is in a gear position suitable for the traveling state among the forward traveling states. The first clutch 3 is engaged, and the second clutch 1
1 is disconnected, the third clutch 13 is disconnected, the fourth clutch 15 is connected, and the second motor / generator 14 is switched to the power generation mode. In addition, the first motor / generator 10
Stop using.

Therefore, at the time of deceleration, the kinetic energy of the wheels 8, 8 is transmitted to the second generator 14, and this kinetic energy is recovered. When the wheels 8, 8 are connected to the engine 1 and the fuel supply to the engine 1 is stopped, an engine brake acts on the wheels 8, 8. Therefore, the regenerative braking force of the second generator 14 and the engine braking force are used together,
A strong deceleration force acts on the wheels 8,8. In addition,
In FIG. 6, recovery of kinetic energy from the wheels 8, 8 to the second generator 14 is indicated by an alternate long and short dash line R2, and the action of the engine brake is indicated by R3.

The running state is high speed and the battery 1
FIG. 7 shows a driving state when the remaining capacity of the battery 8 becomes small. This driving state is referred to as an engine traveling mode, in which the vehicle travels in the same manner as a normal vehicle, that is, traveling with only the engine 1. In engine drive mode,
While the engine 1 is driven, the transmission 2 is shifted to a gear suitable for the traveling state among the forward states, the first clutch 3 is engaged, the second clutch 11 is disengaged, and the third clutch 13 is disengaged. And the fourth clutch 15 is switched to the disengaged state.
Further, the use of the first motor / generator 10 and the use of the second motor / generator 14 are both stopped.

When the vehicle is running at high speed and low load, for example, when traveling on a highway or the like, the rotation speed of the engine 1 is substantially constant, and the engine 1 can be driven in an efficient state. In this state, running with the driving force of the engine 1 is more efficient than driving the motor by driving the motor by converting the driving force of the engine 1 into electric energy, and good fuel efficiency can be obtained. The point is the above-mentioned FIG.
Is the same. At the same time, the second to fourth clutches 1
With the first, second and third motors / generators 10 and 14 disconnected from the output shaft and the propeller shaft 6 without turning off the first and second motors / generators 10 and 14 with the engine output, Since it is possible to drive only with the engine output, it is possible to drive with more fuel efficiency.

At this time, the output of the engine 1 and the motor 1
Outputs of 0 and 14 are shown in FIGS. 10 (a) and 10 (b), respectively. In FIG. 10A, the horizontal axis represents the accelerator opening (%).
, The vertical axis represents the engine output (%), and the solid line I represents the engine output amount. In FIG. 10B, the horizontal axis represents the accelerator opening (%), the vertical axis represents the motor output (%), Solid lines J indicate the respective motor output amounts.

As shown by the solid line J in FIG. 10 (b), in the engine running mode, the vehicle runs only by the driving force of the engine 1, so that the motors 10 and 14 do not operate. Is 0. On the other hand, FIG.
As shown by the solid line I in (a), the engine output increases in proportion to the accelerator opening. The wheels 8, 8 are driven by the engine output, and the vehicle runs.

Each part (the engine 1, the transmission 2, the first clutch 3, the second clutch 1
FIG. 11 shows the operation states of the first, third clutch 13, fourth clutch 15, first motor / generator 10, and second motor / generator 14 in a table format. In the figure, T / M denotes the transmission 2, M / G1 denotes the first motor / generator 10, M / G2 denotes the second motor / generator 14, C
L1 is the first clutch 3 and CL2 is the second clutch 1.
1, CL3 indicates the third clutch 13, and CL4 indicates the fourth clutch 15, respectively. Note that SOC indicates a state of charge, that is, a state of charge of the battery.

In the above-described embodiment, the specific conditions under which each driving state is switched have been disclosed and described.
The present invention is not limited to this, and switching conditions different from the above-described switching conditions may be set, or each traveling state may be manually switched. In addition, by using a manual transmission as a transmission or manually starting an engine, the clutch and each motor / generator are switched and controlled by combining the state of the transmission and the engine with other conditions. To simplify the device.

[0050]

As described above, according to the first aspect of the present invention,
According to the invention, two types of drive systems, a series system and a parallel system, can be used selectively, and the disadvantages of the series system can be compensated for by the parallel system, and the disadvantages of the parallel system can be compensated for by the series system. In particular, the engine is driven to shift the transmission into the forward state, switch the first clutch to the engaged state, disconnect the second clutch, and disconnect the third clutch, and switch the second motor / generator. By switching to the motor mode, parallel hybrid traveling is possible. In this traveling state, both the second and third clutches are in the disengaged state.
The generator is not driven by the engine output, and the fuel efficiency does not deteriorate. Further, since the two motors / generators can be used as motors or both can be used as generators, the performance can be improved efficiently. Further, in a case where the kinetic energy of the wheels is regenerated during deceleration of the vehicle, if the transmission is switched to the neutral state, the influence of the engine brake is exerted even when the deceleration energy is recovered by the first and second motors / generators. And energy recovery efficiency can be improved.

According to the invention of claim 2, the first motor /
The generator and the second motor / generator can be separated from the wheel drive system members, and the vehicle runs only on the output of the engine without driving the first and second motor / generator by the engine output. Therefore, it is possible to improve fuel efficiency when the vehicle runs only with the engine output.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid electric vehicle according to the present invention.

FIG. 2 is a block diagram of control means of the hybrid electric vehicle.

FIG. 3 is an operation schematic diagram showing transmission of a driving force in a battery running mode.

FIG. 4 is an operation schematic diagram showing recovery of deceleration energy in a regenerative braking mode.

5A and 5B are operation schematic diagrams showing transmission of driving force in a hybrid traveling mode, in which FIG. 5A shows a case where the traveling state is a medium to low speed light load, and FIG. 5B shows a case where the traveling state is a medium to low speed medium load. (C) shows the case where the running state is high speed.

FIG. 6 is an operation schematic diagram showing a deceleration state from a state in which the vehicle is running with engine output.

FIG. 7 is an operation schematic diagram showing transmission of a driving force in an engine running mode.

FIGS. 8A and 8B are characteristic diagrams illustrating a ratio of a driving force between an engine and a motor with respect to an accelerator opening in a battery running mode, wherein FIG. 8A illustrates an engine output and FIG. 8B illustrates a motor output.

FIGS. 9A and 9B are characteristic diagrams showing the ratio of the driving force between the engine and the motor to the accelerator opening in the hybrid traveling mode, wherein FIG. 9A shows the engine output at medium, low, and medium loads; Motor output at
(C) shows the engine output at medium / low speed / medium / high load,
(D) shows the motor output at medium, low, medium and high load, and (e)
Indicates the engine output at high speed, and (f) indicates the motor output at high speed.

FIGS. 10A and 10B are characteristic diagrams showing a ratio of a driving force between an engine and a motor to an accelerator opening in an engine running mode, wherein FIG. 10A shows an engine output, and FIG. 10B shows a motor output.

FIG. 11 is an explanatory diagram showing operating states of an engine, a transmission, first to fourth clutches, and first and second motors / generators in respective traveling modes.

[Explanation of symbols]

 Reference Signs List 1 engine 2 transmission 3 first clutch 4 main shaft 5 counter shaft 6 propeller shaft 7 differential 8,8 wheels 10 first motor / generator 11 second clutch 13 third clutch 14 second motor / power generation Machine 15 fourth clutch 17 controller 18 battery 20 control unit

Claims (2)

[Claims] A transmission having at least a forward state and a neutral state, an output shaft connected to a wheel drive system member, and a transmission provided between the engine and the transmission; A first clutch connected to and disconnected from the transmission, and a first motor connected to the transmission and capable of switching to one of a power generation mode and a motor mode.
A generator, a second clutch provided between an output shaft of the transmission and the first motor / generator, and connecting and disconnecting the output shaft and the first motor / generator to each other; A third clutch provided between the first motor / generator and an input shaft of the machine or a shaft constantly linked to the input shaft, and connecting and disconnecting the shaft and the first motor / generator to each other; A second motor / generator connected to the wheel drive system member and capable of switching to one of a power generation mode and a motor mode; and the first motor / generator and the second motor / A hybrid electric vehicle comprising a battery connected to each of the generators. 2. The hybrid electric vehicle according to claim 1, which is provided between said wheel drive system member and said second motor / generator, and wherein said wheel drive system member and said second motor / generator are provided.
A hybrid electric vehicle comprising a fourth clutch for connecting and disconnecting a generator to and from each other.