JPH11198671A - Automobile drive system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To conduct prompt, easy and smooth switching between motor driving and engine driving and freely-selecting various driving modes, in a n automobile drive system including a synchronous engagement type transmission in which clutch operation and speed change operation are automated. SOLUTION: This automobile drive system is provided with an intermediate shaft 48 capable of being driven by the first motor 24, formed between the crank 46 of an engine 12 and the input shaft 58 of a transmission 10, a first clutch 16 capable of being engaged/disengaged between the crank shaft 46 and the intermediate shaft 48, and a second clutch 18 capable of being engaged/ disengaged between the intermediate shaft 48 and an input shaft 58, so as to be capable of driving an output shaft 80 with a second motor 26.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive system for a motor vehicle having a synchronous meshing type transmission for automatically performing a shift operation and an on-off operation of a clutch associated therewith, and a motor for auxiliary driving.

[0002]

2. Description of the Related Art Conventionally, a drive system for a vehicle equipped with a synchronous meshing type transmission for automatically performing a gear shift operation and a corresponding clutch engagement / disengagement operation and a motor for auxiliary drive has been filed by the present inventor. By providing a motor that can drive the output shaft of the transmission proposed in the application of Japanese Patent Application No. 9-343570, the motor is driven with the clutch disengaged to eliminate the interruption of the driving force during the gear shifting operation, and to reduce There is something that does not feel strange.

The inventor of the present invention filed an application for the improvement on December 9, 1997 (accession number: 2972350088).
In Japanese Patent Application No. 9-9), a motor capable of driving an input shaft of a transmission is provided so that idling of an engine can be automatically stopped during low-speed running and stopping.

[0004]

SUMMARY OF THE INVENTION In the above-described transmission and the vehicle driving system including the same, the first motor capable of driving the input shaft is provided so that the vehicle is idling while waiting for a traffic light or the like. Automatically stops unnecessary rotation of the engine, which improves the fuel efficiency and reduces the exhaust gas. In addition, by providing a second motor that can drive the output shaft, the driving force during the shifting operation is reduced. Automatic shifting without discomfort has been made possible without interruption.

[0005] Further, by switching both motors to a generator to regenerate energy during braking, it has become possible to further improve fuel efficiency. However, when shifting from low-speed acceleration by the power of the first and second motors to acceleration by the power of the engine, in order to start the engine by the first motor, the clutch is switched on and off and the speed change mechanism is neutrally operated. This requires complicated and time-consuming controls, such as making the transition difficult, and it is difficult to make a quick and smooth transition, leaving room for further improvement.

SUMMARY OF THE INVENTION It is an object of the present invention to make it possible to more quickly, easily and smoothly shift from an acceleration state by the power of the first and second motors to an acceleration by the power of the engine at a low speed. The present invention also provides
The purpose is to easily and freely select various driving modes to enable the most fuel-efficient traveling and to enable power generation for battery charging at any time. Another object of the present invention is to reconsider the arrangement of the motor and the speed change mechanism with respect to the engine, and to improve the mountability particularly on a front-wheel drive vehicle by devising the arrangement of the clutch. Another object of the present invention is to make the compressor of the cooling device operable even when the engine is stopped while the vehicle is stopped or running, regardless of whether the transmission mechanism is neutral. Another object of the present invention is to obtain a drive system having the above-described configuration suitable for a rear-wheel drive vehicle.

[0007]

According to a first aspect of the present invention, there is provided a drive system for an automobile, which is provided between a crankshaft and an input shaft of an engine and driven by a first motor. A possible intermediate shaft, a first clutch capable of connecting and disconnecting between the intermediate shaft and the crankshaft, and a second clutch capable of connecting and disconnecting between the intermediate shaft and the input shaft are provided.

According to a second aspect of the present invention, there is provided a vehicle drive system including a second motor capable of driving an output shaft, wherein the second motor is driven when the vehicle starts, at low speed, and when shifting. It is characterized by driving the output shaft.

According to a third aspect of the present invention, there is provided a drive system for an automobile according to the present invention, wherein when the second motor drives the output shaft, the second clutch is disengaged and the first motor acts as a generator. The second clutch is connected and the first motor can be switched between driving the output shaft via a synchronous mesh type transmission mechanism.

According to a fourth aspect of the present invention, the intermediate shaft, the first motor and the second motor are provided on the same axis as the engine crankshaft, and the input shaft and the output shaft are connected to each other. And a first power transmission mechanism capable of transmitting power between the first motor and the input shaft, and a second power transmission mechanism capable of transmitting power between the second motor and the input shaft, respectively. It is characterized by having been provided.

According to a fifth aspect of the present invention, the first power transmission mechanism includes a sprocket integral with the intermediate shaft and a sprocket integrally rotatable with the second clutch on the input shaft. In addition to being connected by a chain, the second power transmission mechanism is connected by a chain to a sprocket integral with the rotor of the second motor, to a speed change input gear of the synchronous transmission, and to a sprocket that can rotate integrally with the sprocket. It is characterized by.

According to a sixth aspect of the present invention, there is provided a vehicle drive system according to the present invention, wherein:
The first clutch, the first motor, the second motor, the second sprocket, and the first sprocket are arranged in this order.

According to a seventh aspect of the present invention, the first clutch is provided on the same axis as the crankshaft of the engine, and the second clutch is provided on the same axis as the input shaft. It is characterized by having.

According to an eighth aspect of the present invention, in the vehicle drive system according to the present invention, the second clutch is disposed at an end of the input shaft opposite to the crankshaft.

According to a ninth aspect of the present invention, there is provided a drive system for an automobile, wherein the input shaft and the output shaft are arranged above the crankshaft of the engine and the differential device.

According to a tenth aspect of the present invention, there is provided a drive system for an automobile, wherein the intermediate shaft is configured to be able to drive a compressor of a cooling device.

According to an eleventh aspect of the present invention, the first motor, the second motor, the first clutch and the second clutch, the intermediate shaft and the input shaft are connected to the engine crankshaft. It is characterized by being provided on the same axis.

According to a twelfth aspect of the present invention, the input shaft rotatably supports the intermediate shaft and the first clutch and the first clutch from the crankshaft side.
The motor, the second clutch, and the second motor are arranged in this order.

According to a thirteenth aspect of the present invention, there is provided a drive system for a vehicle, wherein the rotor of the second motor is rotatably supported on the input shaft and connected to the output shaft via the auxiliary shaft. It is characterized by being integrally connected with the input gear.

According to a fourteenth aspect of the present invention, the first motor connects the first clutch when the remaining charge of the battery falls below a predetermined value. The invention is characterized in that the engine is driven and started, and when the engine is started, the first motor is switched to a generator to generate power, and the battery is charged.

In the vehicle drive system according to the present invention, in addition to the energy regeneration by generating power by the second motor during braking of the vehicle, the second drive system may be used.
Connect the clutch, switch the first motor to the generator,
It is characterized in that both motors regenerate a part of the braking energy of the car.

In the drive system for an automobile according to the present invention, the acceleration by driving the engine with the first clutch and the second clutch connected is driven by the second motor and the first motor. It is characterized in that it is possible to switch to at least one of the energization or both of the energizations.

[0023]

In the vehicle driving system according to the first aspect of the present invention, since the intermediate shaft which can be driven by the first motor is provided, the first clutch and the second clutch are switched to be driven by the first motor. The operation of starting the engine from the output shaft driving state and shifting to the output shaft driving state by the engine can be performed quickly and smoothly.

Further, in the vehicle driving system according to the present invention, by providing the second motor capable of driving the output shaft, the second motor is driven at the time of starting, at low speed, and at the time of shifting. By driving the output shaft, it is possible to prevent the driving force from being interrupted at the time of gear shifting, to reduce discomfort, and to extend the life of the clutch.

According to a third aspect of the present invention, there is provided a driving system for an automobile according to the present invention, wherein the first motor is operated as a generator when the output shaft is driven by the second motor. Therefore, it is possible to easily switch between the case where the output shaft is driven and the case where the output shaft is driven.

In the vehicle drive system according to the present invention, the first and second motors are provided on the same axis as the crankshaft, and the transmission mechanism is provided in parallel with the crankshaft. The axial length of the transmission can be reduced.

According to a fifth aspect of the present invention, there are provided a drive system for an automobile according to the present invention, wherein the first and second motors provided on the same axis as the crankshaft and the synchronous meshing speed change mechanism are two sets. Since they are connected by a chain (transmission mechanism), the transmission mechanism has a short axial length, and excellent power transmission efficiency can be obtained.

Further, in the vehicle drive system according to the present invention, since the first and second sprockets are arranged at positions distant from the crankshaft, the third and fourth sprockets are connected to the first and second sprockets. The transmission mechanism can be rationally arranged in the space on the right side of the vehicle.

Further, in the vehicle driving system according to the present invention, the second clutch is provided on the same axis as the input shaft arranged in parallel with the crankshaft, so that the second clutch can be provided during shifting. The shift operation can be performed quickly by reducing the load on the synchronizing device.

In the vehicle driving system according to the present invention, the second clutch is disposed on the left end of the third sprocket on the input shaft, so that the second clutch is provided outside the case. , A dry clutch with low drag resistance can be obtained.

According to the ninth aspect of the present invention, since the input shaft and the output shaft are arranged above the crankshaft of the engine and the differential device, the drive system is compact, especially the front wheel drive. A transmission having a layout suitable for a car can be obtained.

Further, in the vehicle drive system according to the present invention, since the intermediate shaft is configured to be able to drive the compressor of the cooling device, it is determined whether or not the transmission mechanism is neutral. Since the compressor of the cooling system can be operated while the engine is stopped,
Even in the hot summer season, the engine can be stopped automatically at idling, thereby improving fuel efficiency.

In the vehicle driving system according to the present invention, the main components including the first motor and the second motor are provided on the same axis as the crankshaft. In particular, it is possible to obtain a drive system having a layout excellent in mountability on a rear wheel drive vehicle.

Further, in the vehicle drive system according to the present invention, since the first and second motors having a large outer diameter can be concentrated at a position close to the engine, the entire transmission including the case is provided. Can be increased in rigidity.

In the vehicle driving system according to the present invention, the second motor is integrally connected to the speed change input gear located closest to the engine. The output shaft can be driven at all times, despite being placed close to the engine.

In the vehicle drive system according to the present invention, the first motor is switched to the generator as needed when the remaining charge of the battery is insufficient.
The battery can be charged.

In the vehicle drive system according to the present invention, a strong braking force is obtained and energy regeneration is efficiently performed by switching both the first and second motors to a generator. Can do well.

Further, in the vehicle driving system according to the present invention, during the acceleration of the vehicle, in addition to the driving by the engine, the driving by the second motor and the driving by the first motor are performed in addition to the driving by the engine. Can be freely selected, and various drive modes can be realized.

[0039]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a skeleton diagram of a main part of an automobile drive system according to the present invention.
1 shows a cross section of -CEFDH. FIG. 2 shows the entire system including the engine and the control system. FIG. 3 is a skeleton diagram showing an arrangement of each shaft when the transmission mechanism and the like in FIG. 1 are viewed from the engine side. First, the entire system of FIG. 2 will be described.

The transmission 10 is integrally connected to the engine 12. The transmission 10 includes a shift actuator 14 for performing a shift operation, a first clutch 16 and a second
A first motor 24, a second motor 26, a speed sensor 28, and the like are provided in addition to a first clutch actuator 20 and a second clutch actuator 22 for intermittently operating the clutch 18. The engine 12 is provided with a throttle actuator 30 for opening and closing a throttle valve (not shown).

The controller 32 includes the shift actuator 14, the first clutch actuator 20, the second clutch actuator 22, the first motor 24,
A position sensor 3 connected to the second motor 26, the speed sensor 28, and the throttle actuator 30, and detecting a selected position of the shift lever 34
6. Throttle sensor 40 for detecting the depression amount of throttle pedal 38, brake sensor 44 for detecting the depression force of brake pedal 42, and battery 4.
5 and so on. Although not shown, the controller 32 has a function of controlling the connection and disconnection of the ignition circuit of the engine 12 and the connection and disconnection of the cooling device as described later, and is also connected to those related devices.

The shift lever 34 is, like a general automatic transmission, used for "P" for parking, "R" for reverse, "N" for neutral, "D" for normal running, braking, etc. Use L
2 and “L1”. The first motor 24 and the second motor 26 can be switched to a generator by the action of the controller 32,
When power is generated, the battery 45 can be charged.

Next, the transmission 10 of FIG. 1 will be described. Reference numeral 46 denotes a crankshaft of the engine 12 shown in FIG. The intermediate shaft 48 is connected to the first clutch disc 50, and the first clutch 16 can be connected to and disconnected from the crankshaft 46 of the engine 12 by operating the first clutch 16 by the first clutch actuator 20 shown in FIG. It is.

The intermediate shaft 48 is integrally connected to the rotor 24a of the first motor 24, the first sprocket 52, and the drive pulley 54. Reference numeral 24b denotes a stator of the first motor 24, which is fixed to a case (not shown). The second motor 26 is disposed outside the intermediate shaft 48, and the rotor 26a is integrally connected to the second sprocket 56 and is rotatably supported by the intermediate shaft 48. Reference numeral 26b denotes a stator of the second motor 26, which is fixed to a case (not shown).

The first clutch 16, the first motor 24, the intermediate shaft 48, the second motor 26, the second sprocket 56,
The first sprocket 52 and the driving pulley 54 are located at the same axis as the crankshaft 46, that is, at C in FIG.
The input shaft 58 is provided in parallel with the intermediate shaft 48 and has a third speed sprocket 60 integrally connected to the second clutch 18, a second speed input gear 64 integrated with the fourth sprocket 62,
A third speed input gear 66 and a first speed input gear 68 are rotatably supported. The second-speed input gear 64, the third-speed input gear 66, and the first-speed input gear 68 are arranged on the right side of the third sprocket 60. The input shaft 58 is located at the axis E in FIG.

The input shaft 58 has a second speed input gear 64 by a first sleeve 70 moved and operated by the speed change actuator 14 of FIG. 2 and a third speed input gear 66 by a second sleeve 72 also moved by the speed change actuator 14 of FIG. Alternatively, they can be selectively connected to the first speed input gear 68, respectively. FIG. 1 shows that the first sleeve 70 and the second sleeve 72
This represents a neutral state where no input gear is connected.
In addition, between the first sleeve 70 and the second speed input gear 64, the second
Sleeve 72, third speed input gear 66 and first speed input gear 6
Although not shown, synchronizers each having a conical friction surface for smooth shifting are provided between the respective gears.

The first sprocket 52 and the third sprocket 60, and the second sprocket 56 and the fourth sprocket 62 are connected to a first chain 74 and a second chain 76, respectively.
Are connected by These first chains 74 are
A power transmission mechanism is formed, and the second chain 76 forms a second power transmission mechanism. The input shaft 58 is connected to the second clutch disc 78. When the second clutch 18 is operated by the second clutch actuator 22 shown in FIG. 2, the first sprocket 52, the first chain 74, and the third Connection (connection) and disconnection with the intermediate shaft 48 via the sprocket 60 are possible. Second clutch 18
Is arranged at the left end of the third sprocket 60 as shown in the figure, so that it can be provided outside the case (not shown).

An output shaft 80 provided in parallel with the input shaft 58
, A second speed output gear 82, a third speed output gear 84, a reduction input gear 88, and a first speed output gear 86 are integrally provided. Reduction input gear 88 has two output gears 84 and 86
Is provided in the middle. The output shaft 80 is the shaft center F of FIG.
Located in. The second speed output gear 82 includes a second speed input gear 64,
The third-speed output gear 84 always meshes with the third-speed input gear 66, the first-speed output gear 86 always meshes with the first-speed input gear 68, and the reduction input gear 88 meshes with a reduction output gear 92 containing a differential device 90. I have. The differential device 90 is connected to the left and right axles 94a and 94b, and drives wheels of a vehicle (not shown). The reduction output gear 92, the differential device 90, and the axles 94a and 94b are located at the axis D in FIG.

A compressor 96 provided in parallel with the intermediate shaft 48 is fixed to a case (not shown), and is connected to a driven pulley 100 via an electromagnetic clutch 98.
The driven pulley 100 is driven from a driving pulley 54 by a belt 102. The compressor 96 is a part of a vehicle cooling device (not shown), and is located at the axis G in FIG.

In summary, the rotor 24a of the first motor 24 integrated with the intermediate shaft 48 can be connected to and disconnected from the crankshaft 46 of the engine 12 via the first clutch 16, and the first chain 74 And the input shaft 58 can be connected and disconnected via the second clutch 18 and the like. Further, the compressor 96 can be driven via the belt 102, the electromagnetic clutch 98 and the like.

The rotor 26a of the second motor 26 is
Chain 76 and second speed input gear 64, second speed output gear 8
2 and is always connected to the output shaft 80. Between the input shaft 58 and the output shaft 80, a general three-stage synchronous mesh transmission mechanism is configured. However, there is no dedicated gear for reverse.

A vehicle equipped with the entire drive system including the transmission 10 has two types of power sources, the engine 12 and the first and second motors 24 and 26, and thus constitutes a so-called hybrid vehicle.

FIG. 3 shows the arrangement of the shafts when the transmission 10 is viewed from the engine 12 side, that is, in a general front-wheel-drive vehicle with an engine mounted horizontally, when viewed from the right side of the vehicle. In FIG. 3, assuming that the axes of the first clutch 16, the first and second sprockets 52 and 56, the drive pulley 54 and the like are C, the axis D of the reduction output gear 92 and the like is on the left side of the axis C, Third and fourth sprockets 60, 6
2, the shaft center E such as the second clutch 18 and the shaft center F such as the first-speed output gear 86 are disposed in the middle upper part between the shaft center C and the shaft center D. In addition, the axis G of the compressor 96 and the driven pulley 100 is disposed on the right side of the axis E.

Next, the operation of the transmission 10 having the above configuration and the entire drive system will be described. First, the operation when the driver operates the shift lever 34 to the D position for general traveling will be described. Normally, the engine 12 is stopped when the vehicle is stopped. When the controller 32 is notified that the position sensor 36 has been operated to the D position, the subsequent operations are controlled by the controller 32 except that the driver operates the throttle pedal 38 and the brake pedal 42.

Immediately after the second clutch actuator 22
Disengages the second clutch 18 and the speed change actuator 14 moves the second sleeve to the right in FIG. 1 to connect the input shaft 58 and the first speed input gear 68.

Subsequently, when the driver depresses the throttle pedal 38, the throttle sensor 40 detects the depressed amount and transmits it to the controller 32. Initially, current is supplied from the controller 32 only to the second motor 26, and the vehicle starts.

Thereafter, the controller 32 performs the following control in accordance with the depression amount of the throttle pedal 38 and the vehicle speed detected by the speed sensor 28. When the depression amount of the throttle pedal 38 is small at a low speed, the vehicle travels by driving only the second motor 26. That is, the rotor 26a of the second motor 26 drives the axles 94a, 94b via the second chain 76, the second speed input gear 64, the second speed output gear 82, the reduction input gear 88, the reduction output gear 92, and the like.

If the vehicle runs for a long time in this state, the battery 4
It is conceivable that the power storage amount of No. 5 is insufficient. In such a case, an electric current is supplied to the first motor 24 while the first clutch 16 is connected to rotate the first motor 24, and an ignition circuit (not shown) is connected to start the engine 12. As soon as the engine 12 starts, the first motor 24 is switched to the generator. At this time, if the second clutch 18 is kept disengaged, the power of the engine 12 is not transmitted to the input shaft 58, and only the first motor 24 is driven to generate electric power. And the surplus is used for charging the battery 45.

As described above, the mode in which the first motor 24 generates electric power by the power of the engine 12 and runs only with the driving force of the second motor 26 is a driving mode generally called a series type in a hybrid vehicle.

When the second clutch 18 is connected in the above-mentioned series type driving mode, the power of the engine 12 is transmitted to the input shaft 58 via the first chain 74 and the second clutch 18 and the like. Speed input gear 6
Since the input shaft 8 and the input shaft 58 are connected by the second sleeve 72, part of the power of the engine 12 is mechanically transmitted to the axles 94a and 94b together with the drive by the second motor 26.

In this case, since the vehicle runs with the driving force of the engine 12 and the second motor 26, the driving mode is generally called a parallel type in a hybrid vehicle. As described above, the drive mode can be switched between the series type and the parallel type only by connecting and disconnecting the second clutch 18. In the parallel drive mode, when the first motor 24 is operated as a generator, part of the power of the engine 12 is also used for power generation, and the first motor 24 is not generated and does not supply current. If it is allowed to rotate freely, all the power of the engine 12 is used to drive the vehicle by mechanical transmission.

When an electric current is further supplied to the first motor 24 in this state, the automobile is driven by the first motor 24 in addition to being driven by the second motor 26 and the engine 12. Such traveling can be performed in the second speed or the third speed other than the first speed described below, and the largest driving force can be obtained at each speed ratio. This drive mode consumes much power and cannot be continued for a long time,
Since such a strong driving force is usually required only for a short time, there is no particular problem.

At a certain speed or more, the first and second
It goes without saying that the vehicle can run only by the power of the engine 12 by cutting off the current supply to the motors 24 and 26. As described above, even in the case of the first speed alone, there are four types of driving: running only by the second motor 26, running by the second motor 26 and the engine 12, running with the first motor 24 added, and running by the engine 12 only. There is a drive mode of
Depending on the drive mode, whether to use the first motor 24 as a generator can also be selected.

The selection of these drive modes depends on whether the first clutch 16 and the second clutch 1
8, the controller 32 automatically performs the lowest fuel consumption based on the relationship between the depression amount of the throttle pedal 38 and the vehicle speed and the remaining amount of the battery 45 as described above. .

Next, the operation in the case where the vehicle speed is increased and the speed is changed from the first speed to the second speed will be described. The vehicle speed at which the shift from the first speed to the second speed is performed is determined by the controller 32 automatically from the amount of depression of the throttle pedal 38 as in a general automatic transmission. First, the second clutch 18 is disengaged, and the throttle actuator 30 of the engine 12 operates to suppress an unnecessary increase in the rotation of the engine 12. Subsequently, the second sleeve 72 is returned to the original neutral position, and the first sleeve 70 is moved to the left to connect with the second speed input gear 64.
Next, the throttle actuator 30 of the engine 12
The second gear is switched by connecting the second clutch 18 while operating the engine 12 to increase the rotation of the engine 12 appropriately.

At this time, when the second clutch 18 is disengaged, the power of the engine 12 and the first motor 24 is not transmitted to the axles 94a and 94b, but the second motor 2
Since the motor 6 is always connected to the output shaft, the vehicle continues to be driven by supplying a current corresponding to the depression amount of the throttle pedal 38 at that time. That is, since the shift from the first speed to the second speed can be performed without interruption of the driving force, the shift can be performed smoothly and with less discomfort.

Since the second clutch 18 is arranged on the same axis as the input shaft 58, the first and second sleeves 70, 72 and the second, third, and first speed input gears 64, 6 are used when shifting gears.
It is not necessary to synchronize the intermediate shaft including the first chain 74 with the synchronizer (not shown) provided between the synchronizer 6 and 68, and only the second clutch disk 78 needs to be synchronized. And a quick shift can be performed.

Further, since the second clutch 18 is disposed at the left end of the third sprocket 60, it can be provided outside the case (not shown) to provide a dry type with low drag resistance, and can be slid when starting. Because there is no
The outer diameter of the second clutch disc 78 can be set smaller than that of a clutch of a general manual transmission.
Wear can be reduced, so the life can be extended.

In the second speed, similarly to the first speed, the second speed
It goes without saying that four types of drive modes can be selected: traveling by the motor 26 alone, traveling by the second motor 26 and the engine 12, traveling by adding the first motor 24, and traveling by the engine 12 alone.

Next, the shift from the second gear to the third gear can be performed in the same manner as the gear shift from the first gear to the second gear. The operation can be selected, but the operation is the same, and the description is omitted. The third speed can be a so-called overdrive speed ratio in which the rotation speed of the output shaft 80 is higher than the input shaft 58.

The above description has been given of the drive mode in the case of starting and accelerating the car or maintaining the constant speed. Next, the case of deceleration and braking will be described. When the vehicle is coasting by releasing the throttle pedal 38 during running, or when the throttle pedal 38 is not depressed by operating to the L2 position or the L1 position,
Immediately disengage the first clutch 16 and the engine 1
The operation of the engine 12 is stopped by shutting off the ignition circuit 2. And the second motor 26 and possibly the first
The motor 24 is also switched to a generator to generate electricity and charge the battery 45.

If the speed is lower than the predetermined speed by operating the L2 position, the speed is automatically shifted to the second speed. If the speed is lower than the predetermined speed by operating the L1 position, the speed is similarly shifted to the first speed. The predetermined speed is set in accordance with the speed ratios of the first speed and the second speed so that when the engine 12 is driven, the speed of the engine 12 becomes equal to or lower than the allowable rotation speed.

The controller 32 controls the amount of power generation in accordance with the vehicle speed and the D position or the L2 or L1 position to decelerate the vehicle while obtaining an appropriate deceleration feeling. Of course, the output shaft torque required to drive the first motor 24 as a generator becomes larger when operating the second speed or the first speed by operating the L2 or L1 position. can get.

Further, when the brake is depressed by depressing the brake pedal 42, the brake sensor 44 detects the depressing force of the brake pedal 42 and transmits it to the controller 32 so that a stronger braking force (deceleration force) can be obtained. Control the amount of power generated. As a result, the vehicle can be decelerated, and so-called energy regeneration can be performed, in which the kinetic energy of the vehicle, which was conventionally converted into heat during braking and discarded, is converted into electrical energy and stored.

Next, the reverse movement is performed by operating the shift lever 34 to the R position. By operating the second clutch 18 and the second sleeve 72 in the same manner as the first speed,
After the same connection state as the first speed is established, the second motor 26 and possibly the second clutch 18 are connected and the first motor 24 is also rotated in reverse, so that the vehicle can travel in reverse. However, since the engine 12 rotates only in the forward direction, no mechanical drive by the engine 12 is performed. Therefore, when performing reverse running for a long time, the second clutch 18 is disengaged and the first clutch 16 is connected, and the second motor 2 is driven while the engine 12 drives the first motor 24 to generate power.
6, a so-called series type driving mode is selected.

In order to cool an automobile, it is necessary to operate the compressor 96. In this case, the intermediate shaft 48 and the compressor 96 are connected by connecting the electromagnetic clutch 98. For this reason, the compressor 96 is driven by the first motor 26, driven by the engine 12, and further driven by the axles 94a, 94b when the vehicle is running by inertia and regenerating energy. You can also.

Therefore, even when the vehicle is running at a low speed or stopped, the first motor 26 is stopped when the engine 12 is stopped, regardless of whether the transmission mechanism is neutral or not.
The compressor 96 can be operated with the first motor 2 while the vehicle is running.
The compressor 96 can also be operated while generating power in Step 4.

As is clear from the above description, the second motor 26 and the first motor 26
Various driving modes by the motor 24 and the engine 12 can be selected to obtain the best fuel consumption, and energy regeneration is performed during deceleration and braking,
In addition, unnecessary consumption of idling of the engine 12 called idling can be eliminated, and fuel consumption can be suppressed. Moreover,
Power transmission by gears or chains has higher transmission efficiency than a continuously variable transmission mechanism called CVT or a general automatic transmission using a planetary gear and a multi-plate clutch. The fuel consumption can be further reduced in the driving state according to.

In the embodiment shown in FIG. 1, the speed change mechanism has three speeds, but may have four speeds or five speeds. Further, the fourth sprocket 62 driven by the second motor 26 is integrally connected to the second speed input gear 64, but the third speed input gear 66
Alternatively, it may be configured to be connected to the first speed input gear 68.
Furthermore, the arrangement of the second-speed input gear 64, the third-speed input gear 66, and the first-speed input gear 68 is not limited to the order shown in FIG.

Next, FIG. 4 is a skeleton diagram showing another embodiment of the transmission used in the vehicle drive system of the present invention. The difference from the embodiment of FIG.
6, first motor 24, intermediate shaft 48, second clutch 1
8, the second motor 26, the input shaft 58, and the output shaft 8
0 is provided on the extension of the same axis as the crankshaft 46 of the engine (not shown). Therefore, there is no sprocket or chain as in the embodiment of FIG. Further, components having a large outer diameter, such as the first motor 24 and the second motor 26, are concentrated at a position near the crankshaft of the engine (not shown).

The speed change mechanism is configured to have four speeds. The first sleeve 70 moves left and right to connect the first speed input gear 68 or the second speed input gear 64 to the input shaft 58, and The sleeve 72 moves left and right to connect the fourth speed input gear 104 or the output shaft 80 to the input shaft 58. The countershaft 106 has a first speed output gear 86, a second speed output gear 8
The second and fourth speed output gears 108 and the reduction input gear 88 are integrally connected, and the reduction output gear 92 is integrated with the output shaft 80.

Therefore, when the second sleeve 72 moves to the right and is connected to the output shaft 80, the third speed is established and the input shaft 5
8 and the output shaft 80 are directly connected, and the speed ratio becomes 1. Also, the second sleeve 72 moves to the left to move the fourth-speed input gear 1
In the case of the connection with the input shaft 04, a so-called overdrive speed ratio is obtained in which the rotation speed of the output shaft 80 is larger than that of the input shaft 58. Further, the second motor 26 is integrally connected to the input gear disposed on the leftmost side, that is, the first speed input gear 68 in FIG. Therefore, the second motor 26 is always connected to the output shaft 80 via the sub shaft 106 while the second motor 26 is at a position away from the output shaft 80.

As described above, the operation is the same as that of the embodiment of FIG. 1 except that the number of shift speeds is four, and the effect is the same, so that the description is omitted. Although not shown, it goes without saying that it is possible to provide a compressor of a cooling device driven by a belt or the like from the intermediate shaft 48. The embodiment shown in FIG. 4 can provide a transmission having a layout suitable for a rear-wheel drive vehicle in which the engine is disposed on the front side.

Based on the general knowledge of those skilled in the art, an automobile drive system including a transmission according to the present invention can use an electric double layer capacitor called a power capacitor instead of a battery, or can control the output state of an engine or a motor. The present invention can be implemented in a modified or improved mode, such as detecting the running resistance (load) of the vehicle from the degree of change in the vehicle speed and selecting and controlling the optimal gear position and drive mode.

[0085]

As described above, according to the vehicle drive system of the present invention, the following effects can be obtained. (1) In the drive system according to the first aspect, the first
By switching the clutch and the second clutch, the first
Since the engine can be started quickly from the output shaft driving state by the motor and the operation can be shifted to the output shaft driving by the engine, the driving mode can be easily and smoothly switched.

(2) In the drive system according to the second aspect, by providing the second motor capable of driving the output shaft, the second motor controls the output shaft at the time of starting, at low speed, and at the time of shifting. By driving, it is possible to eliminate a sense of discomfort by interrupting the driving force at the time of shifting, and to prolong the life of the clutch.

(3) In the drive system according to the third aspect, when the first motor is operated as a generator when the second motor is being driven, the output shaft is connected to the output shaft via a synchronous mesh type transmission mechanism. When driving, the driving mode can be easily switched, so that the driving mode with the highest fuel efficiency can be selected according to the driving situation.

(4) In the drive system according to the fourth aspect, the first and second motors are provided on the same axis as the crankshaft, and the speed change mechanism is provided in parallel with the crankshaft. Can be made shorter.

(5) In the drive system according to the fifth aspect, two sets of chains are used, with the first and second motors provided on the same axis as the crankshaft and the synchronous meshing transmission mechanism as the transmission mechanism. As a result, the length of the transmission mechanism in the axial direction can be reduced, and excellent power transmission efficiency can be obtained.

(6) In the drive system according to the sixth aspect, since the first and second sprockets are arranged at positions farthest from the crankshaft, the third and fourth sprockets are connected to the first and second sprockets.
The transmission mechanism can be rationally arranged in the space on the right side of the sprocket.

(7) In the drive system according to the seventh aspect, since the second clutch is provided on the same axis as the input shaft, the load on the synchronizing device at the time of shifting can be reduced, and the shifting can be performed. Operations can be performed quickly.

(8) In the drive system according to the eighth aspect, since the second clutch is disposed at the left end of the third sprocket farthest from the crankshaft on the input shaft,
Since the second clutch can be disposed outside the case, a dry clutch having a small drag resistance can be provided.

(9) In the drive system according to the ninth aspect, since the input shaft and the output shaft are arranged above the crankshaft of the engine and the differential device, the drive system is compact and particularly suitable for a front-wheel drive vehicle. The layout can be configured.

(10) In the drive system according to the tenth aspect, since the intermediate shaft can drive the compressor of the cooling device, the engine is stopped regardless of whether the transmission mechanism is neutral. Since the compressor of the cooling device can be operated in the state, the engine idling can be automatically stopped even in a hot summer season, and fuel efficiency can be improved.

(11) In the drive system according to the eleventh aspect, the main components including the first motor and the second motor are provided on the same axis as the crankshaft. It is possible to make the layout configuration excellent in mountability on a car.

(12) In the drive system according to the twelfth aspect, since the first and second motors having a large outer diameter can be concentrated at a position close to the engine, the rigidity of the entire transmission including the case is increased. can do.

(13) In the drive system according to the thirteenth aspect, since the second motor is integrally connected to the speed-change input gear located closest to the engine, the second motor is positioned closer to the engine. Despite being placed in
It is always connected to the output shaft and can be driven.

(14) In the drive system according to the fourteenth aspect, when the remaining power of the battery is insufficient, the first motor can be switched to the generator at any time to charge the battery.

(15) In the drive system according to the fifteenth aspect, by switching both the first and second motors to the generator, it is possible to obtain a strong braking force and efficiently perform energy regeneration. it can.

(16) In the drive system according to the sixteenth aspect, in addition to the drive by the engine during acceleration of the vehicle, one of the drive by the drive of the second motor and the drive by the drive of the first motor is performed. Both can be freely selected.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a main part of an automobile drive system according to the present invention.

FIG. 2 is a diagram showing an entire system including a control system of a vehicle drive system according to the present invention.

FIG. 3 is a skeleton diagram showing an arrangement of each axis of the vehicle drive system shown in FIG. 1;

FIG. 4 is a skeleton diagram illustrating a main part of a vehicle drive system according to another embodiment of the present invention.

[Explanation of symbols]

 10: Transmission 12: Engine 14: Transmission actuator 16: First clutch 18: Second clutch 20: First clutch actuator 22: Second clutch actuator 24: First motor 26: Second motor 28: Speed sensor 30: Throttle Actuator 32: Controller 34: Shift lever 36: Position sensor 38: Throttle pedal 40: Throttle sensor 42: Brake pedal 44: Brake sensor 45: Battery 46: Crank shaft 48: Intermediate shaft 50: First clutch disc 52: First sprocket 54: drive pulley 56: second sprocket 58: input shaft 60: third sprocket 62: fourth sprocket 64: second speed input gear 66: third speed input gear 68: first speed input gear 70: first speed Reeve 72: Second sleeve 74: First chain 76: Second chain 78: Second clutch disc 80: Output shaft 82: Second speed output gear 84: Third speed output gear 86: First speed output gear 88: Reduction input gear 90 : Differential gear 92: Reduction output gear 94a, 94b: Axle 96: Compressor 98: Electromagnetic clutch 100: Driven pulley 102: Belt 104: Fourth speed input gear 106: Subshaft 108: Fourth speed output gear

Claims (16)

[Claims] An automobile drive system including a transmission for transmitting a driving force input from an input shaft through a synchronous mesh transmission mechanism and transmitting the driving force from an output shaft to wheels is provided between an engine crankshaft and the input shaft. An intermediate shaft that can be driven by a first motor, a first clutch that can connect and disconnect between the intermediate shaft and the crankshaft, and a second clutch that can connect and disconnect between the intermediate shaft and the input shaft. An automotive drive system, comprising: 2. The apparatus according to claim 1, further comprising a second motor capable of driving the output shaft, wherein the second motor drives the output shaft when the vehicle starts, at a low speed, and when shifting. Automotive drive system. 3. When the second motor drives an output shaft, the second clutch is disengaged and the first motor acts as a generator, or when the second clutch is connected to the first motor. 3. The vehicle drive system according to claim 1, wherein the drive system can be switched between a case where the output shaft is driven via a synchronous mesh type transmission mechanism. 4. The intermediate shaft, the first motor, and the second motor are provided on the same axis as a crankshaft of an engine, and an input shaft and an output shaft are respectively arranged in parallel with the crankshaft. A first power transmission mechanism capable of transmitting power between one motor and the input shaft;
2. A motor and a second power transmission mechanism capable of transmitting power between the input shafts.
4. The driving system for an automobile according to any one of items 1 to 3. 5. The first power transmission mechanism connects a first sprocket integrated with the intermediate shaft and a third sprocket that can rotate integrally with the second clutch on an input shaft by a chain, The power transmission mechanism is characterized in that a second sprocket integrated with the rotor of the second motor, a speed change input gear of the synchronous mesh type transmission, and a fourth sprocket that can rotate integrally with each other are connected by a chain. 5. The vehicle drive system according to claim 1, wherein: 6. A first clutch, a first motor, a second motor, a second motor,
The vehicle drive system according to any one of claims 1 to 5, wherein the sprocket and the first sprocket are arranged in this order. 7. The engine according to claim 1, wherein the first clutch is provided on the same axis as an engine crankshaft, and the second clutch is provided on the same axis as an input shaft. Automotive drive system. 8. The apparatus according to claim 1, wherein the second clutch is disposed at an end of the input shaft opposite to the crankshaft.
8. The vehicle drive system according to any one of claims 7 to 7. 9. The vehicle drive system according to claim 1, wherein said input shaft and said output shaft are arranged above a crankshaft of an engine and a differential device. 10. The vehicle drive system according to claim 1, wherein the intermediate shaft is configured to drive a compressor of a cooling device. 11. The engine according to claim 11, wherein the first motor, the second motor, the first clutch and the second clutch, the intermediate shaft and the input shaft are provided on the same axis as the crankshaft of the engine. 4. The vehicle drive system according to any one of claims 1 to 3. 12. The input shaft rotatably supports the intermediate shaft, and a first clutch, a first motor, a second clutch, and a second motor are arranged in this order from the crankshaft side. The vehicle drive system according to claim 11, wherein: 13. The speed change input gear, wherein a rotor of the second motor is rotatably supported by the input shaft and is connected to a speed change input gear connected to an output shaft via a sub shaft. An automobile drive system according to claim 11 or 12, wherein 14. The first motor drives and starts the engine by connecting a first clutch when the remaining charge of the battery falls below a predetermined value. 14. The vehicle drive system according to claim 1, wherein one motor is switched to a generator to generate power and charge the battery. 15. In braking an automobile, in addition to energy regeneration by generating power with the second motor, the second clutch is connected to switch the first motor to a generator, and both motors are used to reduce the braking energy of the automobile. The vehicle drive system according to any one of claims 1 to 14, wherein a part of the drive system is regenerated. 16. The acceleration by driving the engine by connecting the first clutch and the second clutch is performed by energizing at least one or both of driving by the second motor and driving by the first motor. The vehicle drive system according to any one of claims 1 to 15, wherein the drive system is switchable.