JPH11180173A - Driving unit for hybrid electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively drive a vehicle, obtain a large accelerating power with a small engine and motor, and brake with high energy efficiency by regenerative braking. SOLUTION: This driving unit comprises an engine 1, a motor and generator 2, a continuously variable transmission 3 provided with a rotation axis as an input shaft 13 driven by the engine 1 and the motor and generator 2, a planetary gear mechanism 5 with two degrees of freedom and three elements that are provided either on the input shaft 13 or an output shaft 14 of the continuously variable transmission 3, and a driving output shaft 6 that outputs a driving force from the planetary gear drive 5 to driving wheels 10L and 10R. The three elements of the planetary gear mechanism 5 are configured so that a first element 5B is linked to the input shaft 13 of the continuously variable transmission 3, a second element 5A is linked to the output shaft 14 of the continuously variable transmission 3, and a third element 5C is connected to a driving output shaft 6.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a hybrid electric vehicle which can supply power to drive wheels by an engine and a motor.

[0002]

2. Description of the Related Art In recent years, the development of electric vehicles has been promoted from the viewpoint of environmental protection. As a practical electric vehicle, a so-called hybrid electric vehicle having an engine (generally, an internal combustion engine) mounted on the vehicle has been developed. Has already been mass-produced. Generally, in hybrid electric vehicles,
An in-vehicle engine is used for driving a vehicle together with or instead of a traveling motor, or an in-vehicle engine is used for power generation. When power is generated by this engine, the generated power can be used to charge a battery that is a power source of the motor, or can be directly used to drive a traveling motor.

[0003] For example, FIG. 9 is a diagram schematically showing the configuration of a currently-produced drive device for hybrid electric vehicles (first prior art) of a combined series / parallel system.
0 is a diagram showing the configuration of the main part. As shown in FIG.
The output from the motor 101 is output from a motor output shaft 101A to an input gear 103 of a gear mechanism 102. A planetary gear mechanism 104 is connected to a rotation shaft 103A of the input gear 103. On the other hand, the output from the engine 105 is the engine output shaft (crankshaft) 1
05A to the planetary gear mechanism 104 and transmitted from the planetary gear mechanism 104 to the input side gear 103,
01 is added to the output from the engine 105, and the output shaft 106 of the gear mechanism 102
7, transmitted to the drive wheels 108.

As shown in FIGS. 9 and 10, a planetary gear mechanism 104 includes a ring gear 104A integrally coupled to a motor output shaft (that is, a rotation shaft of the input gear 103) 101A, and an output of an engine 105. A carrier 104B coupled to the shaft 105A so as to rotate integrally therewith; a plurality (here, four) of planetary pinions 104C rotatably (rotated) supported by the carrier 104B and engaged with the ring gear 104A; and each planetary pinion 104
C and a sun gear 104D that meshes with C.

The sun gear 104D is connected to the engine 10
5 is a hollow shaft 1 coaxially mounted on the outer periphery of the output shaft 105A.
09 and is connected so as to rotate integrally with the rotor 110A of the generator 110. The motor 101 and the generator 110 are connected to a battery 112 via an inverter 111, and the rotation speed (hereinafter, referred to as “rotation speed”), the discharge state, and the charge state of the motor 101 are controlled by the inverter 111. The power generation (charging) state is controlled by the inverter 111.

The engine 105 operates only near a high load, and the surplus output of the engine 105 is
0 to convert it to electric power and drive the motor 101 directly or by temporarily charging the battery 112 and
Indirectly via the Internet. When the vehicle is stopped, for example, when traveling at a very low speed of 20 km / h or less, or when fully charged, the engine 105 is stopped and the vehicle is driven only by the motor 101 so as to suppress exhaust gas and noise generated by the operation of the engine 105. It has become.

[0007] Further, the engine 105 is set so that the maximum number of revolutions is suppressed to a maximum value (for example, about 4000 rpm) or less, thereby reducing the friction of the engine and improving the thermal efficiency in a high expansion ratio cycle. . Further, the motor 101 is of a low rotation and high torque type so that a low-speed driving force equivalent to that of a conventional vehicle can be secured without a gear ratio switching mechanism.

With the adoption of such a motor 101,
The motor 101 and the engine 10 are driven by the planetary gear mechanism 104.
5 and the generator 110, thereby changing the rotation ratio between the motor 101, the engine 105 and the generator 110, without using other power transmission systems such as a gear ratio switching mechanism and a clutch mechanism. The vehicle speed can be controlled.

In this hybrid electric vehicle drive system, the drive modes can be classified into five modes, that is, stop, start / extremely low speed, steady running, acceleration, deceleration / brake, as shown in Table 1 below. it can.

[0010]

[Table 1]

When the vehicle is stopped in the mode, the engine 105,
Both the motor 101 and the generator 110 are stopped,
There is no charge / discharge of the battery 112. However, when the auxiliary equipment such as an air conditioner is operated or when the remaining capacity of the battery 112 is reduced, the engine 105 is started by, for example, operating the generator 110 as a motor, and the generator 110 generates power by the output of the engine 105. , And the generated electric power drives the accessories and charges the battery 112.

When the vehicle starts in a mode or travels at an extremely low speed (for example, when the vehicle speed is 20 km / h or less), the engine 105 is stopped and the motor 101 is driven to operate.
Reference numeral 10 denotes a reverse rotation (idling) state. Therefore, battery 112 is in a discharged state. Of course, when the auxiliary equipment such as an air conditioner is operated or when the remaining capacity of the battery 112 is reduced, the engine 105 is operated to generate electric power by the generator 110 in the same manner as in the mode. And the battery 112 is charged.

When the vehicle is in a steady running mode, the generator 110
Then, the engine 105 is started, and both the motor 101 and the engine 105 are driven. At this time, the generated power of the generator 110 driven by a part of the output from the engine 105 is supplied to the motor 101,
Basically, there is no charge / discharge of the battery 112, but when the capacity of the battery 112 decreases, the battery 112 is charged with a part of the power generated by the generator 110. When the battery 112 is fully charged, the engine 105 may be stopped, the battery 112 may be discharged, and the battery 112 may be driven only by the motor 101.

During acceleration running or climbing a hill in the mode, the engine 105 is started by the generator 110 so that both the motor 101 and the engine 105 are driven. In this case, the generator 110 driven by the engine 105 is driven.
Power from the battery 112 as well as the power generated by the battery 112 to the motor 101 to drive the motor 101
01 and the motor 101 whose output has been increased.
And the output of engine 105 drives the vehicle. Therefore, at this time, battery 112 is in a discharged state.

During decelerating running or braking in the mode, the engine 105 is in an idling state, the motor 101 is in an energy regeneration state, that is, a charged state, and the generator 110 is in a reverse rotation (idling) state. Therefore, battery 112 is charged by energy regeneration. The vehicle speed in such a hybrid electric vehicle drive device can be controlled by controlling the rotation speed Nm of the motor 101. As described above, the motor 101 is controlled by the planetary gear mechanism 10
4, the number of revolutions Nm of the motor 101 is reduced by the engine 10 and the generator 105.
The rotation speed Ne and the rotation speed Ng of the generator 110 change while maintaining the relative relationship as shown in the velocity diagram of FIG. Therefore, the vehicle speed is controlled by the engine 105
The rotation speed Ne of the motor 101 is controlled while controlling the rotation speed Ne and the rotation speed Ng of the generator 110.

As shown in FIG. 11, when the vehicle is started from a stop state indicated by a straight line, the engine 105 is stopped as indicated by the straight line. The machine 110 is in a reverse rotation (idling) state. Even at extremely low speeds, the engine 105 is stopped, so that the motor 101 is operated while the generator 110 is rotated in the reverse direction (idling).

When the vehicle speed increases, the generator 110
In order to start the engine 105, the engine 105 is shifted from the idle speed to the maximum speed (for example, 4000 rpm).
) Range. During steady driving,
As indicated by a straight line, for example, the engine 105 is operated according to the capacity state of the battery 112 and the motor speed Nm, that is, the vehicle speed is controlled while controlling the generator speed Ng according to the engine speed Ne. .

When accelerating or climbing a hill, the engine speed Ne
To increase the engine output to increase the motor rotation speed Nm. In order to obtain a large acceleration force, for example, as shown by a straight line, while increasing the engine rotation speed Ne to near the maximum value, The machine rotation speed Ng is greatly increased, and the motor rotation speed Nm is waited for. And
The vehicle speed (motor rotation speed Nm) is increased while decreasing the generator rotation speed Ng, and the maximum vehicle speed (for example, 140 km) is set in a state where the generator rotation speed Ng is sufficiently reduced with the engine rotation speed Ne being the maximum value. / H) can be obtained.

On the other hand, at the time of decelerating running or braking, as shown by the straight line, the engine 101 is idling and the engine brake is obtained, and the motor 101 is in the energy regenerating state to obtain the regenerative brake while the battery 112 is powered by the electric power generated by the motor 101. And the generator 110 is set in the reverse rotation (idling) state, so that the vehicle speed (motor rotation speed Nm)
Lower.

As another conventional drive device for a hybrid electric vehicle (second prior art), a thin motor 201 is provided on an output shaft 205A of an engine 205 as shown in FIG. Motor 20
There is a belt-type continuously variable transmission (CVT) 213 interposed between the first rotary shaft (output shaft 205A) and the gear mechanism 202 on the drive shaft 207 side on which the drive wheel 208 is mounted. . In this example, the motor 201 is connected to the inverter 2
11, the power from the capacitor 212 is controlled.

As described above, by interposing the CVT 213 in the driving device, the vehicle speed can be controlled using the CVT 213. Therefore, as in the first prior art described with reference to FIG. Even without limiting to low-rotation, high-torque types, or connecting the motor, engine and generator with a planetary gear mechanism, a low-speed driving force comparable to that of a conventional vehicle can be secured.

[0022]

By the way, the conventional hybrid electric vehicle drive device as described above has the following problems. In the drive device for a hybrid electric vehicle according to the first prior art, an output shaft (motor output shaft) 101 is provided.
Since the rotation speed of the motor / generator 101 mounted on the vehicle A decreases with a decrease in vehicle speed, there is a problem that energy regeneration is reduced and the fuel efficiency improvement effect is small at low speeds, which are frequently encountered in urban driving.

Also, during high-speed running, a part (for example, about 20 to 30%) of the driving energy output from the engine 105 must be used for driving the generator 110. Motor 1 with generated power
Unnecessary circulation of energy, such as driving the 01, cannot be avoided, and there is a problem that the energy efficiency is reduced accordingly.

In the first prior art, the generator 110 is driven at a high speed during acceleration or climbing a hill, so that a large amount of drive energy (for example, 8) is output from the engine 105.
(About 0%) for driving the generator 110, and the electric power generated by the generator
There is a problem that unnecessary circulation of energy becomes extremely large because the motor 101 is driven by adding electric power from the motor.

Also, during acceleration or climbing a hill, much of the driving energy output from the engine 105 is used for driving the generator 110, so that a large required driving torque is inevitably supplied to the motor. Therefore, a large capacity motor 101 and a battery 112 are required. Therefore, there is a problem that the weight of the vehicle is increased and the space efficiency is reduced, and further, the performance of the vehicle is reduced and the cost is increased.

In the drive device for a hybrid electric vehicle according to the second prior art, the motor / generator 20 is provided on the input shaft (output shaft 205A of the engine 205) to the CVT 213.
1 is mounted coaxially with the engine 205.
Since the engine 205 is directly connected to the input shaft to T213, the degree of freedom of regeneration of braking energy is small, and it is difficult to sufficiently regenerate at the time of sudden braking or low speed, and the rate of relying on the conventional mechanical brake is high. There is a problem of being large.

[0027] The present invention has been made in view of the above-mentioned problems, and is intended to drive a vehicle with energy efficiency.
The engine, motor, and battery can be downsized, and a large starting output can be obtained with a small motor, and energy-efficient braking can be performed by regenerative braking at extremely low vehicle speeds without relying heavily on conventional mechanical brakes. It is an object of the present invention to provide a drive device for a hybrid electric vehicle.

[0028]

According to the present invention, there is provided a drive apparatus for a hybrid electric vehicle according to the present invention, comprising: an engine, a motor / generator, a continuously variable transmission, a two-degree-of-freedom three-element planetary gear mechanism. , A drive output shaft, a first element of the three elements of the planetary gear mechanism is connected to an input shaft of the continuously variable transmission, and a second element of the three elements is connected to the continuously variable transmission. Since the third of the three elements is connected to the drive output shaft, the drive output shaft is connected to the drive output shaft according to the speed ratio between the input shaft and the output shaft of the continuously variable transmission. In addition to adjusting the rotation direction and the rotation speed, the drive torque output from the drive output shaft is also adjusted.

In particular, if the speed ratio between the input shaft and the output shaft of the continuously variable transmission is adjusted to a predetermined value, the rotation of the drive output shaft is stopped regardless of the rotation state of the engine or the motor / generator. The vehicle can be stopped, and if the speed ratio is slightly changed from this stopped state, the vehicle can be moved forward or backward, and at this time, the driving force from the engine and the motor / generator is reduced. As a result, the driving force exerted from the driving output shaft can be greatly amplified, so that a large driving force required for starting can be easily obtained.

According to a second aspect of the present invention, in the drive device for a hybrid electric vehicle, the rotation of the engine side is controlled by a one-way clutch interposed between the engine and the input shaft of the continuously variable transmission. The rotation of the input shaft side is not transmitted to the engine side, and the rotation of the input shaft side is not transmitted to the engine side. To drive the vehicle (steady running or accelerated running), and to make the motor / generator function as a generator that operates in response to rotation from the input shaft to perform regenerative braking. Become.

According to a third aspect of the present invention, a drive device for a hybrid electric vehicle according to the present invention uses a starting clutch provided in parallel with the one-way clutch to rotationally drive the engine with the torque of the motor / generator. Can be started. According to a fourth aspect of the present invention, the continuously variable transmission is constituted by a belt-type continuously variable transmission, and the first pulley, the second pulley, and the first and second pulleys. Through the belt wound between the pulleys,
Driving force is transmitted between the input shaft and the output shaft. At this time, the movable sheave is separated from and connected to the fixed sheave on the first pulley provided on the input shaft, and the movable sheave is separated from and connected to the fixed sheave on the second pulley provided on the output shaft. By adjusting, the speed ratio and the torque ratio between the input shaft and the output shaft are adjusted.

According to a fifth aspect of the present invention, in the drive apparatus for a hybrid electric vehicle according to the present invention, the engine, the motor / generator and the input shaft of the continuously variable transmission are on a first axis, and the continuously variable transmission is provided. The input shaft and the drive output shaft of the machine are respectively disposed on a second axis, the first pulley is disposed at one end of the first axis, and the second pulley is disposed on the second axis. Since the second pulley is disposed at one end of the second axis, a space is provided at one end of the first axis further than the first pulley and at one end of the second pulley further than the second pulley. Can be secured.

The planetary gear mechanism is disposed adjacent to the other end side of the first pulley or the second pulley, so that the planetary gear mechanism of the first pulley and the second pulley is provided with the planetary gear mechanism. With a pulley arranged coaxially, the movable sheave which requires a sufficient installation space is installed in a free space at one end side further than the pulley, but the planetary gear mechanism is not arranged coaxially. In the pulley, the movable sheave which requires a sufficient installation space can be arranged at the other end side with the belt interposed therebetween, and the fixed sheave can be arranged at the one end side with the belt interposed therebetween. A power take-out portion for driving auxiliary equipment can be provided in a vacant space secured near one end.

According to a sixth aspect of the present invention, the drive apparatus for a hybrid electric vehicle according to the present invention controls the speed change state of the continuously variable transmission so as to adjust the driving force transmitted by the continuously variable transmission to a target value. Therefore, the transmission torque through the continuously variable transmission can be adjusted.

[0035]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing a first embodiment of the present invention; FIG.
7 and 8 show a hybrid electric vehicle drive device according to a second embodiment of the present invention. FIG. 7 and FIG. 8 show a hybrid electric vehicle drive device according to a second embodiment of the present invention.

First, the first embodiment will be described. As shown in FIG. 1, the present hybrid electric vehicle drive device transmits the engine 1 and the motor / generator 2 and the driving force output from the engine 1 and the motor / generator 2 at appropriate speeds. Continuously variable transmission (hereinafter referred to as CVT) 3, three-shaft meshing gear 4, planetary gear mechanism 5, reduction gear mechanism 7 connected to output shaft (drive output shaft) 6 of planetary gear mechanism 5, and reduction gear The drive mechanism includes a differential mechanism 8 for distributing the driving force output from the mechanism 7 to the left and right drive shafts 9L and 9R, and drive wheels 10L and 10R connected to the drive shafts 9L and 9R.

Here, an internal combustion engine is used as the engine 1, and the engine 1 is an engine controller 2.
4 controls the rotation speed and output. Further, the motor / generator 2 includes a motor controller 2
1 to switch between the motor operating state and the generator operating state. When the motor is operating, the motor 22 is rotated by the electric power from the battery 22 to output a driving force. The battery 22 is charged with the generated power.

The CVT 3 is constituted by a belt type continuously variable transmission including an input pulley 3A, an output pulley 3B, and a belt 3C wound around the input pulley 3A and the output pulley 3B. , The input pulley 3A and the output pulley 3B are fixed sheaves 3a and 3b, respectively.
And movable sheaves 3c and 3d. Then, for example, by adjusting the belt clamping forces F ₁ and F ₂ applied to the movable sheaves 3 c and 3 d by hydraulic pressure, the input-side pulley 3
A and the effective diameter of the output side pulley 3B are adjusted, and the ratio of the rotational speeds of the input side pulley 3A and the output side pulley 3B (hereinafter, referred to as “the rotation speed”).
R (= N ₂ / N ₁ , N ₂ : N ₁ : the number of rotations of the input pulley 3A of the first axis, the output pulley 3 of the second axis)
B rotation number) can be controlled. The adjustment of the belt clamping forces F ₁ and F ₂ is performed through the clamping force controller 23.

The three-shaft meshing gear 4 has an input gear 4A, an output gear 4B, and an intermediate gear interposed between the input gear 4A and the output gear 4B to mesh with the input gear 4A and the output gear 4B, respectively. 4C. Here, the gears 4A, 4B, and 4C have the same number of teeth, and the input gear 4A and the output gear 4B rotate at the same speed in the same direction.

As shown in FIGS. 1 and 2, the planetary gear mechanism 5 is of a double pinion type, and includes a sun gear 5A, a ring gear 5B, and a planetary carrier 5C.
And a planetary pinion 5 which meshes with the sun gear 5A and the ring gear 5B, respectively.
D and 5E are configured as a two-degree-of-freedom three-element type planetary gear mechanism rotatably (rotatably) supported by a planetary carrier 5C. The planetary pinions 5D and 5E mesh with each other, the inner pinion 5D meshes with the sun gear 5A, and the outer pinion 5D meshes with the ring gear 5B.

The engine 1 and the motor / generator 2
Is disposed on a first axis 11 which is a first axis, the planetary gear mechanism 5 is disposed on a second axis 12 which is a second axis, and the CVT 3 and the three-axis meshing gear 4 It is interposed between the first axis 11 and the second axis 12. That is, on the first axis 11, the engine 1, the motor / generator 2, and the input gear 4A of the three-shaft meshing gear 4 are arranged in this order from one end (the left end in FIG. 1), and the other end (FIG. C on the right end in the middle)
The input side pulley 3A of the VT 3 is arranged. Further, on the second axis 12, the CV is set from the other end (the right end in FIG. 1).
The output pulley 3B of T3, the planetary gear mechanism 5, and the output gear 4B of the triaxial meshing gear 4 are arranged in this order, and the first gear 7A of the reduction gear mechanism 7 is arranged at one end (the left end in FIG. 1). . The shaft (intermediate shaft) 16 of the intermediate gear 4C of the triaxial meshing gear 4
Is interposed between the first axis 11 and the second axis 12.

On the first axis 11, the output shaft of the motor / generator 2, the rotation shaft of the input gear 5 A of the three-shaft meshing gear 4, and C
Rotary shaft of input side pulley 3A of VT3 (CVT input shaft)
Are configured as an integral rotating shaft 13. A one-way clutch 18 and a starting clutch 19 are provided between the output shaft 1A of the engine 1 and the rotating shaft (CVT input shaft) 13 on the side of the motor / generator 2 side.

The one-way clutch 18 is configured to transmit the rotation of the engine 1 to the CVT input shaft 13 but not to transmit the rotation of the CVT input shaft 13 to the engine 1. When the engine is started, the starting clutch 19
The output shaft 1A of the engine 1 is connected to the rotating shaft 13 on the motor / generator 2 side, and the motor / generator 2 side (ie, the CVT) is connected.
The rotation of the input shaft 13 is transmitted to the engine 1 to start the engine 1. After the start, the coupling is released, and the rotation of the CVT input shaft 13 is not transmitted to the engine 1. ing.

A rotating shaft (CVT output shaft) 1 that supports the output pulley 3B of the CVT 3 is provided on the second axis 12.
4, a rotating shaft (three-shaft meshing gear output shaft) 15 that supports the output gear 4 </ b> B of the three-shaft meshing gear 4, and an output shaft (drive output shaft) 6 of the planetary gear mechanism 5 are separately provided. These three rotating shafts 14, 15, 6 are connected to three elements of the planetary gear mechanism 5, respectively.

That is, the three elements of the planetary gear mechanism 5, that is,
A sun gear 5A, a ring gear 5B, and a carrier 5C are provided, and one of the three elements (first element) is connected to the three-shaft meshing gear output shaft 15 on the CVT input shaft 13 side. One of the remaining elements (second element) is connected to the CVT output shaft 14 side, and the remaining three elements (third element) are connected to the drive output shaft 6.

In this embodiment, the ring gear 5B corresponds to the first element, the sun gear 5A corresponds to the second element, and the planetary carrier 5C corresponds to the first element. That is, the ring gear (first element) 5B is connected to the triaxial meshing gear output shaft 15 (that is, the CVT input shaft 13 side), the sun gear (second element) 5A is connected to the CVT output shaft 14, and the planetary carrier (third element). 5C) are connected to the drive output shaft 6, respectively.

The reduction gear mechanism 7 includes a first gear 7 A fixed to the drive output shaft 6, a second gear 7 B and a third gear 7 C fixed to the intermediate shaft 17, and a differential gear 8. A fourth gear (ring gear) 7D provided as an input gear is provided, the first gear 7A and the second gear 7B mesh with each other, the second gear 7B and the third gear 7C rotate integrally, and the third gear 7C And the fourth gear 7D are meshed.

The number of teeth of the second gear 7B is
Since the number of teeth of the third gear 7C is larger than the number of teeth of the second gear 7B, and the number of teeth of the fourth gear 7D is larger than the number of teeth of the third gear 7C, the fourth gear 7D rotates at a lower speed than the first gear 7A at a reduction ratio according to the ratio of the number of teeth, and rotationally drives the drive wheels 10L and 10R via the differential mechanism 8 and the drive shafts 9L and 9R. ing.

In the planetary gear mechanism 5, the rotational driving force output from the engine 1 and / or the motor / generator 2 is input to the ring gear 5B through the three-axis meshing gear 4, and is input to the sun gear 5A through the CVT 3. Is the rotation speed N _{OUT of} the drive output shaft 6 that outputs the driving force to the reduction gear mechanism 7 (that is, the rotation speed per unit time, hereinafter, referred to as the rotation speed), that is, the rotation speed N of the planetary carrier 5C.
_C (= N _O), the rotational speed N of such ring gear 5B
_{This corresponds to R} and the rotation speed N _S (= N ₂ ) of the sun gear 5A.

For example, FIG. 3 shows a drive output shaft 6, ie, a planetary
Number of rotations N of carrier 5C_CAnd the rotation speed of the ring gear 5B
N_RAnd the rotational speed N of the sun gear 5A_SSpeed showing relationship with
FIG. In FIG. 3, Z_RIs the ring gear 5
Let B be the number of teeth_SIndicates the number of teeth of the sun gear 5A. In FIG.
As shown by the straight line shown in FIG._SAnd re
Speed N of the gear 5B_RAnd the ratio (N_S/ N_R) But each
Reciprocal ratio of the number of teeth [(1 / Z_S) / (1 / Z _R)]
(N_S/ N_R= Z_R/ Z_S) The planetariki
Rotation speed N of carrier 5C_CBecomes 0, and the drive output shaft 6
The rotation state of the CVT input shaft 13, that is, the engine 1 and the motor
Stops regardless of the rotation state of the generator / generator 2, and the vehicle stops
State.

When the rotation speed ratio N _S / N _R between the sun gear 5A and the ring gear 5B (hereinafter referred to as speed ratio) becomes larger than the reciprocal ratio Z _R / Z _{S of the} number of teeth, the rotation of the planetary carrier 5C is performed. The number N _C is negative (ie,
The planetary carrier 5C is reversed) and the speed ratio N _S /
N _R is the smaller than the inverse ratio Z _R / Z _S of the number of teeth,
Rotational speed N _C of the planetary carrier 5C linearly ,,
(Ie, the planetary carrier 5C rotates forward)
Becomes

In other words, the vehicle can be switched between stop, forward and backward irrespective of the rotation state of the engine 1 and the motor / generator 2 by merely adjusting the speed ratio N _S / N _R between the sun gear 5A and the ring gear 5B. Can be. Further, by adjusting the speed ratio N _S / N _R , the speed of the drive output shaft 6 (ie, the drive wheels 10L, 10R) and the driving force transmitted to the drive output shaft 6 (ie, the drive wheels 10L, 10R) are adjusted. Can also be controlled.

Such a sun gear 5A and a ring gear 5B
Is equivalent to the speed ratio r (= N ₂ / N ₁ ) between the input pulley 3A and the output pulley 3B of the CVT 3,
Speed ratio r between input pulley 3A and output pulley 3B of VT3
By controlling the stop, forward and reverse of the vehicle,
It is also possible to control the driving force (output torque) of the vehicle and control the vehicle speed.

FIG. 4 shows a torque ratio characteristic of the CVT 3 with respect to a speed ratio (also referred to as a belt speed ratio) r (= N ₂ / N ₁ ) of the CVT 3, and here, when the speed ratio r is 1.8. The drive output shaft 6 stops (that is, Z _R / Z _S
= 1.8). 4 in solid line is the input torque of the torque output from the drive output shaft 6 with respect to T ₁ (input shaft 13 to the engine 1 and the torque input from the motor and generator 2) (drive shaft torque) T ₂ ratio (T ₂ / T ₁ : output shaft torque / input shaft torque), and the broken line indicates the input pulley 3A.
(T ₂ / T _PI : output shaft torque / input pulley torque) of the drive shaft torque T ₂ output from the drive output shaft 6 with respect to the torque T _PI input to the drive shaft 6.

If there is no drive loss, the speed ratio r is 1.
8, the output shaft torque T ₂ becomes infinite before and after the speed ratio r.8. However, since the drive loss actually occurs, if the speed ratio r is slightly reduced from 1.8, a large torque ratio T ₂ / T in the forward direction. _If torque is generated at ₁ (here, 11.1) and the speed ratio r further decreases, the forward torque ratio T ₂ / T ₁ gradually decreases.

If the speed ratio r is slightly increased from 1.8, a torque is generated at a large torque ratio T ₂ / T ₁ (here, -10.8) in the reverse direction, and the speed ratio r is reduced. An increase in addition, the torque ratio T ₂ / T ₁ to the reverse direction decreases gradually. The speed ratio r has a lower limit and an upper limit due to the structural limitation of the CVT 3. Here, the lower limit value of the speed ratio r is 0.43 and the upper limit value is 2.43.

[0057] The ratio of the input Puritoruku T _PI drive output shaft torque T ₂ for (T ₂ / T _PI), as shown in broken line in FIG. 4, as the speed ratio r is smaller input Puritoruku T _PI relative Therefore, it increases as the speed ratio r decreases. Further, FIG. 5 shows the torque ratio and the efficiency at the time of forward movement, as to the rotational speed N _IN (= N ₁ , N ₁ :
The ratio of the rotation speed N _OUT (= N _C , N _C : the rotation speed of the planetary carrier 5C) of the drive output shaft 6 to the input pulley 3A), that is, the speed ratio N _OUT / N _IN. . The abscissa shows the speed reduction ratio N _IN / N _OUT together with the speed reduction ratio N _OUT / N _IN .

As shown in FIG. 5, the higher the speed ratio (ie, the lower the reduction ratio), the higher the efficiency of the drive system, but this efficiency characteristic is higher than that of a conventional automatic transmission or manual transmission. It has become excellent. Also, as a matter of course, the torque ratio decreases as the speed ratio increases (ie, as the reduction ratio decreases). By the way, the speed ratio r (= N ₂ / N ₁ ) of the CVT 3 can be achieved by adjusting the belt clamping forces F ₁ and F ₂ applied to the movable sheaves 3c and 3d. Parameters are belt clamp forces F ₁ , F ₂ , speed ratio of CVT 3 (speed ratio between input and output shafts) r (= N ₂ / N ₁ ), CV
Torque output rotation speed N _1, the rotational speed N ₂ of the CVT output shaft 14, torque input to the CVT input shaft 13 of the T input shaft 13 (input shaft torque) from T _1, CVT output shaft 14 (output shaft 7 Tsutonari of torque) T _2, assuming 100% efficiency without belt slip, of equation 5 is established below.

R = N ₂ / N ₁ (1) r = T ₁ / T ₂ (2) f (r, F ₁ , F ₂ , T ₁ ) = 0 [Clamping force and transmission torque (3) N ₂ = N (V) [Depends on vehicle speed V] (4) T ₁ = T (N ₁ ) [Output characteristics of engine and motor / generator] (5) Therefore, for example, by adjusting the belt clamping forces F ₁ and F ₂ , the transmission torque by the CVT 3 is optimal for the driving conditions (vehicle speed, accelerator opening, road gradient, turning radius, etc.) at that time. By adjusting the output of the engine and the motor / generator to adjust the speed ratio r.
The drive torque (output torque from the drive output shaft 6) and thus the vehicle speed V can be adjusted.

As described above, the present hybrid electric vehicle
In the driving device, the belt clamping force F ₁, F_TwoAdjust
By doing so, it is possible to control the transmission torque to the drive wheels,
Therefore, in this drive device, the drive concept of the conventional CVT is
CVT3 is driven by a different driving concept.
ing. That is, the conventional CVT is generated from the engine.
Receiving the driving force, the driving force
Speed ratio r (= N_Two/ N₁)
To drive the vehicle.
Although it was functioning dynamically, the CVT 3 of this drive
Belt clamping force F between pulley 3A and output pulley 3B
₁, F_Two, The drive transmitted by the belt 3C
Actively drives CVT3 to control force
Is what you do.

Therefore, in the present CVT 3, the vehicle speed detected by the vehicle speed sensor (not shown), the accelerator opening detected by the accelerator opening sensor (not shown), and the road detected by the road gradient sensor (not shown). Based on the turning radius calculated from the gradient, the detection information of the steering sensor (not shown), and the like, the clamping force controller 23 sequentially sets the optimum belt clamping force of each of the input pulley 3A and the output pulley 3B, The belt clamping forces F ₁ and F ₂ are adjusted based on the set values.

For example, when the vehicle is stopped, the input pulley 3A and the output pulley 3B are set so that the speed ratio r (= N ₂ / N ₁ ) of the CVT 3 becomes a predetermined value (here, 1.8). And the respective belt clamping forces F ₁ and F ₂ are controlled. Then, at the start, for example by increasing the belt clamping force F ₁ of the input pulley 3A, the speed ratio r (= N ₂ /
N ₁ ) falls below a predetermined value (1.8), and a forward torque is obtained. For example, the belt clamping force F of the output pulley 3B is increased.
_{When 2} is increased, the speed ratio r (= N ₂ / N ₁ ) is increased from a predetermined value (1.8), a reverse torque is obtained, and the vehicle can start in each direction.

For example, as shown in FIG. 6, from the correlation between the two belt clamping forces F ₁ and F ₂ , it is possible to exert a desired torque as the forward torque or the reverse torque of the vehicle. . In FIG. 6, T ₁ = 0
The straight line represents the input torque T to the CVT 3 such that the speed ratio r (= N ₂ / N ₁ ) constantly becomes a predetermined value (1.8).
_PI and intended to show the relationship of the belt clamping force F _1, F ₂ to 0, the belt clamping force F _1, F at this time
₂ are not completely equal, but are almost equal (F ₁ ≒
Become F ₂₎ state.

Then, this T_PI= 0, Bertok
Lamp power F₁, F_TwoIf you change one or both of
The output torque line shown by the broken line in FIG.
The magnitude of the drive torque according to the force torque)
Is exhibited. Note that the output torque (transmission torque)
To increase the belt clamping force F₁, F _Two
If the value is not larger than a certain value, slip will occur.
6), the slip region is removed.
And belt clamping force F₁, F_TwoTo set
You.

[0065] Thus, for example, from the state of the belt clamping force F _1, F ₂ is the point A, increasing the belt clamping force F _1, the forward-side input torque T in response to the increase amount
_PI increases. For example, when the forward input torque T _PI is 5 kg
In order to obtain m, the belt clamping force F ₁ may be increased to the level indicated by the point B. Also, the reverse input torque T _PI
In order to set the belt clamping force F ₁ to 5 kg
The size may be increased up to the size indicated by.

The output from the engine 1 and the motor / generator 2 can be controlled by adjusting the output of the engine 1 and the output or load of the motor / generator 2. Output and motor / generator 2
Output or load is controlled by the engine controller 24 and the motor controller 21 based on the vehicle speed, the accelerator opening, the road gradient, the turning radius, and the like, similarly to the CVT 3.

Since the hybrid electric vehicle drive device according to the first embodiment of the present invention is configured as described above, when the vehicle is stopped, each belt clamping force F ₁ between the input pulley 3A and the output pulley 3B is applied. controls to ride the F ₂ on the straight line T _PI = 0 shown in FIG. 6, the speed ratio of _{CVT3 r (= N 2 / N} 1) is a predetermined value (here, 1.8)
So that

In this state, the engine 1 and the motor / generator 2 may be stopped, but in order to prepare for starting, at least the motor / generator 2 is operated by the motor, or only the engine 1 or the engine 1 and the motor / generator 2 are operated. The generator 2 is operated so that the driving force is input to the input shaft 13. In this case, the driving force input to the input shaft 13 circulates through the three-shaft meshing gear 4, the planetary gear mechanism 5, and the CVT 3 and is used only for driving the same as indicated by the arrow in FIG. The driving force input to 13 may be small. Therefore, for example, when the engine 1 is operating, the battery may be charged by operating as a generator of the motor / generator 2 and using much of the output of the engine 1 for power generation by the motor / generator 2. Engine 1
May be stopped and the motor / generator 2 may be operated with a minute output.

Start (forward or backward) from this stopped state
Depending on the driver's request (ie, accelerator opening)
Output torque must be obtained,
Target output torque from above accelerator opening
And the clamping force so that this target output torque is obtained.
Through the controller 23, the belt clamping force F₁, F
_Two, Or both.

For example, the input torque T on the forward side_PI5 kg
・ To obtain m, the belt clamping force F₁Shown in FIG.
What is necessary is just to increase from the state shown by A to the state shown by point B.
Entering the input pulley 3A at the time of this start (r = 1.8)
Forced torque T_PIOutput from the drive output shaft 6 for
Torque T_TwoRatio (T_Two/ T_PI) And input shaft torque T₁
Output shaft torque T output from the drive output shaft 6 with respect to_Two
Torque ratio (T _Two/ T₁) Are shown by solid and broken lines in FIG.
As shown in the torque ratio characteristic curve,_Two/ T_PI=
0.59, T_Two/ T₁= 11.1.
Force torque T_PIWhen only 5 (kg · m) is obtained, output
Shaft torque T_TwoAnd input shaft torque T ₁Is like below
You.

T ₂ = 0.59 · T _PI == 0.59 × 5 ≒ 3 (kg · m) T ₁ = T ₂ /11.1=3/11.1≒0.27 (kg · m) That is, the pulley input torque T _{PI with} respect to the output shaft torque T ₂
Although the input shaft torque T ₁ is slightly larger than the output shaft torque T ₂ , the input shaft torque T ₁ can be extremely small. Even if the output of the engine 1 and the motor / generator 2 is small, a large drive output torque can be obtained. You can do it.

After the start, the vehicle is accelerated while controlling the belt clamping forces F ₁ and F ₂ by the clamping force controller 23 based on the running state of the vehicle, that is, the vehicle speed, the accelerator opening, the road gradient, and the turning radius. , Deceleration, stop, and retreat after that can be controlled. At the time of this control, the rotation speed of the sun gear 5A (the output shaft of the CVT 3) and the rotation speed of the ring gear 5B (the input shaft of the CVT 3) as shown by the straight line in FIG. As the rotational speed on the carrier 5C side (output shaft 6 side) is increased, the sun gear 5A side (the output shaft side of the CVT 3) and the ring gear 5B side (the input of the CVT 3) are linearly increased. While the rotation speed on the shaft side is kept low, the vehicle can perform a steady running while the carrier 5C side (the output shaft 6 side) rotates at a high speed.

At the time of deceleration, the regenerative brake can be generated by stopping the engine 1 and operating the motor / generator 2 to generate electric power, thereby generating a regenerative brake. The amount of the regenerative braking also depends on the ring gear 5B side (the CVT 3). Since the rotation speed on the input shaft side can be ensured, the motor / generator 2 can be operated at a sufficient rotation speed to perform efficient braking and efficient energy recovery.

Further, as indicated by a straight line, the speed ratio r of the CVT
And increase the sun gear 5A side (the output shaft side of CVT3).
By increasing the speed ratio between the motor and the ring gear 5B (the input shaft of the CVT 3), the vehicle can be moved backward.
As described above, in the hybrid electric vehicle drive device, the engine 1 and the motor / generator 2 are independent of the vehicle speed.
Can be operated, the degree of freedom of the regeneration of the braking energy is large, and the efficient energy regeneration at the time of deceleration while controlling the CVT 3 can obtain a sufficient fuel efficiency improvement effect and also improve the braking performance. Therefore, the rate of relying on the conventional mechanical brake can be reduced, which can contribute to a reduction in vehicle weight and cost.

Further, at the time of starting which particularly requires a driving output, an extremely large starting torque can be obtained with respect to the driving force from the engine 1 and the motor / generator 2, and the engine 1 and the motor / generator 2 can be kept low. Even with output, sufficient starting performance can be ensured. In addition, during high-speed running, high efficiency while suppressing unnecessary circulation of energy (see FIG. 5).
) Can drive the vehicle, and also in this respect, the energy efficiency is excellent.

Further, during acceleration or climbing a hill, the engine 1
And the motor / generator 2 can cooperate to obtain a sufficient output, and it is easy to secure acceleration performance and climbing performance. Therefore, an increase in the weight of the vehicle can be avoided, and the space efficiency can be improved. As a result, improvement in vehicle performance and cost reduction can be promoted. Further, even if the engine 1 is stopped, the engine does not become a load on the driving system by the one-way clutch 18, and the engine 1 can be started through the starting clutch 19 when the engine is started. Performance is assured.

In the arrangement as in the present embodiment (FIG. 1)
), An empty space can be secured outside the fixed sheave 3a of the input pulley 3A at the end (the right end in the figure) of the first axis 11, so that a power take-out part ( That is, an accessory driving pulley 25) may be provided. Next, a second embodiment will be described. As shown in FIG. 7, the first embodiment has the planetary gear mechanism 5 provided on the second axis 12, whereas the second embodiment has a planetary gear mechanism. 5 is provided on the first axis 11.

That is, the engine 1 and the
A motor / generator 2, an input pulley 3 </ b> A of the CVT 3, an output gear 4 </ b> B of the three-shaft meshing gear 4, and a planetary gear mechanism 5 are provided. An input gear 4A is provided. Also, 3
An intermediate gear 4C of the shaft meshing gear 4 is provided on an intermediate shaft 16 between the first axis 11 and the second axis 12.

The planetary gear mechanism 5 employs a single pinion type two-degree-of-freedom three-element type planetary gear mechanism.
The sun gear 5A of the planetary gear mechanism 5 is integrally connected to the output gear 4B of the three-shaft meshing gear 4, the ring gear 5B is integrally connected to the drive output shaft 6, and the planetary carrier 5C is integrally connected to the input shaft 13. Also, the output shaft 1A of the engine 1 and the rotating shaft on the side of the motor / generator 2 (CVT input shaft)
13, a one-way clutch 18 and a start clutch 19 are provided side by side.

Then, the engine 1 and the motor / generator 2
The output rotation and the output torque are controlled in the same manner as in the first embodiment by adjusting the belt clamp forces F ₁ and F ₂ applied to the movable sheaves 3 c and 3 d of the input pulley 3 A and the output pulley 3 B of the CVT 3 together with the output adjustment of the CVT 3. It can be adjusted. Since the drive device for a hybrid electric vehicle according to the second embodiment of the present invention is configured as described above, the output of the engine 1 and the motor / generator 2 and the input pulley 3A and the output pulley 3B are similar to the first embodiment. The driving control of the vehicle can be performed while adjusting the belt clamping forces F ₁ and F ₂ .

As shown in FIG. 7, the output torques of the engine 1 and the motor / generator 2 are Te, the sun gear 5A
Is Ts, the transmission torque of the planetary carrier 5C is Tc, and the output torque of the present driving device is To. Here, assuming that the transmission coefficient of the three-axis meshing gear 4 is j, the transmission torque output from the sun gear 5A via the three-axis meshing gear 4 is jTs. Further, if the speed ratio of the CVT 3 is r and the belt efficiency is η, The transmission torque output from the meshing gear 4 via the CVT 3 is ηrjTs.

These torques have the following relationship. Tc = Te + ηrjTs = Ts + To Ts = PTo _{However, P = Z s / Z r} , Z s: the number of teeth of the sun gear 5A,
_Zr : the number of teeth of the ring gear 5B.

From the above equation, To / Te = 1 / (1 + P−ηrjP), and by adjusting the speed ratio r, the magnitude of the output torque To with respect to the input torque Te can be adjusted, and the output with respect to the input torque Te can be adjusted. It can be seen that the direction of the torque To can be adjusted.

Accordingly, the input torque Te, that is, the output torque of the engine 1 and the motor / generator 2, and the belt clamping forces F ₁ and F of the input pulley 3A and the output pulley 3B
By adjusting ₂ , driving force control can be performed with characteristics as shown in the velocity diagram of FIG. 8, for example. That is, as shown by the straight line in FIG. 8, the sun gear 5A side (CV
The torque is transmitted while increasing the rotation speed on the output shaft side of T3) and the carrier 5C side (input shaft side of CVT3), and as the rotation speed on the ring gear 5B side (output shaft 6 side) increases, the sun gear 5A side increases. The rotation speed of the output shaft of the CVT 3 and the carrier 5C (the input shaft of the CVT 3) is kept low, while the ring gear 5B (the output shaft 6) rotates at a high speed so that the vehicle can travel normally. Can do it.

At the time of deceleration, regenerative braking can be generated by applying a load by stopping the engine 1 and operating the motor / generator 2 as a generator, and the regenerative amount also depends on the Curia 5C side (CVT 3). Since the rotation speed on the input shaft side can be ensured, the motor / generator 2 can be operated at a sufficient rotation speed to perform efficient braking and efficient energy recovery.

Also, as indicated by a straight line, the speed ratio r of the CVT
And increase the sun gear 5A side (the output shaft side of CVT3).
By increasing the speed ratio between the vehicle and the Curia 5C side (the input shaft side of the CVT 3), the vehicle can be moved backward. In this manner, the same operation and effect as in the first embodiment can also be obtained in the present embodiment.

The drive device for a hybrid electric vehicle according to the present invention is not limited to the above-described embodiment, but may be applied by modifying each part without departing from the spirit of the present invention. For example, as the continuously variable transmission, besides the belt-type continuously variable transmission, a toroidal continuously variable transmission may be used, and instead of the three-shaft meshing gear 4, the first axis 11 and the second axis may be used. A sprocket instead of the input gear 4A and the output gear 4B may be installed on the wheel 12, and a chain drive mechanism connecting these sprockets with a chain may be provided.

[0088]

As described above in detail, according to the hybrid electric vehicle drive system of the first aspect of the present invention, according to the speed ratio between the input shaft and the output shaft of the continuously variable transmission, The rotation direction and rotation speed of the drive output shaft and the drive torque output from the drive output shaft can be adjusted. By controlling the engine, motor / generator and continuously variable transmission, the vehicle speed and acceleration / deceleration can be reduced. It can be controlled freely, and it is easy to secure the degree of freedom regarding regenerative braking.

Further, since the driving force exerted from the driving output shaft can be greatly amplified with respect to the driving force from the engine and the motor / generator, a small output engine and motor / generator can be used. However, there is an advantage that a large driving force required for starting can be easily obtained, the energy efficiency is excellent, and the vehicle weight and the cost can be reduced.

According to a second aspect of the present invention, in the drive device for a hybrid electric vehicle, the rotation of the engine side is controlled by a one-way clutch interposed between the engine and the input shaft of the continuously variable transmission. The rotation of the input shaft side is not transmitted to the engine side, and the rotation of the input shaft side is not transmitted to the engine side. To drive the vehicle (steady running or accelerated running), and to make the motor / generator function as a generator that operates in response to rotation from the input shaft to perform regenerative braking. Become.

According to a third aspect of the present invention, a drive device for a hybrid electric vehicle according to the present invention uses a starting clutch provided in parallel with the one-way clutch to rotationally drive the engine with the torque of the motor / generator. Can be started. According to a fourth aspect of the present invention, the continuously variable transmission is constituted by a belt-type continuously variable transmission, and the first pulley, the second pulley, and the first and second pulleys. Through the belt wound between the pulleys,
Driving force is transmitted between the input shaft and the output shaft. At this time, the movable sheave is separated from and connected to the fixed sheave on the first pulley provided on the input shaft, and the movable sheave is separated from and connected to the fixed sheave on the second pulley provided on the output shaft. By adjusting, the speed ratio and the torque ratio between the input shaft and the output shaft are adjusted.

According to a fifth aspect of the present invention, in the drive device for a hybrid electric vehicle, the engine, the motor / generator, and the input shaft of the continuously variable transmission are on a first axis, and the continuously variable transmission is provided. The input shaft and the drive output shaft of the machine are respectively disposed on a second axis, the first pulley is disposed at one end of the first axis, and the second pulley is disposed on the second axis. Since the second pulley is disposed at one end of the second axis, a space is provided at one end of the first axis further than the first pulley and at one end of the second pulley further than the second pulley. Can be secured.

Since the planetary gear mechanism is disposed adjacent to the other end side of the first pulley or the second pulley, the planetary gear mechanism of the first pulley and the second pulley may be used. With a pulley arranged coaxially, the movable sheave which requires a sufficient installation space is installed in a free space at one end side further than the pulley, but the planetary gear mechanism is not arranged coaxially. In the pulley, the movable sheave which requires a sufficient installation space can be arranged at the other end side with the belt interposed therebetween, and the fixed sheave can be arranged at the one end side with the belt interposed therebetween. A power take-out part for driving auxiliary equipment can be provided in an empty space secured near one end of the device, and the space efficiency is good.

According to the drive device for a hybrid electric vehicle according to the present invention, since the transmission torque can be adjusted through the continuously variable transmission, the traveling control of the vehicle can be controlled by using the continuously variable transmission. It can be done positively.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a configuration of a drive device for a hybrid electric vehicle as a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a configuration of a main part configuration (a planetary gear mechanism) of a drive device for a hybrid electric vehicle as a first embodiment of the present invention.

FIG. 3 is a speed diagram showing speed characteristics of main parts of the drive device for a hybrid electric vehicle as the first embodiment of the present invention.

FIG. 4 is a characteristic diagram showing torque ratio characteristics of the hybrid electric vehicle as the first embodiment of the present invention.

FIG. 5 is a characteristic diagram showing torque ratio characteristics and efficiency characteristics of the hybrid electric vehicle as the first embodiment of the present invention.

FIG. 6 is a diagram for explaining setting of belt clamping forces F ₁ and F ₂ of the CVT of the hybrid electric vehicle as the first embodiment of the present invention.

FIG. 7 is a schematic diagram illustrating a configuration of a drive device for a hybrid electric vehicle as a second embodiment of the present invention.

FIG. 8 is a speed diagram showing speed characteristics of a main part of a drive device for a hybrid electric vehicle as a second embodiment of the present invention.

FIG. 9 is a schematic diagram showing a configuration of a drive device for a hybrid electric vehicle according to a first related art.

FIG. 10 is a diagram showing a main configuration of a drive device for a hybrid electric vehicle according to a first related art.

FIG. 11 is a speed diagram showing speed characteristics of a main part of the drive device for a hybrid electric vehicle according to the first related art.

FIG. 12 is a schematic diagram showing a configuration of a drive device for a hybrid electric vehicle according to a second related art.

[Explanation of symbols]

 Reference Signs List 1 engine 2 motor / generator 3 continuously variable transmission (CVT) 3A input pulley 3B output pulley 3C belt 3a, 3b fixed sheave 3c, 3d movable sheave 4 three-shaft meshing gear 5 planetary gear mechanism 6 output shaft (drive output) Shaft) 7 reduction gear mechanism 8 differential mechanism 9L, 9R drive shaft 10L, 10R drive wheel 18 one-way clutch 19 starting clutch 21 motor controller 22 battery 23 clamping force controller

Claims (6)

[Claims] An engine, a motor / generator that operates as a motor when supplied with electric power, and can operate as a generator when receiving a rotational driving force, and a rotating shaft driven by the engine and the motor / generator. A continuously variable transmission provided as an input shaft; a two-degree-of-freedom three-element type planetary gear mechanism provided on the input shaft or the output shaft of the continuously variable transmission; and a drive wheel side from the planetary gear mechanism. A drive output shaft for outputting a driving force, a first element of the three elements of the planetary gear mechanism is connected to the input shaft of the continuously variable transmission, and a second element of the three elements A drive device for a hybrid electric vehicle, wherein an element is connected to the output shaft of the continuously variable transmission, and a third element of the three elements is connected to the drive output shaft. 2. Between the engine and the input shaft of the continuously variable transmission, rotation of the engine side is transmitted to the input shaft side, but rotation of the input shaft side is not transmitted to the engine side. A one-way clutch is interposed to drive the input shaft by operating the motor / generator while the engine is stopped, or to generate power from the motor / generator receiving rotation from the input shaft. The drive device for a hybrid electric vehicle according to claim 1, wherein the drive device is configured. 3. The hybrid electric vehicle according to claim 2, wherein a starting clutch for starting the engine by driving the motor / generator is provided in parallel with the one-way clutch. Drive. 4. A continuously variable transmission comprising: a first pulley provided on the input shaft and comprising a fixed sheave and a movable sheave; a second pulley provided on the output shaft and comprising a fixed sheave and a movable sheave; 2. The drive device for a hybrid electric vehicle according to claim 1, wherein the drive device comprises a belt-type continuously variable transmission including one pulley and a belt wound around the second pulley. 5. The engine, the motor / generator, and the input shaft of the continuously variable transmission are on a first axis, and the output shaft and the drive output shaft of the continuously variable transmission are on a second axis. And the first pulley is disposed at one end of the first axis, and the second pulley is disposed at one end of the second axis. A mechanism is disposed on the first axis or on the second axis, adjacent to the other end side of the first pulley or the second pulley, and is coaxial with the first pulley and the second pulley. In the pulley which does not include the planetary gear mechanism, the fixed sheave is disposed on the one end side with the belt interposed therebetween, and the movable sheave is disposed on the other end side with the belt interposed therebetween. A power take-out part for driving auxiliary equipment is provided near one end of the fixed sheave. The drive device for a hybrid electric vehicle according to claim 4. 6. The drive for a hybrid electric vehicle according to claim 1, wherein the speed change state of the continuously variable transmission is controlled so that the driving force transmitted by the continuously variable transmission becomes a target value. apparatus.