JPH11301291A - Transmission gear, and vehicle and bicycle using it - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make efficiency of a system including a motor and a transmission gear always high in the transmission gear using the motor and differential mechanism for converting input energy into optimum output energy. SOLUTION: A vehicle is provided with an engine 1 for generating driving energy, planetary gears 4, 6 composed of sun gears, planetary gears and ring gears, and motors 8, 9 for respectively controlling the sun gears. In the planetary gears 4, 6, the planetary gears are connected to an input shaft driven by the engine 1, and the ring gears are connected to an output shaft for driving wheels. Gear ratios from input to output of the planetary gears 4, 6 are set to different values.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission including a motor and a differential mechanism, and a vehicle and a bicycle using the same.

[0002]

2. Description of the Related Art As a drive system for reducing the fuel consumption of an engine, there is a hybrid vehicle using a driving force of a motor. For hybrid vehicles, various methods such as a series method and a parallel method have been proposed.
A series-parallel hybrid system using two planetary gears has been proposed. For example, Japanese Patent Application Laid-Open No. Hei 7-135701 describes a method in which the driving force of an engine is input to a planetary gear, and the generator is controlled to drive the vehicle with the driving force obtained from the output shaft of the planetary gear. ing. A part of the engine energy is generated by the generator while assisting the driving force from the motor connected to the output shaft, so that the engine is always driven in an efficient high torque region, and
It has the feature that it can also have a shifting function. The same principle is described in JP-A-49-112067 and JP-A-58-191364. Here, these known examples are referred to as a first method.

Further, as disclosed in Japanese Patent Application Laid-Open No. Sho 60-95238, a system having planetary gears controlled by motors while transmitting the driving force of an engine to left and right driving wheels has been proposed. This is the second method.

As a third method, there is a method described in JP-A-57-47054. Since a plurality of planetary gears are driven by motors and any one of them is switched and output, it has a feature that optimal motor drive can always be performed according to the operating point.

Further, as a fourth method, Alternative
Cars in the 21st Century −A NewPersonal Transport
ation Paradigm−, Robert Q. Riley, Published bySec
societyof Automotive Engineers, Inc., 400 Commonwealt
h P149-P from Drive Warrendale, PA15096-0001, USA
153, there is known a transmission that uses a continuously variable transmission CVT and a planetary gear together. According to this method, the vehicle can be stopped while rotating the engine without a clutch by setting the speed ratio of the continuously variable transmission CVT to a predetermined value. Therefore, only the speed ratio of the continuously variable transmission CVT is controlled. ,
It has the feature that it can start smoothly.

[0006]

However, in the first method, in order to realize the shift function, electric power is generated by a generator and driven by a motor, so that an electric energy loss occurs.
Therefore, although the engine can always be driven at an efficient operating point, there is a problem that the efficiency of the entire vehicle is reduced by the energy loss of electricity.

A second method is to use planetary gears for different left and right output shafts, respectively, and is an extension of a normal parallel hybrid vehicle to left and right wheels. Since it involves input and output,
There are the same issues as above.

[0008] The third method is an extension of the first method, and has a similar problem with respect to loss of electric energy.

In the fourth method, in order to drive the vehicle, the engine must be constantly rotated, and there is a limit to reducing the fuel consumption per mileage even when the vehicle is stopped. There is.

[0010] In view of the above problems, a first object of the present invention is to provide a transmission device which realizes a continuously variable transmission function by a motor and minimizes energy loss of electricity and is efficient.

A second object of the present invention is to provide a vehicle that uses the above-described transmission to further reduce fuel consumption per mileage.

A third object of the present invention is to provide a bicycle with less driver fatigue.

[0013]

The first object of the present invention is to provide a mechanism for distributing energy of a driving source to a plurality of differential mechanisms, a plurality of motors connected to the plurality of differential mechanisms, and a plurality of motors connected to the plurality of differential mechanisms. And a mechanism for synthesizing the output energy of the differential mechanism. Further, the first object is to provide a plurality of differential mechanisms for controlling a difference in rotation speed between an input shaft and an output shaft by a motor, and to use the input shaft and the output shaft of the plurality of differential mechanisms as a common shaft. This is achieved by a transmission characterized in that:

[0014] Preferably, it is possible to provide a system capable of further improving the efficiency by setting the gear ratios of the plurality of differential mechanisms from the input shaft to the output shaft to different values.

The second object is to provide an engine for generating driving energy for driving a vehicle, first and second planetary gears comprising a sun gear, a planetary gear and a ring gear, and a first gear for controlling a sun gear. And a second motor, wherein each of the first and second planetary gears has one of a planetary gear and a ring gear connected to an input shaft driven by the engine, and the other has an output for driving a vehicle body. This is achieved by a vehicle characterized by being connected to a shaft.

A third object of the present invention is to provide a bicycle in which first and second differential mechanisms having an input shaft and wheels as output shafts driven by a driver and first and second differential mechanisms are respectively provided. This is achieved by providing first and second motors to control.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIG.
This will be described below.

FIG. 1 shows an automobile in which tires 3a and 3b are rotated via a drive shaft 2 using energy of an engine 1 to drive a vehicle body. Planet gears A4 and B6, which are important components of the present invention, are sun gears 4s and 6g, respectively.
s, planetaries 4p and 6p, and ring gears 4r and 6r, and the sun gears 4s and 6s
Driven by motors A8 and B9 controlled by 0 and 11, respectively. The battery 12 is used to supply energy required by these motors or to store energy generated by the motors. The planetaries 4p and 6p are fastened by the same input shaft, and are configured to distribute the driving torque of the engine 1 to the planetary gears A4 and B6. As for the ring gear, gears having different gear ratios are arranged on the output side. A gear 5 having a large gear ratio is provided on the ring gear 4r, and a gear 7 having a small gear ratio is provided on the ring gear 6r. These gears 5 and 7 serve as a common output shaft, and output torque τv output from the planetary gears A4 and B6.
a and τvb are combined here to become the vehicle drive torque τv. Thereby, the vehicle can obtain acceleration / deceleration intended by the driver. In addition, the power converters 10 and 11 control the motor torques τa and τb of the motors A8 and B9.
By controlling the motor speeds ωa and ωb, the sun gear 4
By driving s and 6s, it is possible to adjust the vehicle drive torque τv and the engine speed ωe.

Next, a basic processing method for controlling the engine 1, the motor A8, and the motor B9 in FIG. 1 will be described with reference to the flowchart in FIG. In step 101 of FIG. 2, a driving command intended by the driver, such as an accelerator depression amount Xa, a brake depression amount Xb, a switching signal Xc for instructing forward / backward / neutral, and the like, is input, and the vehicle speed ωv and the battery 12 are charged. The vehicle state such as the state and the temperature of each part is also input. Step 1
In 02, a driving force command value τr of the vehicle is calculated based on these values. Next, in step 103, a reference driving mode Mref indicating an ideal driving method is determined based on the vehicle driving force command value τr and the vehicle speed ωv.

For example, as shown in FIG.
When the speed is low or when the vehicle is moving backward, the engine 1 is stopped and the motor drive mode is set in which the motor 1 is driven only by the motors A8 and B9. In FIG. 3, regions other than the motor drive mode indicated by oblique lines include a first speed mode, a second speed mode, and a CVT mode in which the engine 1 is started and the driving force of the engine 1 is used. The first speed mode is an area for controlling the shift state to be equivalent to a low gear when the vehicle speed ωv is low and a driving force is required. When the vehicle speed ωv is equal to or higher than the medium speed and in the low torque range, the second speed mode in which the engine efficiency can be improved is set. Also, CVT
The mode is set when the vehicle speed ωv is a medium speed or higher and a high torque is required, and is intended to obtain a high torque driving force by adding a motor driving torque.
When the driving force command value τr is negative, control is performed in the CVT mode in order to store regenerative energy in the battery 12 by using the motors A8 and B9 as a generator as much as possible.

Incidentally, the operation mode in FIG. 3 is not fixed, but can be changed as appropriate according to the state of charge of the battery 12 and the battery temperature. The actual operation mode M is determined based on the current operation mode and the reference operation mode Mref obtained by the above method. For example, even if the reference operation mode Mref is set to the first speed mode while the motor 1 is being driven in the motor drive mode, the engine 1 cannot be suddenly driven, so that the engine 1 must be started. . In addition, if the start and stop of the engine 1 are repeated more than necessary, the fuel consumption will be increased. Therefore, when the engine 1 is started or stopped, the changed operation mode is maintained for a predetermined time. Perform the following processing. The calculation considering such a thing is performed in step 103, and the operation mode M is determined from the operation mode up to the present and the reference operation mode Mref.

In step 104, the operation mode M
It is determined whether the mode is the normal mode shown in (1) or the transition mode for changing the operation mode. Step 10 based on the judgment
5 normal mode processing or step 106 transition mode processing.

FIG. 4 shows an example of a state transition diagram representing the state transition of the operation mode M. Normal mode is motor drive mode,
There are a first speed mode, a second speed mode, and a CVT mode, and the transition mode includes an engine start mode and a fastening device B release mode. The key-off mode is a state in which the key is turned off. When the key is turned on, the vehicle is in the vehicle start-up mode, and the various control devices start up in a controllable state. When all the starting processes are performed, the motor driving mode is set, and the driver operates the accelerator to rotate the motors A8 and B9 to drive the vehicle. When the vehicle speed ωv is higher than the middle speed or when a large driving torque is required, the first speed mode, the second speed mode, or
It is necessary to switch to the CVT mode. At that time, the mode is changed to a predetermined normal mode driven by the engine via a transition mode called an engine start mode for starting the engine. Between the first speed mode, the second speed mode, and the CVT mode, the mode can be changed without going through the transition mode, but in the case of the present embodiment employing the fastening method described later, the mode is changed from the second speed mode. When changing to another mode, a method of changing to another mode after performing processing of a transition mode called a fastening device B release mode is adopted. If any failure occurs, the process shifts to a failure mode corresponding to the failure and appropriate processing is performed. Further, when the key is turned off, the control is stopped in the key-off mode after a safe stop process is performed.

Next, the processing method in the normal mode shown in FIG. 2 will be described in detail with reference to FIG. here,
For ease of explanation, equations 1 to 10 that hold in the system configuration of FIG. 1 are shown below.

[0025]

Ωe = kpωa + kaωv

[0026]

Ωe = kpωb + kbωv

[0027]

Τe = τea + τeb

[0028]

Τv = τva + τvb

[0029]

Τea = τa / kp = τva / ka

[0030]

Τeb = τb / kp = τvb / kb

[0031]

## EQU7 ## Pe = Pea + Peb

[0032]

Pv = Pva + Pvb

[0033]

Equation 9: Pea = Pa + Pva

[0034]

Pb = Pb + Pvb where ωe, ωv, ωa, ωb are engine speed, vehicle speed, motor A speed, motor B speed, τe, τea,
τeb, τa, τb, τv, τva, τvb are engine torque, planetary gear A shared engine torque, planetary gear B shared engine torque, motor A torque, motor B torque,
The vehicle torque, the planetary gear A shared vehicle torque, and the planetary gear B shared vehicle torque are respectively represented. Also, Pe, Pea, P
eb, Pa, Pb, Pv, Pva, Pvb are engine power, planetary gear A input power, planetary gear B input power, motor A power, motor B power, vehicle driving power, planetary gear A output power, and planetary gear B output, respectively. Represents power. Further, the relationship between the constants ka and kb indicating the relationship of the gear ratio is as follows.

[0035]

Ka> kb That is, the gear ratio between the input and output of the planetary gear A is the planetary gear B
It is configured to be larger than that of.

The normal mode has four operation modes as described above, and the operation mode M is determined in step 111 in FIG.

In the case of the motor drive mode, step 1
The processing from step 12 to step 114 is performed. Step 1
At 12, the motor B speed ωb is controlled based on the vehicle speed ωv in accordance with Equation 2 so that the engine speed ωe becomes zero.
Perform speed control. In the next step 113, the vehicle driving torque τv is controlled by controlling the torque τa of the motor A.
Control. At this time, the vehicle drive torque τv is determined by the equations from Equations 4 to 6, while controlling so that τe = 0 in Equation 3.

Normally, in order to satisfy τv> 0, the vehicle is driven with the motor A in the power running state and the motor B in the power generation state from the relationship of Expression 11. Naturally, processing is performed in step 114 so that the engine control continues to stop.

In the first speed mode, speed control for setting the motor A speed ωa to 0 is performed in step 115, and processing for stopping control of the motor B is performed in step 116. Thereby, the motor A can be electrically locked and the motor B can be in the free-run state. With this process,
The planetary gear A4 having a large input / output gear ratio is a sun gear 4
The engine 1 is driven with s fixed. In other words, this is equivalent to setting the normal manual transmission to the low gear, so that the engine torque τe can be increased. Therefore, the required vehicle drive torque can be controlled by performing engine control in step 117. Moreover, the motor A8 and the motor B9
Both have no input and output of energy, so they have the feature of minimizing electrical energy loss.

In the CVT mode, the motor A torque τa is controlled in step 118, the motor B speed ωb is controlled in step 119, and the power of the engine 1 is controlled by the engine control in step 120, thereby providing the continuously variable transmission function. Can be realized. This will be described later in detail with reference to FIGS.

In the second speed mode, the processing from step 121 to step 126 is performed. First, step 1
At 21, it is determined whether or not the motor B speed ωb has become zero.
In Step 2, the speed control for setting the motor B speed ωb to 0 is performed. The control of the motor A is stopped in step 123, and the motor A is brought into a free-run state. This control fixes the sun gear 6s of the planetary gear B6 having a small input / output gear ratio contrary to the first speed mode, which is equivalent to switching to the normal manual transmission high gear. If the engine control is performed in step 124 in this state, the engine 1 is always driven in the high torque region, so that the engine 1 can be operated with high efficiency. At this time, similarly to the first speed mode, since neither the motor A8 nor the motor B9 performs input / output of energy, loss of electric energy can be minimized.

In step 121, the motor B
If it is determined that the speed ωb is 0, step 1
Jumping to step 25, the fastening device B13 is turned on to mechanically lock the sun gear 6s. Next, step 1
After stopping the control of both the motor A8 and the motor B9 at 26, the engine control of step 124 is performed. By doing so, the loss caused by the current flowing when the motor B9 is electrically locked by the current of the motor B9 can be reduced to zero, so that a further feature of reducing the fuel consumption of the vehicle can be obtained. When driving with engine 1, except when accelerating,
Since the motor is driven in the second speed mode for a long time, the ability to prevent loss of electrical energy in the second speed mode greatly contributes to lower fuel consumption.

Next, a transition mode for transitioning between the normal modes will be described with reference to FIG.

Since the transition mode includes an engine start mode and a fastening device B release mode, it is determined at step 131 which mode is selected. In the case of the engine start mode, the processing from step 132 to step 135 is performed.
In the case of the fastening device B release mode, the processing from step 136 to step 139 is performed.

In the case of the engine start mode, the process is a shift from the motor drive mode of the normal mode. First, in step 132, the speed control of the motor A8 and the motor B9 is respectively performed. From Equations 1 and 2

[0046]

Ωv = kp (ωa−ωb) / (ka−kb)

[0047]

The following equation is obtained: ωe = kp (kaωb−kbωa) / (ka−kb), and the engine 1 is gradually started while controlling to keep the vehicle speed ωv constant at the current value by this equation. Control is performed according to Equations 12 and 13 so as to accelerate. As a result, the engine speed ωe can be increased to a predetermined engine starting speed without causing a change in vehicle torque accompanying the engine starting. Equation 12, Equation 1
As can be seen from FIG. 3, this control is performed regardless of the magnitude of the vehicle speed ωv, whether the engine 1 is stopped or running.
It means that you can start. As described above, in the present embodiment, the engine can be started and stopped at any time while preventing a shock accompanying the engine start, even though the embodiment is clutchless. Next, in step 133, it is determined whether or not the engine 1 has reached a predetermined starting speed. If the starting speed has not been reached, the engine control is stopped in step 135. If the engine has reached a starting speed sufficient for starting, the engine control is started in step 134, and the transition to the normal mode for controlling the driving of the engine 1 is completed.

The case where the fastening device B release mode is performed is when the second speed mode is changed to another mode as shown in the state transition diagram of FIG. 4. First, the fastening device B is turned off at step 136. As a result, the sun gear 6s is released from the mechanically locked state. In the next step 137, speed control for setting the motor B speed ωb to 0 is performed.
Thus, it is possible to prevent a change in the vehicle driving torque τv caused by turning off the fastening device B. Step 1
At 38, a process for keeping the control of the motor A in a stopped state is performed. Further, at step 139, the vehicle driving torque τv is controlled by engine control. That is, by performing the same control as in the second speed mode while opening the fastening device B, it is possible to prevent the shock accompanying the mode change.

When the change between the normal modes is performed directly without going through the transition mode, the method of motor control may be changed. By adopting a method that matches with the case of the mode, it is possible to prevent torque fluctuation due to the mode change.

Now, with respect to the CVT mode described above, it is difficult to understand why the system configuration of FIG. 1 can realize the continuously variable transmission function. Therefore, the flow of energy will be described in detail with reference to FIGS. Go. These figures show the characteristics when ka = 2 and kb = 0.5. Therefore, in the first speed mode and the second speed mode, the gear ratio is 2,0.5, respectively, and the operation in the CVT mode for arbitrarily obtaining the speed ratio in the intermediate region will be described.

FIG. 7 is a torque-speed characteristic diagram showing the operation when the gear ratio is between 0.5 and 1.0. FIG. 7 (a)
As shown in the figure, when the operating point of the vehicle to be driven is in the low-speed, high-torque direction (upper left direction in the drawing) with respect to the operating point x of the engine, the planetary gear A4 and the planetary gear B6 respectively have the planetary gear A. The input power Pea and the planetary gear B input power Peb are input by distributing the engine power Pe.
The speeds of the input shafts of the planetary gears A4 and B6 are the same, and the respective powers are determined by dividing the engine torque τe into the planetary gear A shared engine torque τea and the planetary gear B shared engine torque τeb. It should be noted that the share ratio is determined by all the energy balances, and is not determined only by controlling one motor. At the operating point □ on the input side of the planetary gear A shown in FIG. 7B, the motor A power Pa input by driving the sun gear 4s with the motor A8 is added to the planetary gear A input power Pea input from the engine. It is determined by doing. Since the planetary gears input and output energy by increasing and decreasing the speed, energy is added in the speed direction on the horizontal axis. In FIG. 7 (c), the vehicle speed ωv is reduced by 1/2 with respect to kaωv since the output is reduced by the gear ratio ka = 2 on the output side of the planetary gear A4.
The planetary gear A shared vehicle torque τva is twice as large as the planetary gear A shared engine torque τea. That is, the operating point changes from the operating point □ to the operating point △.

Similarly, FIG. 7D shows the flow of energy at the operating point □ on the input side of the planetary gear B. With respect to the planetary gear B input power Peb, the motor B9 is operated by the sun gear 6s in a direction in which the speed on the output side is reduced, so that a power generation state is established. Therefore, the operating point □ is set to the position shown in FIG. 7D by the motor B power Pb. On the output side of the planetary gear B6, the speed is increased by the gear ratio kb = 0.5, so that the vehicle speed ωv is doubled as shown by the operating points □ and △ in FIG. The speed and the planetary gear B shared vehicle torque τvb are halved. Planet gear A shared vehicle torque τv
The total torque of the vehicle torque τvb and the vehicle torque τvb is the vehicle torque τv, and operates at the position of the operating point の in FIG. By the above operation principle,
The operating point of the engine 1 can be shifted at a low speed to a high torque region. By controlling the power of each motor,
It can be seen that it is possible to arbitrarily control the operating point of the vehicle while keeping the operating point of the engine 1 constant. If the absolute value of the power Pa driven by the motor A and the absolute value of the power Pb generated by the motor B are matched, the charge and discharge operation of the battery 12 is not involved, so that the battery capacity can be reduced to a small value. Effective for weight reduction. In addition, 1
The speed mode is a mode when the motor A speed ωa is 0 and the motor B torque τb is 0 in FIG.
It can also be considered a special case of the T mode.

FIG. 8 is a torque-speed characteristic diagram showing the operation when the gear ratio is between 1 and 2. FIG. 8A shows the principle of operation when shifting from the operating point x of the engine to the operating point o of the vehicle to be driven. The input and output of the planetary gear A shown in FIGS. 8B and 8C are shown. It can be seen that the operating point on the side moves to a higher speed and lower torque side than in the case of FIG. The motor A8 is driven at low torque while rotating at high speed. On the other hand, at the operating points on the input and output sides of the planetary gear B shown in FIGS. 8D and 8E, the motor B speed ωb is smaller and the motor B torque τb is larger than in FIG. In the case of the second speed mode, the motor A torque τa is set to 0 and the motor B speed ωb is set to 0, so that the motor A and the motor B are changed from the first speed mode to the second speed mode.
, A continuously variable transmission function of continuously shifting can be achieved. From the above, in the normal low torque operation, the gear ratio is controlled to be the smallest, so that the engine 1 can be operated at a high torque and a high efficiency operating point, and when the torque is required, the CVT is rapidly performed. Since the mode can be shifted to the mode, there is a characteristic that a comfortable driving performance can be obtained.

FIG. 9 shows a change in operating point when a control method for realizing a higher output hybrid vehicle is performed by effectively using the battery 12 mounted on the vehicle. FIG. 9A shows the engine operating point x of FIG.
FIG. 10 is a characteristic diagram when the point moves from point to point Y. If the motors A and B are controlled so that the operating point ○ of the vehicle does not change, the energy generated by the engine 1 becomes excessive, so that the power Pa of the motor A required for driving is reduced and the power generated by the motor B is reduced. The absolute value of Pb will increase. Therefore, the battery 12 is charged with the surplus energy obtained from the highly efficient driving of the engine 1.

FIG. 9B shows an example of changing the operating point when the energy stored in the battery 12 is to be used effectively. FIG. 8A shows a state in which the operating point x of the engine is moved from U to V while reducing the output of the engine, and the operating point の of the vehicle is kept constant. In order to set the operating point in this manner, the power generation power is reduced by increasing the motor A speed ωa to increase the motor A power Pa and decreasing the motor B speed ωb. Thus, the driving force of the engine is relatively assisted by the driving force of the motor. Actually, by controlling the input / output power of the battery so that the engine is always driven at a good operating point, the fuel efficiency can be reduced.

FIG. 10 is a flowchart showing a processing method when one of the two motors fails. In step 141, it is determined whether there is a motor that can be controlled and driven normally or two motors are out of order, and if there is a motor that can operate normally, the process proceeds to step 142. If not, the process of step 148 is performed. If at least one of the motors can be controlled normally, it is determined in step 142 whether or not the engine 1 is rotating. When the engine 1 is not rotating, the engine 1 is started by the processing from step 142 to step 145, and then the control for driving the vehicle with a motor that can be normally controlled with the engine 1 by the processing from step 146 to step 147. I do. In addition,
If it is determined in step 142 that the engine 1 is rotating, the processing from step 146 may be performed.

In step 143, the running state of the vehicle is determined from the vehicle speed ωv, and when the vehicle is not running, in step 144, the vehicle is kept stopped.
An operation of locking the tires 3a and 3b is performed. This operation is provided with a brake device that can be fastened and released.
It is also possible to adopt a method of automatically controlling with the control device, or a method of providing a means for informing the driver and judging that the driver has operated the brake according to the instruction. . In the next step 145, the motor speed ωe is increased to the starting speed of the engine 1 by increasing the motor speed by using a normally controllable motor. When the vehicle is stopped, the vehicle is locked in step 144, so that the vehicle does not move backward due to the reaction force. Further, while the vehicle is running, the engine 1 can be started by increasing the motor speed according to the vehicle speed ωv. At this time, a negative driving torque is slightly generated in the vehicle due to the reaction force to start the engine 1. However, since the inertia of the vehicle body with respect to the engine 1 is very large, it is necessary to reduce the drivability. No. Thus, when the engine speed ωe reaches the starting speed,
If engine control is performed by fuel injection control, throttle control, etc., the engine 1 can be driven. In such a state, by controlling the speed of the motor that can drive normally in step 146, the engine speed ω of the engine 1 is
e can be controlled to a predetermined value. Further, by controlling the engine, the vehicle torque τv can be controlled, so that the vehicle can run even when one motor fails. Note that the time and power that can be assisted by the motor are limited by the energy stored in the battery 12, so that there are some cases where only the driving method restricted by the vehicle speed ωv or the like can be used.

If it is determined in step 141 that there is no motor that can be controlled normally, the processing from step 148 to step 151 is performed. First, in step 148, it is checked whether the engine 1 is rotating. If the engine 1 is rotating, the engine control is performed in step 149, and the on / off control of the fastening device B13 is performed in step 150 to control the engine 1 so as not to stop. When the engine 1 does not stop, such as when the vehicle speed ωv is at or above the medium speed, it is desirable that the fastening device B13 be turned on to lock the sun gear 6s.

If the engine 1 is not rotating, it cannot be driven, so that a process of turning on the fail lamp is performed in step 151. By performing the processing described above, the vehicle can be driven to some extent even when the motor fails, so that the reliability can be improved.

The present embodiment is characterized in that the vehicle can always be operated in a region where the engine efficiency is highest without transmitting and receiving electric energy as much as possible, so that a great reduction in fuel consumption can be achieved. In addition, by controlling the two motors in a coordinated manner, it is possible to obtain a function equivalent to that of the continuously variable transmission, so that there are many features such as providing an automobile without shift shock.

FIG. 11 shows another embodiment of a hybrid vehicle which differs from FIG. 1 in the method of configuring the system such as gears. In this system, a capacitor 14 is used instead of the battery 12. Since the power per unit weight of the capacitor 14 can be larger than that of the battery 12, the weight of the power storage device mounted on the vehicle can be significantly reduced. As a result, the vehicle weight can be reduced, so that the ratio of the travel distance to the fuel can be further extended. Note that the energy density of the capacitor is smaller than that of the capacitor.
Is controlled so that the input / output of the energy is smaller than that of the embodiment of FIG.

Further, a point that the fastening devices 17, 18, and 19 are provided in the rotating portion of the engine 1, the motor A8, and the vehicle drive shaft, and a gear for changing the gear ratio between the planetary gear A4 and the planetary gear B6 is shown in FIG. The point that the gears 5 and 7 are changed to the gears 15 and 16 also differs from the embodiment of FIG. Fastening devices 17, 18, 19
Play the following roles. First, the fastening device 17
Is a device for stopping the rotation of the engine 1. When the engine 1 is not driven, the fastening device 17 is turned on for fastening. In such a state, when control is performed in the motor drive mode, the motor A8 and the motor B9 do not need to perform the cooperative speed control such that the engine speed ωe becomes 0. Therefore, the vehicle torque is controlled by only one or both motors. τv may be controlled. That is, there is a feature that the control method of the motor becomes very simple. Further, in the case of the embodiment of FIG. 1, when the cooperative control is performed, one of the motors is driven and the other motor is for generating electric power. It is sufficient to use the minimum electric energy required for the operation. Therefore, there is an effect that the loss can be further reduced.

The fastening device 17 may use a one-way clutch. When the one-way clutch is used, even if a torque for rotating in the reverse direction is generated when the engine 1 is stopped, the stopped state can be automatically maintained, so that there is no need to control the fastening device 17. There are features.

The fastening device 18 locks the motor A8 and turns on after controlling the motor A speed ωa to 0 in the first speed mode. Thereafter, the control of the motor A8 is stopped. Accordingly, even in the first speed mode, the engine 1 is driven without using electric energy by the motor, so that further reduction in fuel consumption can be achieved.

Since the fastening device 19 can be controlled to lock the vehicle, the vehicle locking process shown in step 143 of FIG. 10 can be automatically performed by the control device. Therefore, there is a feature that the engine can be started when the motor fails without putting a burden on the driver.

When the gears 5 and 7 in FIG. 1 are changed to the gears 15 and 16, the same effect can be obtained functionally, and the configuration from the outputs of the planetary gears A4 and B6 to the drive shaft 2 can be simplified. Therefore, the transmission portion including the motor A8 and the motor B9 can be compactly arranged around the drive shaft. Therefore, the arrangement of the engine in the engine room can be freely set in spite of being a hybrid vehicle. As described above, the present embodiment has a feature that the efficiency of the system can be further improved.

FIG. 12 is a block diagram showing another embodiment different from FIG. In this system, the input and output gear ratios of the planetary gears 20 and 21 are set to be the same. Although there is no feature of the first-speed mode and the second-speed mode that can be obtained by changing the gear ratio, this system provides a new effect as a parallel hybrid vehicle. That is, consider the case where the driving force of the engine 1 is assisted by the motor using the energy from the battery 12. When the driving torque to be assisted is small, the motor is controlled at an efficient operating point by driving only one of the motor A8 and the motor B9. Also,
If the driving torque to be assisted exceeds one motor capacity, it is possible to cope with the situation by using both motors, so that the system can be configured more compactly than in the case of the conventional parallel hybrid vehicle. it can.

FIG. 13 shows an embodiment in which the transmission of the present invention is applied to a bicycle. The transmission 23 mounted on the bicycle body 22 allows the driver to operate the pedal 24a,
The rotational driving force obtained by stepping on 24b is shifted.
The rotational driving force after the speed change is transmitted to the rear tire 25b via the chain 30, and the bicycle moves forward. The transmission 23 comprises thin motors 26 and 27 and planetary gears 28 and 29 controlled by them. The first-speed mode, the second-speed mode, and the CVT mode can be realized by setting the input and output gear ratios of the planetary gears 28 and 29 to different values as in the embodiment of FIG. Therefore, the motor 2 is controlled by a speed change instruction device not described so that the speed ratio desired by the driver is achieved.
6, 27 are controlled. As a result, the driver can drive the bicycle most easily, so that a bicycle having comfortable driving characteristics can be provided. In addition, by mounting the power storage device, it is possible to easily climb uphill with an optimal speed ratio by using energy gradually charged on downhill or flat road.

FIG. 14 shows another embodiment in which the rotation direction of the transmission is changed by 90 degrees from that of FIG. FIG.
13 is different from FIG. 13 in that the direction of the transmission 31 is changed by 90 degrees, and the shaft 37 is replaced with the shaft 37.
Thus, the driving force is transmitted to the tire 25b. The rotational driving force of the pedals 24a and 24b is transmitted to the shaft 36 via the bevel gear and input to the transmission. The transmission 31 is composed of motors 32 and 33 and planetary gears 34 and 35, and can perform a shift operation in the same manner as the other embodiments, but the rotation direction is 90 degrees with respect to the traveling direction of the bicycle. Different lateral directions. Since the changed rotational driving force can be transmitted to the tire 25b by the shaft 37 as it is, there is no need to use a chain. Therefore, it is possible to configure a bicycle having a high transmission efficiency with a simple configuration. Further, in the embodiment of FIG. 14, the width of the transmission arranged between the pedals can be smaller than that of FIG. Therefore,
According to the present embodiment, the driver can travel while stepping on the bicycle with a lighter force. If the transmission is arranged so that the rotation axis is in the vertical direction, a gyro effect can be provided, and thus the effect of stabilizing the posture of the bicycle can be provided.

The embodiment of the present invention has been described above, and the description has been given of the transmission including the two planetary gears controlled by the motor, and the hybrid vehicle and the bicycle using the same. Since three or more planetary gears can be applied, a multi-stage transmission can be further configured. Although the method of controlling the motor mainly controls the sun gear of the planetary gear has been described, a method of controlling another gear may be used. Further, for example, one planetary gear can be applied to a sun gear, and the other planetary gear can be applied to a configuration method in which the left and right are not symmetric such that the planetary is controlled by a motor. Although the case of a planetary gear is described as the differential mechanism, a general differential gear can be applied, and in order to emphasize silence, a harmonic gear may be used. Further, it goes without saying that the present invention can be applied not only to automobiles but also to ships and railway vehicles.

[0071]

According to the present invention, a mechanism for distributing the energy of a drive source to a plurality of differential mechanisms, a plurality of motors connected to the plurality of differential mechanisms, and an output of the plurality of differential mechanisms A transmission device comprising a mechanism for synthesizing energy, or a plurality of differential mechanisms for controlling a difference in the number of revolutions of an input shaft and an output shaft by a motor, wherein the input shafts of the plurality of differential mechanisms are provided. A transmission characterized by using a common shaft for the output shaft and the output shaft can realize a continuously variable transmission function by a motor, and can provide an efficient transmission by minimizing electric energy loss. .

Further, according to the present invention, an engine for generating driving energy for driving a vehicle, first and second planetary gears including a sun gear, a planetary gear and a ring gear, and a first gear for controlling a sun gear, respectively. And a second motor, wherein each of the first and second planetary gears has one of a planetary gear and a ring gear connected to an input shaft driven by the engine, and the other has an output for driving a vehicle body. By being connected to the shaft, a continuously variable transmission function that transmits drive torque by mechanical gears without using electric energy as much as possible except during acceleration can be configured, and the engine can always be driven at a highly efficient operating point Therefore, it is possible to provide a vehicle in which the fuel consumption per mileage is further reduced.

Further, according to the present invention, the first and second differential mechanisms having the input shaft and wheels driven by the driver as output shafts, and the first and second differential mechanisms controlling the first and second differential mechanisms, respectively. By providing the first and second motors, a bicycle with less driver fatigue can be provided.

[Brief description of the drawings]

FIG. 1 shows two planetary gears whose sun gears are controlled by a motor.
FIG. 1 is a configuration diagram showing an embodiment when the present invention is applied to a hybrid vehicle that realizes a shift function using the present invention.

FIG. 2 is a flowchart showing an outline of a control method for driving the hybrid vehicle of FIG. 1;

FIG. 3 is a driving force-vehicle speed characteristic showing a range of an operating point for determining an ideal mode to operate in a driving state.

FIG. 4 is a state transition diagram showing a transition method of an operation mode when driving the hybrid vehicle of FIG. 1;

FIG. 5 is a flowchart illustrating a control method of a normal mode process of FIG. 2;

FIG. 6 is a flowchart illustrating a control method of a transition mode process of FIG. 2;

FIG. 7 is a diagram illustrating a driving operation in which a gear ratio is increased in a CVT mode.
5 is an example of a torque-speed characteristic showing a relationship between an energy flow, a speed, and a torque for an engine, a motor, and a planetary gear.

FIG. 8 is a diagram illustrating a case where the gear ratio is reduced and the drive is performed in the CVT mode.
5 is an example of a torque-speed characteristic showing a relationship between an energy flow, a speed, and a torque for an engine, a motor, and a planetary gear.

FIG. 9 is a torque-speed characteristic diagram showing a method of changing an operating point for charging a battery while driving in a CVT mode or assisting motor driving with the energy of the battery.

FIG. 10 is a flowchart illustrating a processing method when a motor fails.

FIG. 11 is a configuration diagram showing an embodiment of a hybrid vehicle in which a gear configuration method is different from that of FIG. 1;

FIG. 12 is a configuration diagram illustrating an embodiment in which the input and output gear ratios of two planetary gears are the same.

FIG. 13 is a configuration diagram showing one embodiment when the present invention is applied to a bicycle.

FIG. 14 is a configuration diagram illustrating an embodiment in which the present invention is applied to a bicycle that forms a drive system without using a chain.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Drive shaft, 3a, 3b, 25a, 25
b: tire, 4, 6, 20, 21, 28, 29, 34,
35 ... planet gears, 5, 7, 15, 16 ... gears, 8, 9,
26, 27, 32, 33 ... motor, 10, 11 ... power converter, 12 ... battery, 13, 17, 18, 19 ... fastening device, 14 ... condenser, 22 ... bicycle body, 23,
31: transmission, 24a, 24b: pedal, 30: chain, 36, 37: rotating shaft.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI B62M 23/02 F16H 3/72 A F02D 29/02 B60K 9/00 Z // F16H 3/72

Claims (23)

[Claims] 1. A mechanism for distributing energy of a driving source to a plurality of differential mechanisms, a plurality of motors connected to the plurality of differential mechanisms, and a mechanism for combining output energies of the plurality of differential mechanisms. A transmission having the following. 2. A transmission having a plurality of differential mechanisms for controlling a difference in rotation speed between an input shaft and an output shaft by a motor, wherein the input shaft and the output shaft of the plurality of differential mechanisms are each a common shaft. 3. An engine for generating driving energy for driving a vehicle, and a transmission for shifting the rotational speed of the engine to transmit driving force to wheels, wherein the transmission includes at least the engine generated by the engine. First and second differential mechanisms that input a driving force to be input and output a driving force of the wheels, and a first differential mechanism that controls the first and second differential mechanisms, respectively.
And a second motor. 4. An engine for generating driving energy for driving a vehicle, first and second planetary gears including a sun gear, a planetary gear and a ring gear, and first and second motors for controlling a sun gear, respectively. In the first and second planetary gears, one of a planetary gear and a ring gear is connected to an input shaft driven by the engine, and the other is connected to an output shaft driving a vehicle body. Vehicle. 5. The vehicle according to claim 3, further comprising a power storage unit for storing energy for driving the first and second motors. 6. The first differential mechanism according to claim 5, wherein a gear ratio from a common input shaft to an output shaft is the second gear ratio.
The vehicle is larger than the gear ratio of the differential mechanism. 7. The engine according to claim 5, wherein:
A vehicle started by controlling the first and second motors using energy of the power storage means. 8. The engine according to claim 6, wherein:
A vehicle that is started while controlling the speed of the vehicle at a constant by controlling the first and second motors. 9. The vehicle according to claim 6, wherein the vehicle is a first vehicle.
And a vehicle driven by the second motor while the engine is stopped. 10. A first operation mode in which the first motor is locked and the second motor is in a free-run state when the vehicle is driven by the engine. Motor in free-run state,
A vehicle having a second operation mode for locking the second motor. 11. A vehicle according to claim 10, wherein said second motor has fastening means for mechanically fastening. 12. A vehicle according to claim 10, wherein said first and second motors have fastening means mechanically fastened. 13. The method according to claim 11, wherein said fastening means comprises:
A vehicle in which the shaft of the first or second motor is mechanically locked after the first or second motor is electrically locked when the operation mode is shifted to. 14. The vehicle according to claim 6, wherein when the vehicle is driven by the engine, the first motor is in a power running state, and the second motor is in a power running state or a regenerative state. 15. The vehicle according to claim 6, wherein the first motor is in a power running state by energy generated by the second motor when the vehicle is driven by the engine. 16. A vehicle driven by the other engine which is controllable and the engine when the first or second motor is uncontrollable according to any one of claims 3 and 4. . 17. The vehicle according to claim 3, wherein the first or second vehicle is stopped when the vehicle stops.
A vehicle driven by the controllable motor and the engine after the engine is started by the other controllable motor when the motor is not controllable. 18. The vehicle according to claim 4, wherein the first and second planetary gears have different gear ratios from an output gear to an output shaft. 19. A first and second differential mechanism for inputting a driving force generated by a driver and outputting a driving force for driving wheels, and controls the first and second differential mechanisms, respectively. First
And a bicycle having a second motor. 20. A vehicle comprising a plurality of differential mechanisms each having an input shaft and an output shaft as a common axis, wherein at least one of the plurality of differential mechanisms is connected to the input shaft by a first motor. A transmission that controls a difference in the number of revolutions of an output shaft and controls torque of another at least one differential mechanism by a second motor. 21. A plurality of differential mechanisms each having at least three gear elements, each of which has an input shaft and an output shaft as common axes, and among the three gear elements of the differential mechanism, the input shaft and the A transmission having a plurality of motors each directly connected to a shaft of another gear element different from the element connected to the output shaft. 22. An engine, first and second planetary gears comprising a sun gear, a planetary gear and a ring gear, and first and second motors for controlling said sun gear, respectively. And a second planetary gear in which one of a planetary gear and a ring gear is connected to an input shaft driven by the engine, and the other is connected to an output shaft driving a vehicle body. 23. An engine, a plurality of differential mechanisms for inputting a driving force of the engine, a driving mechanism for driving a vehicle by an output of the plurality of differential mechanisms, and a connection to each of the plurality of differential mechanisms. Having a plurality of motors and a fastening device for stopping rotation of the engine.