KR101513409B1 - Hybrid Transmission with Fixed Shift Gears - Google Patents

Abstract

A hybrid transmission with fixed shift gears that uses an engine and two electric motor/generator together, more specifically, a hybrid transmission that uses a planetary gear device combining a double planetary gear, two sun gears, and one ring gear as a power splitting device, is provided to let drive at a mechanical power conveying mode in a driving environment that exceeds usual driving conditions such as a long-distance steep slope climbing driving or rapid acceleration, to maintain the capacity of the motor/generator used as an auxiliary driving power since the increase of output of an auxiliary driving power motor is unnecessary, to make the capacity of battery small, to enable to drive even if there is a malfunction in an electric power device such as a motor, and especially to enable to perform climbing driving with the smallest strain on a steep slope even the electric power stored in the battery is all consumed, by implementing especially a fixed shift ratio of three levels as a mechanical power conveying mode.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a hybrid transmission having a fixed shift stage,

The present invention relates to a transmission for a hybrid vehicle, comprising a first motor / generator and a second motor / generator, wherein the first motor / generator is connected to a power splitter and the second motor / And an output shaft connected to the hybrid transmission.

Generally, a transmission for a vehicle has a transmission gear of 4th to 6th speed, and recently, a transmission exceeding 10th forward speed has been developed. This is an effort to increase the fuel consumption efficiency as much as possible by efficiently transmitting the power of the engine to the traveling device while maintaining the acceleration ability and the backing ability of the vehicle. That is, when the vehicle is rapidly accelerated at a low speed or in a steep incline, the vehicle travels at a high deceleration rate, and the vehicle travels at a constant speed or a low acceleration performance.

Conventional hybrid vehicle transmissions are basically composed of an engine, an auxiliary motor / generator, a generator, an output shaft, a power divider that integrates these power sources to transmit power to the output shaft, or a separate transmission, A battery that supplies electric power to the motor, and a control unit that integrally controls the battery. Depending on how these components are combined and connected, the hybrid transmission can be divided into several types, and although there are advantages and disadvantages depending on the configuration method, it is effective at medium or low speeds but relatively inefficient at high speeds, But the efficiency is low at low speed.

Also, in this structure, since the engine is connected at a low reduction ratio from the engine to the driving portion, the output torque is insufficient at the time of sudden acceleration or steep slope, and thus the driving performance is greatly affected. To overcome this problem, A high output motor / generator is employed to provide driving power (or torque). Due to the limitation of the internal space, the high output motor / generator is miniaturized through the reduction gear. However, when traveling at a high speed, the second motor / generator is idly rotated at a high speed, resulting in an increase in drag loss and a decrease in efficiency, and acts as a limiting factor for traveling at a higher speed. In addition, when the steep roads such as roads in mountainous areas are to be stood for a long time, it may become difficult to perform back-up after the battery is discharged.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a hybrid vehicle, which is capable of securing a sufficient acceleration performance and a climbing ability without increasing the output and torque capacity of a second motor / generator functioning as an auxiliary power source, Speed mode in which the vehicle can travel.

The hybrid transmission of the present invention adds a fixed speed change mode to two running modes of an electric running mode and a hybrid mode of a known hybrid transmission to give sufficient acceleration performance and ability to climb without increasing the output of the auxiliary power source.

The hybrid transmission of the present invention includes two sun gears; A double planetary gear having gears integrally provided at both ends thereof and meshing with the two sun gears; A planetary gear shaft supporting the double planetary gear; A carrier for receiving the two sun gears, the double planetary gears and the planetary gear shafts; And a power splitter composed of a first ring gear meshing with one planetary gear of the double planetary gears,

The first ring gear has a third brake for stopping / opening the rotation of the first ring gear, and the engine, the first motor / generator 31 and the second motor / generator 41 have two The sun gear, and the carrier, respectively, depending on the engine performance and the target performance of the hybrid vehicle.

Generator 31 is connected to one of the two sun gears and the second motor / generator 41 is connected directly to the output shaft of the power divider. The output shaft of the power divider is preferably a carrier, But it is also possible to connect them through a reduction gear.

The first brake and the second brake are provided on two shafts except for the three input / output rotary elements of the power splitter, that is, the two sun gears and the carrier which is the driving output portion of the carrier, and the two sun gears of the power splitter and the carrier And a second clutch for integrating the power divider is provided between the two rotary elements of the three input / output rotary elements. In the first and second embodiments of the present invention, the second clutch is provided between the two sun gears.

And a main clutch or a one-way clutch is provided as a first clutch between the engine and the power input shaft of the engine and the power divider to transmit or interrupt the power of the engine to the power splitter, if necessary.

The hybrid transmission of the present invention operates in a multiple mode (multiple mode) such as a hybrid mode, an electric running mode and a fixed speed change mode by operating combinations of the first brake, the second brake, the third brake, the first clutch and the second clutch Thus, it is possible to maximize the fuel efficiency at the time of running in the city, and at the same time, to run at a high efficiency even at a high speed running, thereby enabling efficient operation in the speed region before the running.

In order to improve the rapid acceleration performance and steep slope backlash performance, the output of the second motor / generator 41, which is an auxiliary power source, is increased in a hybrid vehicle of Toyota, and in order to solve the problem that the size of the second motor / It is possible to maintain the output and the size of the second motor / generator 41 small without a separate speed reducer by enabling the fixed speed change mode in the present invention. Therefore, Bar, it is possible to avoid a large drag loss due to the second motor / generator rotating at a very high speed during high-speed traveling.

The first motor / generator 31 and the second motor / generator 41 are integrated and driven by integrating the power divider by engaging the second clutch so that the motor / generator 41 can be charged as long as there is room for the engine power even during high- This makes it possible to maximize the fuel saving effect even at high speed.

It is possible to run only in the fixed speed change mode in the running section in which the load exceeds the thermal capacity of the electric motor, so that stable and quiet running is possible.

In particular, if the vehicle is driven in the fixed speed-change mode even when the battery is discharged by the long-range steep slope backlash, the engine can be continuously restarted even when steadily steadily climbing, so that the performance required by the driver can be satisfied even under various operating conditions .

If the battery is fully charged and can not be continuously charged, the engine brake can be activated by the fixed speed range mode.

1 is a conceptual diagram showing a transmission configuration of a hybrid vehicle according to the first embodiment.
Fig. 2 is a conceptual diagram of the hybrid transmission of the first embodiment without the first clutch CL1.
3 is a conceptual diagram of the hybrid transmission of the first embodiment in which the first clutch CL1 is provided.
4 shows an example of a modified hybrid transmission splitter of the first embodiment.
Fig. 5 shows the arrangement of sun gear, ring gear, idler and planetary gear of the modified splitter of Fig.
Fig. 6 is a table showing the relationship between the shift elements and the mode in the first embodiment in which the first clutch CL1 is not provided.
7 is a table showing the relationship between the speed change elements and the mode of the first embodiment in which the first clutch CL1 is provided.
8 is a conceptual diagram showing the EV1 mode.
9 is a lever diagram in the EV1 mode.
10 is a conceptual diagram showing the EV2 mode.
11 is a lever diagram in the EV2 mode.
12 is a conceptual diagram showing the EV4 mode.
13 is a lever diagram in the EV3 mode.
14 is a conceptual diagram showing the EV4 mode.
15 is a lever diagram in the EV4 mode.
16 is a conceptual diagram showing the HV mode.
17 is a lever diagram in the HV mode.
18 is a table showing an example of the relationship between the running speed and the engine rotation speed in the fixed speed change mode (MV mode).
19 is a conceptual diagram showing the MV1 mode.
20 is a conceptual diagram showing the MV2 mode.
21 is a conceptual diagram showing the MV3 mode.
22 is a conceptual diagram showing an example in which a ring gear and a brake are added to a splitter of the hybrid transmission of the present invention.
23 is a conceptual diagram showing a second embodiment of the hybrid transmission of the present invention.
24 is a conceptual diagram in which two motors / generators of the hybrid transmission according to the present invention are separated from the splitter and disposed on one side.
25 is a conceptual diagram of a hybrid transmission according to the present invention applied to a rear wheel drive.
26 is an example of a hybrid transmission in which two motors / generators are collectively arranged in a hybrid transmission of the present invention and applied to rear wheel drive.
Fig. 27 is another modified embodiment of Fig. 26. Fig.

The numbers assigned to the drawings are assigned the same numbers in other drawings when the corresponding elements have the same function.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

However, the present invention is not limited by these examples. In addition, the constituent elements of the following embodiments can be used in various forms of elements having the same purpose function as those skilled in the art can think of.

In other words, the brake can be used as a brake to restrain or freely release the rotating element such as a gun, a wet disc brake, an electric brake, a band brake, an internal expansion brake, a dog brake, etc., The clutch can be applied in combination with a conventional type, a spring and a hydraulic type or a combination of a spring and an electromagnetic operating mechanism, and the clutch can be applied to various types of known clutches such as a gun, a wet disk clutch, a dog clutch, Can be applied.

An oil pump is connected to one end of the main shaft 11 connected to the engine to supply lubricating oil or hydraulic oil to the rotating portion or the gear engaging portion of the hybrid transmission. Alternatively, the oil pump may be driven by a separate electric motor not shown in the drawing, or an oil pump may be connected to the PTO shaft of the engine timing gear, not shown, to supply lubricating oil or hydraulic oil.

In the case of using a dog clutch, the two rotary elements coupled by the clutch can be engaged with each other if the rotational speeds of the two rotary elements are synchronized by the control device and then combined. Even when other clutch mechanisms are used, synchronizing speed at the time of engagement can be combined with no shock or with minimal wear.

A configuration diagram of the first embodiment of the present invention is shown in Fig.

In the configuration of FIG. 1, the control unit collects various driving data of the vehicle through various sensors not shown in the drawings, and based on this data, The control unit controls the vehicle running speed by controlling the optimum speed ratio, the engine rotation speed and the motor / generator according to the intention of the driver through an inverter or the like not shown in the drawing.

The engine E / G transmits power through the rotary shaft 11 as a power source. The first motor / generator 31, the second motor / generator 41 and the power divider 20 are disposed coaxially with the rotary shaft 11 and are connected to the engine E / Is transmitted to the driving shaft through the output shaft 51 integrally formed with the carrier 23 of the power divider 20 and is made to travel. The output shaft 51 may transmit power to the driving shaft through the longitudinal reduction gear and the differential gear. Or directly from the carrier 23 to the longitudinal reduction gears and to the differential, which is applicable to rear-wheel drive vehicles.

FIG. 2 and FIG. 3 show the remaining part of FIG. 1 except for the control part and the driving part. 2, the hybrid transmission of the present invention includes a main shaft 11, a power divider 20, a second clutch CL2, a first brake B1, a second brake B2, a third brake B3 A first motor / generator 31, a second motor / generator 41, and an output shaft 51. The first motor /

The first brake B1 is connected to the main shaft 11 to restrain the rotation of the main shaft 11 and the second brake B2 is connected to the sun gear 23 and the shaft of the first motor / Generator 31 and the third brake B3 is connected to the first ring gear 27 to rotate the sun gear 23 and the first motor / .

3 is the same as that of Fig. 2 except that the first clutch CL1 is added.

The power divider 20 includes a sun gear 21 and a sun gear 22; A gear 25 meshing with the sun gear 21 and a gear 26 meshing with the sun gear 26; A double planetary gear 24 having both ends of the gear 25 and the gear 26; A planetary gear shaft 28 as a rotation center shaft of the double planetary gear 24; A carrier 23 for receiving the sun gear 21 and the sun gear 22 and the double planetary gear 24 and supporting the planetary gear shaft 28; And a first ring gear 27 meshing with the gear 25 of the double planetary gear 24. The first ring gear 27 may be configured to engage with the gear 26 of the double planetary gear 24.

In the hybrid transmission of the present invention, the number of gear trains connecting between the two sun gears of the power divider (20) is an even number. The power divider 20 of the hybrid transmission shown in the embodiment of the present invention shown in Figs. 2 and 3 has two gear trains connecting the sun gear 21 and the sun gear 22, 4 or more even number of gear trains through the idler 1 and the idler 2 as required, as in the configuration of the power divider of Fig. For example, when the number of teeth of the gears at both ends of the double planetary gears 24 is different, gear manufacturing becomes complicated. In the case where the planetary gears are constructed with the idler 1 and the idler 2 interposed therebetween, The manufacturing process of the double planetary gear can be simplified. In this case, however, the first ring gear 27 is connected to the idler 1 which is directly connected to the sun gear 21, or to the idler 2 which is directly connected to the sun gear 22. 5 shows an example in which the idler 1, the sun gear 21, the gear 25 and the first ring gear 27 shown in Fig. 4 are connected.

The first motor / generator 31 and the second motor / generator 41 each have a function of a motor and a generator, and are connected to the battery through an inverter. In the case of functioning as a motor, the power of the battery is converted into a mechanical rotational power. In the case of functioning as a generator, the input power is converted into electric power to charge the battery. In some cases, the power generated by the generator is directly supplied to the motor serving as the auxiliary power source, thereby reducing the efficiency deterioration due to the charge and discharge of the battery.

One of the first motor / generator 31 and the second motor / generator 41 functions as a generator when auxiliary power is required in addition to the engine (E / G) power at the time of acceleration, When the other functions as a power assist device, the motor / generator, which functions as a motor according to the required load, may generate mechanical power by adding battery power and power generated from the generator.

The second clutch CL2 integrates or disengages the power divider 20 by connecting or disconnecting the main shaft 11 and the sun gear 22 to thereby connect the main shaft 11, the first motor / generator 31, the second motor / Permits mode conversion by suppressing or allowing relative movement of the carrier 23 including the generator 41 and the first ring gear 27. [

The second clutch CL2 may be provided to connect or disconnect the main shaft 11 and the carrier 23 or to connect or disconnect the sun gear 22 and the carrier 23, It is possible to install it so that it can be done.

The first motor / generator 31 has a stator 31 and a rotor 32 and the second motor / generator 41 has a stator 41 and a rotor 42.

The rotor 32 rotates integrally with the sun gear 22, and the rotor 42 rotates integrally with the carrier 23.

The first brake B1, the second brake B2 and the third brake B3 can perform mode conversion by stopping or opening the main shaft 11, the sun gear 22, and the first ring gear 27, respectively .

6 and 7 show the mode conversion according to the engagement and opening of the first clutch CL1, the second clutch CL2 and the first brake B1, the second brake B2 and the third brake B3 see.

6 and 7, the symbol " O "indicates the engaged state of the clutch or the brake, and the blank indicates the open state of the corresponding clutch or brake.

The EV mode is an electric running mode in which the engine E / G is stopped. In the case of the hybrid transmission having the first clutch CL1, the first clutch CL1 is opened, or the first clutch CL1 is not engaged In the case of the hybrid transmission, the first brake B1 is engaged.

As shown in FIG. 2, the EV mode in the hybrid transmission without the first clutch CL1 only has the EV1 mode in the state in which the first brake B1 is engaged, and the first clutch CL1 In the hybrid transmission, there are five modes of EV1 mode to EV5 mode.

There may be three modes of the hybrid mode HV and one of the MV1 mode and the MV3 mode in the HV mode and the fixed speed change mode in the hybrid transmission of Figs. 2 and 3, irrespective of the presence or absence of the first clutch. Do.

FIGS. 8 to 20 show a conceptual diagram and a lever diagram of a hybrid transmission having an engaged state or an open state of a clutch and a brake for each mode. In the drawing, the indication indicates that the corresponding clutch or the corresponding brake is engaged, and the clutch or brake without the indication indicates that the brake is in an open state.

The hybrid transmission without the first clutch CL1 is the same as that in the hybrid transmission having the first clutch CL1 in which the first clutch CL1 is engaged. Describe the transmission.

A vehicle equipped with the hybrid transmission of the present invention can be selected to travel by hybrid traveling, traveling by an electric motor, or traveling by a fixed speed range.

21 is a chart showing the relationship between the traveling speed of each mode and the engine speed (E / G) in the fixed speed change mode in the first embodiment. As shown in this chart, the fixed speed stage is in three modes.

EV1 mode

8, in the EV1 mode, when the first brake B1 is engaged, the sun gear 21 is in a stopped state, and the second motor / generator 41, which is integrally coupled to the output shaft 51, And the first motor / generator 31 idles in the reverse direction, and the first ring gear 27 idles in the forward direction. If the driving force of the main power source does not reach the load required for driving in the case of encountering the ramp during running or acceleration, or if excessive heat is generated and the temperature of the second motor / generator 41 exceeds the set value By using the first motor / generator 31 idling as an auxiliary power source, the load can be dispersed to suppress excessive heat generation, and the insufficient driving force can be supplemented. In the EV1 mode, the number of revolutions of the first motor / generator 31 and the second motor / generator 41 is different, and the gears in the power divider 20 move relative to each other, do. Therefore, the EV1 mode is meaningful only in the hybrid transmission without the first clutch CL1. However, in the hybrid transmission having the first clutch CL1, in order to engage the first clutch to drive the engine E / G during the EV mode running, the speed of the main shaft 11 is set to 0, It is desirable to engage the first clutch CL1, so that the EV1 mode is meaningful as a transitional mode for engaging the first clutch CL1.

9 is a lever diagram in EV1 mode. In all the lever diagrams including FIG. 9, S1 is the sun gear 21, S2 is the sun gear 22, B1, B2 and B3 are the first brakes. A second brake, a third brake, R, a first ring gear 27, C, a carrier 23, and Out, an output. (B1), (B2) and (B3) indicate the open state, and B1, B2 without (). B3 represents the bonding state. (EG) indicates that the engine is stationary, and EG indicates that the engine is running.

In all the lever diagrams of this specification, the rotation direction of the output shaft 51 is set to the positive direction (+), the drive torque is indicated by the green arrow, the load torque is indicated by the black arrow, ), And is indicated by an upward arrow in the drawing. The load torque during forward rotation is negative (-). A full green arrow indicates the main drive torque, and a green arrow in the form of an intermittent line indicates the auxiliary drive torque.

The state of EV2 is shown in Fig. All the driving elements of the power splitter 20 are rotated integrally by the second clutch CL2 while the first clutch CL1 is open. Therefore, depending on the required load of the first motor / generator 31 and the second motor / generator 41, one or both of the first motor / generator 31 and the second motor / generator 41 may function as power sources Drive. And there is no gear friction loss in the power divider 20 due to the fact that the gears in the power divider 20 do not make a relative motion, which is the most desirable EV mode. However, idling motor / generators generate dragging losses, so it is efficient to properly drive two motors / generators depending on the load and the required rotational speed.

11 is a lever diagram that changes from the EV2 mode to the EV1 mode. The solid line is the lever diagram of the EV2 mode, and the dotted line is the lever diagram of the EV1 mode. As described in the description of the EV1 mode, when the engine E / G must be driven while the vehicle is running in the EV2 mode, which is the most preferable electric drive mode in the EV mode, such as reaching the battery discharge limit, the first clutch CL1 It is preferable that the rotational speed of the main shaft 11 be zero. At this time, the sun gear 22 and the first motor / generator 31 are reversely rotated, and the first ring gear 27 is accelerated in the normal rotation direction.

There are two methods for decelerating the rotational speed of the main shaft 11 to the stop state in the EV2 mode. The first method is to drive the first motor / generator 31 in the reverse direction until the main shaft 11 stops after the first motor / generator 31 is operated to the generator until the stop after the second clutch is opened, . The second method is to stop the main shaft 11 by operating the first brake B1 after opening the second clutch. Practically, it is preferable to mix the two methods appropriately depending on the situation.

The state of the EV3 mode is shown in Fig. As shown in Fig. 12, in the EV3 mode, the first clutch CL1 is opened. The second motor / generator 41 is used as a power source in a state where the second brake B2 is engaged. In this case, there is no drag loss of the first motor / generator 31 because the first motor / generator 31 is in the stopped state. However, since the first clutch CL1 is in an open state, there is no problem in traveling by the second motor / generator 41 even if the second brake B2 is not engaged, and the drag of the first motor / And the torque due to the gear friction and the oil resistance in the power divider are the same. Therefore, the motor is driven by the second motor / generator 41 while rotating in a balanced state, resulting in the EV5 mode.

13 is a lever diagram in the EV3 mode. The dashed line in the lever diagram is a transition for synchronizing and coupling the first clutch CL1 when the engine E / G is to be driven to switch from the EV3 mode to the HV mode or the MV mode. The change in the number of revolutions of the rotating element is shown.

The state of the EV4 mode is shown in Fig. EV4 is driven to travel using the first motor / generator 31 as a main power source in a state where the first clutch CL1 is opened and the third brake B3 is engaged. The second motor / generator 41 may operate as an auxiliary power source if necessary. When the brake B3 is engaged, the first ring gear 17 is stopped and the power divider 20 is constituted by the sun gear 21, the planetary gear 25, the first ring gear 27 and the carrier 23 And the accelerating force at the time of the initial acceleration is made large because of the large reduction ratio, so that the problem of insufficient initial acceleration, which is one of the complaints to the hybrid vehicle, can be solved.

15 is a lever diagram in the EV4 mode. The torque acting point of the first motor / generator 31 is the farthest from the stationary first ring gear 27 as shown in the above diagram. That is, the driving torque transmitted to the output shaft 51 by the high reduction ratio becomes very large, and if necessary, the driving force of the second motor / generator 41 can be added up, so that the initial acceleration force becomes sufficient.

In EV5 mode, all brakes and clutches are open. The main power source at this time is the second motor / generator 41, and the first motor / generator 31 idles. The most preferable EV mode is the EV2 mode and is a transitional EV mode for driving the engine E / G during the EV mode traveling, that is, for switching to the hybrid mode or switching to the fixed speed change mode, The mode is meaningful.

16 shows the state of the HV mode. The HV mode is a hybrid mode, and when the first clutch CL1 is engaged, the HV mode is established when the second clutch and the front brakes B1, B2, and B3 are open. In the hybrid mode, the engine E / G is used as a power source, and one or both of the first motor / generator 31 and the second motor / generator 41 are driven by the generator or the auxiliary power source, Function.

17 is a lever diagram of the HV mode. The vehicle speed Vh is a speed at which the rotational speed of the first motor / generator 31 becomes zero at a constant engine (E / G) speed, that is, at the engine speed (E / G) (E / G) speed is constant, that is, the maximum speed at which the vehicle can travel in the HV mode at the speed of the engine (E / G) with the highest fuel consumption, the section A indicates that the first motor / generator 31 functions as a generator And the section B is a section in which the first motor / generator 31 functions as a drive motor. The range of the section A and the section B depends on the reduction ratio from the output shaft 61 to the drive wheel and the reduction ratio between the sun gear 21 and the sun gear 22 in the power divider 20. [ The first motor / generator 31 does not generate power generation driving force at a point where the section A and the section B meet, that is, the rotational speed of the first motor / generator 31 becomes zero.

The MV mode is a fixed speed change mode and can be traveled with the engine E / G as a power source without the intervention of the first motor / generator 31 and the second motor / generator 41. The first motor / generator 31 and the second motor / generator 41 may function as a generator or an auxiliary drive motor as occasion demands, or when the second clutch CL2 is engaged for switching to the MV2 mode, 11 and the rotation speed of the sun gear 22 can be synchronized with each other. In the EV mode or HV mode, when the steep sloping road is backed up for a long time, when the driving force is limited by the heat of the motor / generator or when the battery is discharged, the known hybrid vehicle may become difficult to back- The acceleration performance is also limited. In the hybrid transmission according to the present invention, when such a restriction occurs, the vehicle can be operated only in the fixed speed change mode without supporting the electric power.

18 shows an example of the relationship between the engine speed (E / G) and the running speed in the fixed speed change mode. According to this, in the fixed speed change mode, the hybrid transmission of the present invention can be expected to exhibit a function equivalent to that of a manual or automatic transmission having three speed change stages.

The first clutch CL1 is engaged and the brake B3 is engaged and the first ring gear 17 is stopped in the MV1 mode as shown in Fig. In the MV1 mode, the power divider 20 functions as a planetary gear reducer composed of the sun gear 21, the planetary gear 25 and the first ring gear 27 and the carrier 23, The fixed speed change stage becomes the largest reduction ratio.

As shown in Fig. 20, in the MV2 mode, the first clutch CL1 is engaged and the second clutch CL2 is engaged, so that the vehicle can travel while the power splitters 20 are integrated, This is a fixed speed change stage that has a reduction ratio and is a fixed speed change stage of the intermediate speed reduction ratio among the three fixed speed change speed stages. In the MV2 mode, there is no gear friction loss in the power divider 20 because the gears in the power divider 20 do not make relative motion.

As shown in Fig. 21, in the MV3 mode, the second brake B2 is engaged in a state in which the first clutch CL1 is engaged, so that the vehicle can travel. In the MV3 mode, the transmission becomes the overdrive state and becomes the fastest fixed speed change stage among the three fixed speed change stages. In this case, since the first motor / generator 31 is in a stopped state, only the second motor / generator 41 can function as an auxiliary power source when additional power is required during acceleration.

22 is a plan view showing the second ring gear 29 engaged with the gear 26 of the double planetary gear 24 of the power divider in the first embodiment and the fourth brake B4). This added component can perform the same function as the first ring gear 27 and the third brake. That is, it is obvious that it can function in the added EV mode and MV mode. It is also clear that the use of triple and quadruple planetary gears instead of dual planetary gears in this way allows more finely divided EV and MV modes to be implemented. Fig. 23 shows a second embodiment of the present invention having a triple-helical gear and all gears of a triple-helical gear having a ring gear, a sun gear and a brake, respectively.

24 is a third embodiment of the hybrid transmission according to the present invention, in which a first motor / generator 31 and a second motor / generator 41 are assembled together. This has the advantage of being easy to modularize since the electrical and mechanical components can be installed separately.

25 to 27 show a method of arranging the direction of the rotation axis of the hybrid transmission of the present invention in the front-rear direction of the vehicle. This arrangement is mainly applicable to a rear-wheel drive vehicle, and the hybrid transmission of the present invention can be applied to a rear-wheel drive vehicle without difficulty.

B1: First brake
B2: Second brake
B3: Third brake
B4: Fourth brake
CL1: First clutch
CL2: Second clutch
E / G: Engine
O / P: Oil pump
MG1: first motor / generator
MG2: Second motor / generator

Claims (14)

A first motor / generator, a second motor / generator and an engine; And a power splitter connected to the first motor / generator, the second motor / generator and the engine, respectively, wherein the power splitter comprises a double planetary gear, a first ring gear, and two Generator is connected to two sun gears of a power splitter and the rotary shaft of the second motor / generator is integrally connected to a carrier of a power splitter The output shaft is integrally connected to a carrier of a power splitter and the first ring gear meshing with one of the double planetary gears is connected to a third brake, And when the brake is engaged, idle rotation is performed without receiving a reaction force.
2. The hybrid transmission as claimed in claim 1, further comprising a second clutch for engaging or disengaging two of the four rotary elements of the power splitter to unite or open the power splitter.
The hybrid transmission as claimed in claim 1, wherein the main shaft (11) has a first brake.
The hybrid transmission according to claim 1, further comprising a second brake on a sun gear shaft connected to a rotation axis of the first motor / generator.
The hybrid transmission as claimed in claim 1, wherein at least two of the first brake, the second brake, and the second clutch are provided.
The hybrid transmission according to claim 1, further comprising a first clutch capable of transmitting or disconnecting the power of the engine on the main shaft connecting the engine and the sun gear of the power splitter.
The hybrid transmission according to any one of claims 1 to 6, wherein at least one of the first motor / generator and the second motor / generator is used as a power source, and the first brake is engaged to implement the EV1 mode.
The hybrid vehicle according to claim 6, further comprising: an EV2 mode in which at least one of the first motor / generator and the second motor / generator is used as a power source and the second clutch is engaged, At least one EV2 mode including the EV3 mode for engaging the first brake, the EV3 mode for engaging the third brake, the EV4 mode for engaging the third brake, the second clutch, the first brake, the second brake and the third brake A hybrid transmission.
The hybrid transmission as claimed in any one of claims 1 to 6, wherein an output of the engine transmitted to the main shaft (11) is used as a power source to implement the HV mode.
The engine control apparatus according to any one of claims 1 to 6, wherein an output of the engine transmitted to the main shaft (11) is used as a power source, and a first brake, An MV2 mode for engaging only the second clutch, and an MV3 mode for engaging only the second brake.
7. The planetary gear set according to any one of claims 1 to 6, further comprising a second ring gear meshing with the other gear of said double planetary gear other than the first ring gear meshing with one gear of the double planetary gear, Wherein the first ring gear and the second ring gear idle without receiving a reaction force except when the third brake and the fourth brake are engaged, respectively.
7. A planetary gear mechanism according to any one of claims 1 to 6, characterized in that the double planetary gear is replaced by a multi-planetary gear of a triple or more and a ring gear and a sun gear meshingly engage with the respective gears of the multiple planetary gears, And a brake for engaging / releasing each of the sun gears to implement additional EV mode and MV mode.

The planetary gear set according to any one of claims 1 to 6, further comprising an idler interposed between the sun gear (21) and the planetary gear (25), and between the sun gear (22) And the planetary gear (26) have the same number of teeth.
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