JPH11153038A - Combined device for internal combustion engine and motor generator of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the size of a change gear and simplify the change gear to perform gear shifting according to a drive mode and a driven mode. SOLUTION: A change gear comprises a first rotary body 61 connected with a motor generation a second rotary body 62 formed integrally with a crank shaft 1A; a third rotary body 63; and two one-way clutches 66 and 67. In a drive mode wherein a crank shaft 1A is rotationally driven by a motor generator, a fixed one way clutch 66 is fastened, the rotation speed of the second rotary body 62 is decreased to a value lower than the rotation speed of the first rotary body 61. Meanwhile, in a driven mode wherein the motor generator is driven by the crank shaft 1A to perform generation, an integral one-way clutch 67 is fastened and the first and second rotary bodies 61 and 62 are integrally rotated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention comprises an internal combustion engine that rotationally drives a crankshaft, and a motor generator that has both a driving mode that rotationally drives the crankshaft and a driven mode that is driven by the crankshaft to generate electric power. Related to vehicles.

[0002]

2. Description of the Related Art Conventionally, a starter is used for starting an internal combustion engine,
Although an alternator has been provided for power generation, a separate starter and alternator have been proposed in recent years in order to reduce engine space and weight.

As one example, FIG. 8 shows a star towel tanerator disclosed in Japanese Patent Application Laid-Open No. 5-180128. In this example, the motor generator 50 has both a starter function of starting the internal combustion engine 51 and an alternator function of being driven by the internal combustion engine 51 to generate power.

Here, in the drive mode in which the motor generator 50 is used as a starter, a large drive torque is required because the internal combustion engine 51 must be started even at extremely low temperatures. However, when the motor generator 50 is used as a generator at the same gear ratio as this drive mode (driven mode), the rotational speed of the motor generator 50 may become excessively high and exceed the allowable rotational speed. . Therefore, in this conventional example, a crankshaft 51A that is rotationally driven by the internal combustion engine 51 and a pinion shaft 50 of the motor generator 50 are provided.
A, two power transmission paths having different speed ratios, that is, a gear transmission path 52 used in the drive mode and a belt transmission path 53 used in the driven mode are provided in the axial direction. I have. A sleeve 54 that rotates together with the pinion shaft 50A is attached to the outer periphery of the pinion shaft 50A located between the two paths 52 and 53. By controlling the starter switch 55 to turn on and off, the sleeve 54 is turned on. It is moved in the axial direction by an electromagnetic actuator 56 and is selectively connected to one of the transmission paths 52 and 53.

[0005]

However, in the above-mentioned conventional structure, two transmission paths 52 and 53 are provided along the axial direction of the crankshaft 51A, so that the axial size is inevitably increased. This has a major adverse effect on downsizing and downsizing of the engine space. Particularly, in the case of a laterally mounted internal combustion engine of a front-wheel drive vehicle, which has a high penetration rate in recent automobiles, it is extremely difficult to actually apply the internal combustion engine because of a large restriction in the axial dimension.

In order to switch between the starter function and the alternator function, a switching device such as a starter switch 55 and a driving device such as an electromagnetic actuator 56 for moving the sleeve 54 are required separately. Is also required, which increases the number of parts and complicates the structure. As a result, the size of the entire apparatus becomes large, and the apparatus becomes heavy and expensive.

[0007]

SUMMARY OF THE INVENTION Accordingly, the present invention has realized a simple structure that is relatively small, has excellent mountability on a vehicle, and does not require switching control.

That is, the invention of claim 1 provides an internal combustion engine that rotationally drives a crankshaft, and a motor generator that has both a drive mode that rotationally drives the crankshaft and a driven mode that is driven by the crankshaft to generate electric power. In the composite device for a vehicle, a shift that spontaneously shifts in one torque transmission path between the crankshaft and the motor generator according to a difference in a torque input direction depending on a driving mode or a driven mode. The device is interposed.

In the drive mode, torque is transmitted from the motor generator to the crankshaft, and in the driven mode, torque is transmitted from the crankshaft to the motor generator. In the transmission, the gear ratio is mechanically switched based on the difference in the torque input direction between the drive mode and the driven mode.

According to a second aspect of the present invention, the transmission includes a gear mechanism, a first fastening element and a second fastening element. In the driving mode, the first fastening element is fastened, and the motor-generator side The rotation speed of the crankshaft relative to the rotation speed of the motor becomes relatively small, the second fastening element is engaged in the driven mode, and the rotation speed of the crankshaft relative to the rotation speed of the motor generator is relatively high. I have.

According to a third aspect of the present invention, the gear mechanism includes a first rotating body connected to the motor generator, a second rotating body that rotates in the positive direction together with the crankshaft, and receives a positive torque in the driven mode. A third rotating body that receives a torque in the opposite direction in the drive mode, and the rotation speed of the second rotating body is a value between the rotation speed of the first rotating body and the rotation speed of the third rotating body. The first fastening element is a fixed one-way clutch that is interposed between the third rotating body and the non-rotating body and allows the third rotating body to rotate in the forward direction, and the second fastening element is , The second rotating body or the third rotating body is interposed between the first rotating body and the second rotating body or the third rotating body.
This is an integral one-way clutch that allows the first rotating body to rotate in the forward direction with respect to the rotating body.

In the drive mode, a torque in the forward direction acts on the first rotating body from the motor generator, and the third rotating body receives a reverse torque, so that the fixed one-way clutch is engaged. Further, the one-way clutch is disengaged because the first rotating body is about to rotate in the forward direction with respect to the second rotating body or the third rotating body. For this reason, the rotation speed of the second rotator is lower than the rotation speed of the first rotator.

On the other hand, in the driven mode, a positive torque acts on the second rotating body from the crankshaft, and the third rotating body receives the positive torque. Therefore, the fixed one-way clutch is released and the integral one-way clutch is released. To conclude. Therefore, the first rotating body, the second rotating body, and the third rotating body rotate integrally, and the rotating speeds of the first rotating body and the second rotating body become equal.

According to a fourth aspect of the present invention, the first rotator includes:
The crankshaft is provided integrally with the tip of the crankshaft.
The rotating body is connected to a rotating shaft of the motor generator via a transmission mechanism.

Further, in the invention of claim 5, one controllable clutch is interposed in one transmission path between the crankshaft and the motor generator.

Further, in the invention according to claim 6, a vehicle accessory is connected between the clutch and the motor generator.

That is, the motor generator and the vehicle accessory are always directly connected regardless of the state of the clutch.

[0018]

According to the present invention, the transmission is interposed between the crankshaft of the internal combustion engine and the motor generator.
In the drive mode in which the motor generator drives the crankshaft, a sufficiently large driving force can be exhibited, and in the driven mode in which the motor generator is driven by the crankshaft to generate power, excessive high-speed rotation of the motor generator is suppressed. it can.

Since the shift is spontaneously performed in accordance with the difference in the torque input direction depending on the drive mode or the driven mode, aggressive shift control from the outside becomes unnecessary, and the apparatus itself is reduced in size and simplified. You. As a result, the vehicle mountability is significantly improved, and the device is light and inexpensive.

Moreover, since only one torque transmission path is required between the crankshaft and the motor generator, the axial dimension can be reduced as compared with the case where two transmission paths are provided as in the above-described conventional example. Vehicle mountability is further improved.

Further, according to the second aspect of the present invention, the transmission can be constituted by the gear mechanism and the two fastening elements, and the structure is simplified.

According to the third aspect of the invention, the transmission is provided with a 3
It can be constituted by a gear mechanism having two rotating bodies and two one-way clutches, and the structure is simplified.

According to the fourth aspect of the present invention, the transmission including the second rotating body can be appropriately arranged at the tip of the crankshaft, and for example, a torque transmission mechanism is not required between the transmission and the crankshaft. Therefore, the structure is further simplified.

According to the fifth aspect of the present invention, by disengaging the clutch, for example, the vehicle auxiliary machine can be driven by the motor generator without driving the internal combustion engine by the motor generator. The generator can be protected from overcharging.

Further, according to the invention of claim 6, the auxiliary machine can be reliably driven by the motor generator irrespective of the driving of the internal combustion engine and the state of the clutch.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 3 is a skeleton diagram showing a vehicle to which the structure according to the first embodiment of the present invention is applied.

A crankshaft 1A which is rotationally driven by the internal combustion engine 1 is connected to a main drive shaft of a transmission 5 via a torque converter 3 as a main transmission. Power is transmitted to the drive wheels 7 through the power supply. Further, a lock-up clutch 4 is provided in parallel with the torque converter 3. By engaging the lock-up clutch 4, the internal combustion engine 1 and the main drive shaft of the transmission 5 are substantially directly connected. Is available. A first motor generator 10 is connected in parallel at an appropriate position between the output side of the torque converter 3 and the drive wheels 7, and the power of the internal combustion engine 1 and the first motor generator 1
The power of 0 is combined at the junction and transmitted to the drive wheels 7. The first motor generator 10 functions as a motor that drives the drive wheels 7 by supplying electric power,
It also has a function of regenerating deceleration energy, that is, generating power by being driven from the drive wheel 7 side.

The internal combustion engine 1 is mounted on a vehicle in a so-called horizontal state. A first motor generator 10 is supported on a cylinder block of the internal combustion engine 1. One end has a torque converter 3, a lock-up clutch 4, a transmission 5,
It is connected to the case of the transaxle 11 in which the final reduction gear 6 is integrated.

The transmission 5 is a belt-type continuously variable automatic transmission, a so-called CVT transmission. And a mechanism 5d. Then, the rotation of the secondary pulley 5c is changed to the intermediate shaft (third shaft) 5
The drive shaft 7a is transmitted to the final gear 6a of the final reduction gear 6 via e, and the drive shaft 7a extending left and right from the transaxle 11 is driven via the differential portion 6b. The rotation shaft 10 of the first motor generator 10
a is an intermediate shaft (third shaft) 5 of the transaxle 11
e, the motive power of the internal combustion engine 1 and the motive power of the first motor generator 10 are joined by the intermediate shaft 5e to drive the drive wheels 7.

The cylinder block of the internal combustion engine 1 includes various auxiliary parts 2 for a vehicle, for example, a water pump or the like necessary for the internal combustion engine 1 itself, a compressor for an air conditioner and a power steering which are required in relation to the vehicle. A second motor generator 8 according to the present invention is supported in addition to the auxiliary machine 2 such as a pump for use. The second motor generator 8 includes the belt transmission mechanism 1
6, a drive mode for driving the crankshaft 1A to rotate, and a driven mode for generating power by being driven by the rotational force of the crankshaft 1A driven by the internal combustion engine 1 as described later. It has both modes. In addition, as the above-mentioned auxiliary machine 2,
It is not necessary to include all the accessories of the vehicle, and they may be a part of them.

The transmission 60 according to the present invention is interposed between the crankshaft 1A and the second motor generator 8 in the belt transmission mechanism 16. This transmission 6
0 is the same as the conventional case described above, so that the drive torque is increased in the drive mode so that the internal combustion engine 1 can be reliably driven, and the rotational speed of the second motor generator 8 is not excessively increased in the driven mode. In addition, as will be described later, two-stage gear shifting is performed according to the driving mode or the driven mode.

An appropriate type of clutch device 9 for connecting and disconnecting between the crankshaft 1A and the second motor generator 8 is interposed between the crankshaft 1A and the second motor generator 8. Auxiliary equipment 2
Is connected between the second motor generator 8 and the clutch device 9. More specifically, the transmission 60 is disposed at the distal end of the crankshaft 1A, and the transmission 60 and the intermediate shaft 16b are connected via a belt 16a so as to be able to transmit torque. Further, a clutch device 9 composed of, for example, an electromagnetic clutch is interposed between the intermediate shaft 16b and the rotating shaft 8a of the second motor generator 8. The rotating shaft 8a of the second motor generator 8 is linked to each auxiliary machine 2 via the belts 16c and 16d. That is, in this embodiment, the rotation of the second motor generator 8 is always transmitted to the auxiliary machine 2 regardless of the driving of the crankshaft 1A and the connection / disconnection of the clutch device 9, and the clutch device 9 is in the connected state. In this case, the crankshaft 1A, the second motor generator 8 and the auxiliary machine 2 rotate simultaneously at a predetermined speed ratio.

An electric hydraulic pressure supply device 12 is provided to supply necessary hydraulic pressure to the forward / reverse switching mechanism 5d of the automatic transmission 5 while the internal combustion engine 1 is stopped. FIG.
Shows details of the hydraulic supply device 12, and
In addition to the oil pump 20 for the automatic transmission driven by the internal combustion engine 1, an oil pump 21 driven by a motor 25 is provided, and the discharge side of each of the oil pumps is connected to the automatic transmission via check valves 22a and 22b. 5 is connected to the clutch portion 23 of the forward / reverse switching mechanism 5d. Note that 24
Is an oil pan. Therefore, two oil pumps 2
0,21 whichever is higher in oil pressure is the check valve 22
The pressure oil is supplied to the clutch unit 23 by being selected by a and 22b. The motor 25 for the oil pump 21 may be driven at all times, or may be driven only when the engine is stopped as described below.

Next, FIG. 5 is a block diagram showing a configuration of a control device of the vehicle composite device configured as described above.
The control device includes an engine control unit 13 that performs various controls such as fuel and injection timing of the internal combustion engine 1 and an automatic transmission control unit that controls a speed ratio, a lockup state, and the like of the transaxle 11 (the transmission 5). 1
4 and hybrid system control unit 15
, And is roughly composed of

The hybrid system control unit 15 performs processing according to a predetermined program, and is connected to a first inverter drive circuit 26 connected to the first motor generator 10 and to the second motor generator 8. Second
It controls the inverter drive circuit 27, the clutch device 9, and the electric hydraulic pressure supply device 12, thereby
Various operations are realized. Although not shown in detail, various sensors are provided to detect operating conditions of the vehicle and the internal combustion engine 1. For example, an accelerator opening sensor that detects an amount of depression of an accelerator pedal, a brake sensor that detects a brake operation, a vehicle speed sensor that detects a vehicle speed, a crank angle sensor that detects a rotation speed of the internal combustion engine 1, an intake air amount of the internal combustion engine 1 A sensor, an idle switch for detecting that the throttle valve is fully closed, a cooling water temperature sensor, an oil temperature sensor, a range position detection switch for detecting a range position by a select lever of the automatic transmission 5, and the like are provided. The detection signals of these sensors are appropriately input to the control units 13, 14, and 15, respectively. Furthermore, each control unit 13, 1
The units 4 and 15 are connected to each other via a communication line, and exchange data with each other to share information necessary for performing so-called cooperative control. Note that 29
Is a low-voltage battery used for operation of the internal combustion engine 1 and general electric components of the vehicle, and 28 is a high-voltage battery used for the first and second motor generators 10 and 8.

Next, the basic operation of the entire multifunction apparatus configured as described above will be described.

For example, during normal running of the vehicle, the internal combustion engine 1
Rotates the crankshaft 1A, thereby driving the vehicle and the auxiliary machine 2 and driving the second motor generator 8 to generate power (driven mode). In addition,
The lock-up clutch 4 is normally engaged except when the vehicle speed is low.

When deceleration is started by releasing the accelerator pedal, fuel injection is stopped, and the first motor generator 10 mainly regenerates deceleration energy. Here, regeneration by the first motor generator 10 is started by fully closing the throttle valve, but regeneration is performed only when the brake pedal is depressed in order to prevent occurrence of excessive engine braking action. You may do so.
Also, the regenerative axle torque may be given different magnitudes when the throttle valve is fully closed and when the brake is depressed.

When the engine speed falls to a certain level, the lock-up state is released in order to prevent surging of the vehicle and the like. As a result, the rotational speed of the internal combustion engine 1 tends to decrease rapidly due to its own friction. Therefore, in the present embodiment, the second motor generator 8 is driven by the second motor generator 8 so as to prevent the stop of the internal combustion engine 1 due to the stop of the fuel supply, more specifically, to prevent the rotation speed from excessively decreasing. The crankshaft 1A is driven to rotate (drive mode). The target engine speed at this time is, for example, about 700 rpm. Note that the clutch device 9 is held in the engaged state. Therefore, if the accelerator pedal is depressed during this deceleration, the fuel injection restarts and the self-sustained operation starts immediately, and it is possible to shift to acceleration.

When the vehicle stops, in this embodiment,
A transition is made to a so-called idle stop mode in which the fuel injection is stopped and the internal combustion engine 1 is stopped. In this idle stop mode, the internal combustion engine 1 is substantially stopped,
Fuel consumption is suppressed, and the occurrence of friction due to the rotation is avoided. Then, the auxiliary machine 2 continues to be driven by the second motor generator 8, but since the clutch device 9 is controlled to be released, the second motor generator 8 drives only the auxiliary machine 2 without rotating the internal combustion engine 1. Therefore, the power consumption is small. Further, since the first motor generator 10 is controlled to generate a desired creep force by driving the first motor generator 10, operability when the vehicle is put in a garage or the like is improved. During the stop of the engine, the hydraulic pressure required for the automatic transmission 5 is ensured by the electric hydraulic pressure supply device 12.

Next, when the vehicle is started from the vehicle stopped state, the clutch device 9 is controlled to be engaged so that the second motor generator 8 drives the crankshaft 1A to rotate the crankshaft 1A to start cranking for starting the internal combustion engine 1. (Drive mode). That is, the second motor generator 8 functions as a starter. Note that the maximum torque of the second motor generator 8 is set to be larger than the maximum transmission capacity of the clutch device 9. Therefore, the rotational speed of the internal combustion engine 1 gradually increases while the clutch device 9 slides.

At the time of the start, the first motor generator 10 applies the torque for assisting the start, so that the desired torque can be secured without excess or shortage as a whole, and the vehicle can start with good responsiveness. Is controlled. At the time of this start, the automatic transmission 5 is supplied with a necessary oil pressure by the electric oil pressure supply device 12 so that the switching and shifting of each part can be performed without waiting for the rotation speed of the internal combustion engine 1 to rise. Therefore, it does not cause a response delay at the time of starting. Therefore, a relatively small starting assist torque provided by the first motor generator 10 is sufficient.
The entire electric drive system such as the motor generator 10 becomes smaller accordingly.

Next, the specific structure and operation of the transmission 60 interposed in the belt transmission mechanism 16 between the second motor generator 8 and the crankshaft 1A will be described in detail.

FIG. 1 is a skeleton diagram showing a first embodiment of the transmission 60. As shown in FIG. The transmission 60 is connected to the second motor generator 8 via the clutch device 9 and the belt transmission mechanism 16.
The first rotating body 61 connected to the rotating shaft 8a of the second rotating body 6 and the second rotating body 6 rotating in the forward direction P together with the crankshaft 1A
2 and a third rotating body 63.

The first rotating body 61 has a pulley 61a on its outer peripheral side which receives one end of the belt 16a of the belt transmission mechanism 16.
And a carrier that supports a plurality of pinions 64 including a first pinion portion 64a and a second pinion portion 64b, and also serves as a casing of the transmission 60. The second rotating body 62 is a crankshaft 1A.
Mainly, a sun gear 62a integrally provided on the outer periphery of the distal end portion is engaged with the first pinion portion 64a. The third rotating body 63 includes the second pinion portion 6
The second sun gear 63a that meshes with the second sun gear 4b is mainly used.

A fixed one-way clutch 66 as a first fastening element is interposed between the non-rotating body 65 fixed to the housing of the internal combustion engine 1 and the third rotating body 63. The fixed one-way clutch 66 is mounted in a direction that allows the rotation of the third rotating body 63 in the forward direction P when the rotation direction of the crankshaft 1A is the forward direction P. That is, the fixed one-way clutch 66 is engaged when the third rotating body 63 tries to rotate in the reverse direction Q. The non-rotating body 65 also serves as a casing that covers the outer periphery of the crankshaft 1A.

Further, an integral one-way clutch 67 as a second fastening element is interposed between the first rotating body 61 and the third rotating body 63. One-way clutch 67
Is the forward direction P of the first rotating body 61 with respect to the third rotating body 63.
It is installed in a direction that allows rotation of That is,
In the integral one-way clutch 67, the third rotating body 63 is
If it is attempted to rotate in the forward direction P with respect to the rotating body 61, it is fastened.

Therefore, the rotation speed of the first rotating body 61 is set to N
a, the rotation speed of the second rotating body 62 is Nb, and the third rotating body 63 is
If the rotational speed of the motor is Nc and the rotation in the positive direction P is positive, the condition of Nc ≧ 0 (1) is satisfied by the fixed one-way clutch 66 and the integral one-way clutch 67
Thus, the condition of Na ≧ Nc (2) is satisfied.

Here, in the present embodiment, the rotation speed Nb of the second rotation body 62 is set to a value between the rotation speed Na of the first rotation body 61 and the rotation speed Nc of the third rotation body 63. That is, since the ratio of the number of teeth is set so as to satisfy the condition of Na ≧ Nb ≧ Nc (3), from the expressions (1) to (3), Na
.Gtoreq.Nb.gtoreq.Nc.gtoreq.0 (4).

The number of teeth of the sun gear 62a is Z1, the second
The number of teeth of the sun gear 63a is Z2, the number of teeth of the first pinion portion 64a is Zp1, the number of teeth of the second pinion portion 64b is Zp2,
Assuming that α is (Zp1 · Z2) / (Zp2 · Z1), the following planetary gear rotational speed relational expression (5) holds.

[0052]

Nb-αNc = (1−α) Na (5) FIG. 2 is a so-called collinear diagram showing the operation of the transmission 60. In this alignment chart, the horizontal axis shows the rotating bodies 61 to 63 at intervals according to the gear ratio of the planetary gears, and the vertical axis shows the rotational speed of each rotating body 61 to 63. That is, the reduction ratio can be obtained from the alignment chart. Note that reference numeral 66
And 67 are the one-way clutches described above,
The inverted triangle indicates that these one-way clutches 66 and 67 are in the engaged state.

Referring to FIGS. 1 and 2A, first, the second
Consider a case where the motor generator 8 is in a drive mode in which the crankshaft 1A of the internal combustion engine 1 is rotationally driven.

In this case, a torque in the positive direction P acts on the first rotating body 61 from the second motor generator 8. At this time, the second
Since the sun gear 62a of the rotating body 62 is integrated with the crankshaft 1A of the internal combustion engine 1 on the load side, the sun gear 62a tends to stay there due to the friction. As a result, a torque in the reverse direction Q is generated in the third rotating body 63 via the pinion 64, and the fixed one-way clutch 66 is engaged. Further, since the first rotating body 61 attempts to rotate in the forward direction P with respect to the third rotating body 63, the integral one-way clutch 67 is released. Thus, the rotation speed Nc of the third rotating body 63 becomes 0, which is the minimum value. By substituting the condition of NC = 0 into the above equation (5), the first rotating body 6
The rotation speed N of the second rotating body 62 with respect to the rotation speed Na of 1
The gear ratio b is expressed by the following equation (6).

[0055]

Nb / Na = 1-α (6) That is, in this drive mode, the fixed one-way clutch 66 is engaged and the one-way integral one-way is engaged according to the input direction of the drive torque from the second motor generator 8 side. Clutch 6
7 is released, and the speed ratio (Nb / Na) becomes a value smaller than 1, that is, a value smaller than the case where the first rotating body 61 and the second rotating body 62 are directly connected. Accordingly, the driving torque for rotating the second motor generator 8 to rotate the crankshaft 1A becomes relatively large, so that the internal combustion engine 1 can be reliably operated even at extremely low temperatures.
Can be obtained a sufficient drive torque to start the vehicle.

Next, with reference to FIG. 1 and FIG. 2B, a case of a driven mode in which the second motor generator 8 is driven by the rotational force of the crankshaft 1A to generate power will be considered.

In this case, the sun gear 62 of the second rotating body 62
a generates a torque in the positive direction P, but the second motor generator 8
Since the first rotating body 61 on the side is a load, the third rotating body 63
, A torque in the positive direction P acts via the pinion 64, and the fixed one-way clutch 66 is released. Further, since the third rotating body 63 tends to rotate in the forward direction P with respect to the first rotating body 61, the integral one-way clutch 67 is engaged. Therefore, the rotation speed Nc of the third rotator 63 and the rotation speed Na of the first rotator 61 become equal. This condition Nc =
When Na is substituted into the above equation (1), the gear ratio of the rotation speed Nb of the second rotating body 62 to the rotation speed Na is as shown in the following equation (7).

[0058]

Nb / Na = 1 (7) That is, in this driven mode, the fixed one-way clutch 66 is disengaged in accordance with the input direction of the driving torque from the crankshaft 1A to the second motor generator 8. The integral one-way clutch 67 is engaged. As a result, the rotating bodies 61 to 63 are substantially directly connected and rotate integrally, and the speed ratio (Nb / Na) becomes higher than in the drive mode. That is, it is possible to prevent the rotation speed Na of the first rotating body 61 from becoming relatively low and the rotation speed of the second motor generator 8 from becoming excessively high.

As described above, in the present embodiment, the one-way clutches 66 and 67 are mechanically and spontaneously engaged and disengaged in accordance with the torque input direction depending on whether the driving mode or the driven mode, so that the gear ratio is forced. Can be switched to Therefore, when shifting gears is not required, unlike the above-described conventional example, external gear shifting control is not required, so that the device itself is reduced in size and simplified, and the mountability on the vehicle is significantly improved.

Further, since the shift is mechanically and immediately switched in accordance with the torque input direction, accurate shift is performed and there is no delay in shift response.

Further, since the second rotating body 62 is provided integrally on the outer periphery of the distal end portion of the crankshaft 1A and the first rotating body 61 also serves as the casing of the transmission 60, the entire transmission 60 can be used as an emergency. It can be made compact.

In addition, since the transmission path between the internal combustion engine 1 and the second motor generator 8 is only one belt transmission mechanism 16, a configuration having two transmission paths as in the conventional example described above. As compared with the above, the dimension in the axial direction can be shortened, and the mountability on the vehicle is significantly improved.

FIGS. 6 and 7 show a second embodiment of the transmission 70, corresponding to FIGS. The description overlapping with the first embodiment is omitted as appropriate.

The transmission 70 has a structure using two planetary gears, and includes a first rotating body 71 connected to the second motor generator 8 and a second rotating body rotating in the forward direction P together with the crankshaft 1A. And a fourth rotating body 74 in which a carrier supporting the first pinion 74a of the first planetary gear and a second sun gear 74b of the second planetary gear are integrated with the body 72 and the third rotating body 73. I have.

The first rotating body 71 is connected to the belt transmission mechanism 16.
A pulley 71a for receiving the belt 16a (see FIG. 3);
And a first sun gear 71b of a first planetary gear. The second rotating body 72 is provided integrally with the distal end of the crankshaft 1A, has a ring gear 72a that meshes with the first pinion 74a, and supports a plurality of second pinions 72b that mesh with the outer periphery of the second sun gear 74b. Is composed. The third rotating body 73 includes a second pinion 72
The main component is a second ring gear 73a that meshes with b.

A fixed one-way clutch 76 as a first fastening element is provided between the non-rotating body 75 fixed to the housing of the internal combustion engine 1 and functioning as a casing of the crankshaft 1A and the third rotating body 73. And the third rotating body 73 is mounted in a direction that allows the rotation in the forward direction P. Further, between the first rotating body 71 and the second rotating body 72, an integral one-way clutch 77 as a second fastening element allows the rotation of the first rotating body 71 in the forward direction P with respect to the second rotating body 72. It is installed in the direction to be. As in the first embodiment, the rotation speed Nb of the second rotator 72 is the same as the rotation speed Na of the first rotator 71 and the third rotator 73.
The rotation speed Nc is set between the above (4),
The condition of equation (5) holds.

In the drive mode, the first rotating body 71 receives a torque in the forward direction P from the second motor generator 8. At this time,
Since the second rotating body 72 is a load, the third rotating body 7
3, a torque in the negative direction Q acts via the fourth rotating body 74 and the second pinion 72b. Therefore, the fixed one-way clutch 76 is engaged, and the rotation speed Nc of the third rotating body 73 becomes zero. Further, the first rotating body 71 is the second rotating body 7.
In order to rotate in the forward direction P with respect to 2, the integral one-way clutch 77 is released. As a result, the first
As in the embodiment, in the drive mode, the speed ratio (Nb / Na) becomes smaller than 1, and a relatively large drive torque can be obtained.

On the other hand, in the driven mode, a torque in the forward direction P acts on the second rotating body 72 integrated with the crankshaft 1A, and the second rotating body 72
The one-way clutch 77
Are fastened, and the second rotating body 72 and the first rotating body 71 rotate integrally. Since the third rotating body 73 receives the torque in the forward direction P, the fixed one-way clutch 76 is released. As a result, the first rotating body 71 and the second rotating body 72 are directly connected, and the speed ratio (Nb / Na) becomes 1. Therefore,
The rotation speed of the second rotating body 72 becomes relatively small, and the overspeed of the second motor generator 8 can be suppressed.

As described above, also in the second embodiment, the gear ratio is mechanically switched according to the difference in the torque input direction depending on the driving mode or the driven mode, so that the fourth rotating body 74 and the housing 70a of the transmission 70 are provided. The same effects as those of the first embodiment can be obtained except that the first embodiment is required.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a configuration of a transmission according to a first embodiment of the present invention.

FIG. 2 is a nomographic chart showing the operation of the transmission shown in FIG. 1;

FIG. 3 is a skeleton diagram showing a vehicle configuration of the embodiment.

FIG. 4 is a hydraulic circuit diagram illustrating a configuration of an electric hydraulic pressure supply device.

FIG. 5 is a block diagram showing a system configuration of a control device according to the embodiment.

FIG. 6 is a skeleton diagram showing a second embodiment of the transmission.

FIG. 7 is an alignment chart showing the operation of the transmission according to the second embodiment.

FIG. 8 is a skeleton diagram showing a conventional vehicle configuration.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 1A ... Crankshaft 2 ... Auxiliary equipment 8 ... Second motor generator 16 ... Belt transmission mechanism 60, 70 ... Transmission 61, 71 ... 1st rotating body 62, 72 ... 2nd rotating body 63, 73 ... Third rotating body 65, 75 ... Non-rotating body 66, 76 ... Fixed one-way clutch 67, 77 ... Integrated one-way clutch

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/06 F02D 29/06 F F02N 11/04 F02N 11/04 D F16H 37/02 F16H 37/02 C

Claims (6)

[Claims] 1. A composite vehicle comprising: an internal combustion engine that rotationally drives a crankshaft; and a motor generator that has both a drive mode for rotationally driving the crankshaft and a driven mode for being driven by the crankshaft to generate electric power. In the apparatus, a transmission device that spontaneously shifts according to a difference in a torque input direction depending on a driving mode or a driven mode is interposed in one torque transmission path between the crankshaft and the motor generator. A combined device of an internal combustion engine of a vehicle and a motor generator. 2. The transmission according to claim 1, further comprising a gear mechanism, a first fastening element and a second fastening element. In the driving mode, the first fastening element is fastened to rotate the crankshaft with respect to the rotational speed of the motor generator. 2. The rotation speed of the crankshaft according to claim 1, wherein the rotation speed is relatively low, the second fastening element is fastened in the driven mode, and the rotation speed of the crankshaft is relatively high with respect to the rotation speed of the motor generator. Combined vehicle internal combustion engine and motor generator. 3. The gear mechanism includes: a first rotating body connected to a motor generator; a second rotating body that rotates in a forward direction together with a crankshaft; A third rotating body receiving a torque in the opposite direction, and wherein the rotation speed of the second rotating body is set to a value between the rotation speed of the first rotating body and the rotation speed of the third rotating body. The first fastening element is a fixed one-way clutch interposed between the third rotating body and the non-rotating body and allowing the third rotating body to rotate in the forward direction. An integral one-way clutch interposed between the one rotating body and the second rotating body or the third rotating body and allowing the first rotating body to rotate in the forward direction with respect to the second rotating body or the third rotating body. The internal combustion engine of a vehicle according to claim 2 and an electric motor. Composite apparatus Electric. 4. The apparatus according to claim 1, wherein the first rotating body is provided integrally with a tip end of a crankshaft, and the second rotating body is connected to a rotating shaft of a motor generator via a transmission mechanism. A combined device for an internal combustion engine and a motor generator of a vehicle according to claim 2 or 3. 5. The method according to claim 1, wherein one controllable clutch is interposed in one transmission path between the crankshaft and the motor generator. A combined device of an internal combustion engine and a motor generator of the vehicle described in the above. 6. The combined apparatus according to claim 5, wherein a vehicle auxiliary machine is connected between the clutch and the motor generator.