KR20170025579A - Hybrid Transmission with fixed gear - Google Patents

Hybrid Transmission with fixed gear Download PDF

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Publication number
KR20170025579A
KR20170025579A KR1020150122236A KR20150122236A KR20170025579A KR 20170025579 A KR20170025579 A KR 20170025579A KR 1020150122236 A KR1020150122236 A KR 1020150122236A KR 20150122236 A KR20150122236 A KR 20150122236A KR 20170025579 A KR20170025579 A KR 20170025579A
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KR
South Korea
Prior art keywords
power
generator
motor
mode
transmission
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KR1020150122236A
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Korean (ko)
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김의한
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김의한
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Priority to KR1020150122236A priority Critical patent/KR20170025579A/en
Publication of KR20170025579A publication Critical patent/KR20170025579A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a hybrid transmission including a mechanical transmission mode, which uses an engine and two electric motor/power generators together and a splitter, and which uses a planet gear apparatus, comprising: a double planet gear; two sun gears; a carrier; and one or more ring gears, as a power splitting apparatus. The hybrid transmission of the present invention specifically realizes a fixed gear shift ratio of three or more gear shift stages by a mechanical power transfer mode to allow the vehicle to drive in the mechanical power transfer mode in a driving environment, which exceeds a normal driving condition, such as driving on a steep slope and during rapid acceleration, to keep the capacity of a motor/power generator, which is used for auxiliary driving power, small since it is not necessary to make an output of an auxiliary driving power motor high, and specifically to allow the vehicle to display a driving force higher than a slip torque in case of starting with the maximum acceleration to maximize the acceleration performance of the vehicle and reduce the capacity of a battery. In addition, even when there is a malfunction in an electric power apparatus such as motor, the present invention can allow the vehicle to drive, and specifically allow the vehicle to smoothly drive on a steep slope even if power stored in the battery is totally consumed.

Description

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

The present invention relates to a transmission for a hybrid vehicle (including a PHEV) having a first motor / generator and a second motor / generator, wherein the first motor / generator is connected to a power splitter, / Generator is connected to an output shaft, a drive shaft, or other connectable rotary shafts as an auxiliary power source, thereby enabling the hybrid transmission to be efficiently operated.

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.

Although the hybrid transmission having the fixed speed change stage of the Korean Patent Registration No. 10-1513409 solves the above problems, the rotational speed of some elements of the power divider may be excessively high, There is a problem that the speed range in which the MV1 mode can be switched to the MV2 mode is limited. Further, in the case of traveling at the fixed speed change stage, it is preferable to have more transmission speeds because it is difficult to make more efficient travel with only three speed change stages.

In addition, there has been a considerable difficulty in constructing a hybrid transmission having a proper structure in accordance with the engine output, the weight of the vehicle to be developed, the consumer demand, and the like. For example, when driving a hybrid vehicle at a speed of at least 120 Km / h to 150 Km / h or more, some of the constituent rotary elements rotate at an excessive speed, so that it is difficult to realize the highest driving speed, For the same reason, the advantages of hybrid vehicles can not be fully utilized at high speeds.

①KR1020110049401A ②JP2006183760A ③KR1020110049398A ④KR1020110049402E ⑤KR1020120140099A ⑥KR101513409 B

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems, and it is an object of the present invention to provide a motor / generator capable of ensuring a sufficient acceleration performance and a backing capacity without increasing the output and torque capacity of a second motor / generator functioning as an auxiliary power source, Speed mode in which the rotational speeds of the rotating elements constituting the engine are kept at a low level while allowing the mechanical speed-change travel to be performed at a higher speed than the hybrid mode.

In addition, a hybrid vehicle capable of exhibiting high performance according to the nature of a low-hybrid vehicle, or a hybrid vehicle capable of operating at a very low cost, And provides an appropriate hybrid transmission according to various characteristics of the vehicle.

The hybrid transmission of the present invention is characterized in that a fixed speed-change mode is added to two running modes of an electric running mode and a hybrid mode of a known hybrid transmission, and in particular, a plurality of sun gears and a sun gear And a power divider having an even number of engagement gear teeth between the planetary gears. The input and output of the power divider are carriers; Two sun gears; And at least one ring gear.

All of the rotary elements of the power divider may function as input or output elements respectively and may be connected to the input and output and output and output axes respectively using a plurality of input and / A hybrid transmission that exhibits a target performance is constructed by interposing a clutch for connecting / disconnecting a plurality of input elements and / or an output shaft and / or a plurality of output elements and an output shaft, respectively.

In addition, by providing the auxiliary transmission portion in front of or behind the hybrid transmission, the rotational speeds of the rotating elements constituting the power splitter can be rotated to an appropriate level, and the number of fixed transmission speeds can be doubled, Mode to improve driving efficiency and quietness, and to achieve smooth shift, improved driving performance, and improved fuel economy.

In addition, if the power of the motor can not be used due to a failure of the electric power unit, the vehicle can be made to travel like a general transmission including reverse.

By rearranging the configuration of the present invention, 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; A power splitter composed of a first ring gear meshing with the one planetary gear of the double planetary gears and / or a second ring gear meshing with the other planetary gear that does not mesh with the first one ring gear, Wherein an input element and an output element suitable for the development target of the hybrid vehicle among all the rotary elements of the power divider are determined and a brake suitable for the development target of the hybrid vehicle is connected to the rotary element of the power divider, When a plurality of output elements are used, a hybrid transmission that exhibits a target performance is provided by interposing a clutch for connecting / disconnecting a plurality of input elements and / or an input shaft and / or a plurality of output elements and an output shaft, respectively.

It is also apparent that three or more pairs of sun gears and planetary gears may be used instead of the two sun gears and two planetary gear pairs as required.

Also, if necessary, a main clutch or a one-way clutch may be provided as the first clutch between the engine power input shaft of the engine and the power splitter for transmitting or interrupting the power of the engine to the power splitters.

In the case where the auxiliary speed change section is provided, when the auxiliary speed change section is provided in the periphery, that is, in front of the power divider, the main clutch or the one-way clutch is used as the first clutch to transmit or interrupt the power of the engine to the auxiliary transmission It can be installed between the engine and the auxiliary transmission.

Since the hybrid vehicle according to the present invention can function as the main drive motor in the EV mode, unlike the known hybrid vehicle, the first motor / generator MG1 can perform the acceleration performance It is possible to make a hybrid transmission without the second motor / generator MG2 if the driving performance at the time of high speed traveling and the power generation efficiency at the time of low speed traveling are sacrificed to some degree.

Generator MG2 may be added to the engine PTO shaft or the shaft to which the second motor / generator MG2 can be connected, it is possible to obtain a margin in the most fuel efficient engine load The output can be converted into electric power and stored, so that a manufacturing cost can be reduced and a hybrid transmission with high efficiency can be obtained.

 When the hybrid transmission is configured by selecting the brakes and the clutches suitable for the development performance target among the first to fifth brakes and the first to the 11th clutches, the hybrid mode is selected by the combination of the hybrid mode, the electric running mode, (Multiple mode), so that the vehicle can be driven in a mode suitable for the driving conditions. That is, it is possible to maximize the fuel efficiency in the case of driving in the city, and at the same time, it is possible to operate efficiently at a high speed in the entire speed range. Particularly, when the negative speed change portion is added, if the negative speed change portion has two speed change stages, the fourth to fourteenth stages can be realized in the fixed speed change stage board depending on the configuration of the peripheral speed portion. If the negative speed change portion has three speed change stages The present invention can be applied not only to various vehicles but also to manual and automatic transmissions by removing the motor / generator. In addition, according to the development goal of the hybrid vehicle, only the minimum specific clutch and the minimum specific brake can be combined to simplify the structure and attain required performance required.

Even at high speeds, it is possible to charge as long as there is room for the engine power, and it is possible to travel at high speed even in the hybrid mode, thus maximizing the fuel saving effect 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.

Particularly, even if the vehicle is driven in the fixed speed-change mode even when the battery is discharged by the long-distance steep slope rear plate, even when the steep slope road is constantly struck, the engine can be continuously operated only by the operation of the engine. .

Even when a failure occurs in the electric power system and the vehicle can not be driven by the electric power, the hybrid transmission having the fixed speed change stage of the present invention can be operated in the same manner as the general transmission completely including reverse.

In the case of descending the ramp, when the battery can not be continuously charged in a fully charged state, the engine brake can be operated by the fixed speed change mode to smoothly travel.

1 is a conceptual view showing a configuration of a power transmission system including a transmission of a hybrid vehicle composed of a peripheral speed portion and an auxiliary speed portion.
Fig. 2 to Fig. 4 show a configuration of a hybrid transmission which is a main transmission, in which all of the five rotary elements of the power divider are connected to the input shaft via respective clutches, and all of the five rotary elements of the power split- Fig. 2 is a conceptual view showing several examples of hybrid transmissions which are connected to an output shaft and which show an arrangement showing a rotary element to which two motors / generators are connectable. Fig.
Fig. 5 shows a pair of a rotary element connected to the input shaft and a rotary element connected to the output shaft in the configuration of the power divider and the clutch of the hybrid transmission of Figs. 2 to 4, .
6 is a table showing a plurality of input shaft elements or a pair of input shaft / output shafts common to the shafts capable of being driven by a generator among combinations of a plurality of output shaft elements based on the input shaft / output shaft pair according to the table of FIG.
Fig. 7A is a diagram showing the configuration of the hybrid transmission of Fig. 2 in which the first sun gear S1 is connected to the input shaft and the second sun gear S2 is connected to the output shaft, that is, the clutch CL2 and the clutch CL7 are ON And Fig. 5 is a collinear view of a hybrid transmission including a single input rotary element and a single output rotary element.
7B shows a state in which the first sun gear S1 is connected to the input shaft and the carrier C is connected to the output shaft in the hybrid transmission configuration of Fig. 2, that is, the clutch CL2 and the clutch CL6 are in the ON state, A single input rotary element, and a single output rotary element.
Fig. 7C is a diagram showing the relationship between a single input rotary element and a single output rotary element, in which C is connected to the input shaft in the hybrid transmission configuration of Fig. 2, and R2 is connected to the output shaft, Fig. 3 is a collinear view of a hybrid transmission constituted by elements; Fig.
Fig. 7D shows a state in which the carrier C is connected to the input shaft and the second sun gear S2 is connected to the output shaft in the hybrid transmission configuration of Fig. 2, that is, the clutch CL3 and the clutch CL7, A single input rotary element, and a single output rotary element.
Fig. 7E is a diagram showing the configuration of the hybrid transmission of Fig. 2 in which the first sun gear S1 is connected to the input shaft and the second ring gear R2 is connected to the output shaft, that is, the clutch CL2 and the clutch CL5 are ON And Fig. 5 is a collinear view of a hybrid transmission including a single input rotary element and a single output rotary element.
Fig. 7F is a diagram showing a state in which the first ring gear R1 is connected to the input shaft and the carrier C is connected to the output shaft in the hybrid transmission configuration of Fig. 2, that is, the clutch CL4 and the clutch CL6 are in the ON state, A single input rotary element, and a single output rotary element.
Fig. 7G is a diagram showing the configuration of the hybrid transmission of Fig. 3 in which the first ring gear R1 is connected to the input shaft and the first sun gear S1 is connected to the output shaft, that is, the clutch CL4 and the clutch CL10 are in the ON state And Fig. 5 is a collinear view of a hybrid transmission including a single input rotary element and a single output rotary element.
Fig. 7H shows a state in which the first ring gear R1 is connected to the input shaft and the second ring gear R2 is connected to the output shaft in the hybrid transmission configuration of Fig. 2, that is, the clutch CL4 and the clutch CL5 are turned ON And Fig. 5 is a collinear view of a hybrid transmission including a single input rotary element and a single output rotary element.
Fig. 7I is a diagram showing the configuration of the hybrid transmission of Fig. 2 in which the first ring gear R1 is connected to the input shaft and the second sun gear S2 is connected to the output shaft, that is, the clutches CL4 and CL7 are ON And Fig. 5 is a collinear view of a hybrid transmission including a single input rotary element and a single output rotary element.
Fig. 7J is a diagram showing a state in which the carrier C is connected to the input shaft and the first sun gear S1 is connected to the output shaft in the hybrid transmission configuration of Fig. 3, that is, the clutch CL3 and the clutch CL10 are in the ON state, A single input rotary element, and a single output rotary element.
Fig. 7K is a diagram showing a state in which the carrier C is connected to the input shaft and the first ring gear R1 is connected to the output shaft in the hybrid transmission configuration of Fig. 3, that is, the clutch CL3 and the clutch CL8, A single input rotary element, and a single output rotary element.
Fig. 7L is a diagram showing a state in which the first sun gear S1 is connected to the input shaft and the first ring gear R1 is connected to the output shaft in the hybrid transmission configuration of Fig. 4, that is, the clutch CL2 and the clutch CL8 are ON And Fig. 5 is a collinear view of a hybrid transmission including a single input rotary element and a single output rotary element.
8 is a conceptual diagram showing an example of a hybrid transmission in which a first sun gear is used as an input shaft and a carrier C and a second ring gear R2 are used as output shafts as a first embodiment of the present invention.
9 is a shift mode table.
10A is a conceptual diagram of a hybrid transmission showing a state of EV1 mode.
10B is a conceptual diagram of a hybrid transmission showing a state of the EV2 mode.
10C is a collinear chart of the EV1 mode and the EV2 mode.
11 is a conceptual diagram of a hybrid transmission showing a state of the EV3 mode.
11A is a collinear chart of the EV3 mode.
12 is a conceptual diagram of a hybrid transmission showing a state of EV4 mode.
12A is a collinear chart of the EV4 mode.
13 is a conceptual diagram of a hybrid transmission showing a state of EV5 mode.
13A is a collinear chart of the EV5 mode.
14 is a conceptual diagram of a hybrid transmission showing a state of the EV6 mode.
14A is a collinear chart of the EV6 mode.
15 is a conceptual diagram of a hybrid transmission showing a state of HV1 mode.
15A is a conceptual diagram of a hybrid transmission showing a state of the HV2 mode.
15B is a collinear chart of the HV1 mode and the HV2 mode.
16 is a graph showing the relationship between the engine rotational speed and the traveling speed in the MV mode.
17 is a conceptual diagram of a hybrid transmission showing a state of the MV1 mode.
18 is a conceptual diagram of a hybrid transmission showing a state of MV2 mode.
19 is a conceptual diagram of a hybrid transmission showing a state of the MV3 mode.
20 is a conceptual diagram of a hybrid transmission showing a state of MV4 mode.
21 is a conceptual diagram of a hybrid transmission showing a reverse state in the MV4 mode.
22 is a conceptual view of a vehicle transmission in which an auxiliary transmission is inserted between a hybrid transmission and an engine clutch.
23 is a conceptual diagram of the transmission of the vehicle after the secondary transmission is inserted between the hybrid transmission and the longitudinally decelerating portion of the vehicle.
24 is a conceptual diagram of the transmission of the all-wheel-drive vehicle in which the auxiliary transmission is inserted between the hybrid transmission and the longitudinally decelerating portion of the vehicle.
Fig. 25 is a first embodiment of a two-stage transmission in which a power split device of the present invention is applied to an auxiliary transmission, in which a one-way clutch and a brake are applied.
26 is a second embodiment of a two-stage transmission in which a power split device according to the present invention is applied to an auxiliary transmission, to which a one-way clutch and a clutch are applied.
Fig. 27 is a third embodiment of a two-stage transmission in which the power splitter of the present invention is applied to an auxiliary transmission and two brakes are applied.
28 and 28A show a second embodiment of the hybrid transmission of the present invention having a plurality of input elements.
28B is a chart showing the relationship between the engine rotation speed and the running speed at the fixed speed change stage of the second embodiment.
29 and 29A show a third embodiment of the hybrid transmission of the present invention.
30 is a collinear chart of the HV mode of the third embodiment.
31 is a chart showing the relationship between the engine rotational speed and the running speed in the fixed speed change mode in the third embodiment.
32 is a conceptual diagram of a power divider with an idler interposed between the sun gear and the planetary gear.
Fig. 32A is a conceptual diagram showing a coupling relationship between a sun gear and a planetary gear and a power divider with an idler interposed therebetween; Fig.
33 is a fourth embodiment of a hybrid transmission in which a power generation dedicated generator is used instead of the second motor / generator.
Fig. 34 is a chart showing the input / output balance when traveling in the HV mode in the fourth embodiment. Fig.

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. Also, among the constituent elements of the following embodiments, the clutch and the brake may have various types of elements having the same purpose function that can be conceived by those skilled in the art.

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., A clutch can be applied in combination with a clutch, an electromagnetic clutch, an electromagnetic clutch, a one-way clutch, and the like. Type clutch can be applied.

The supply of the lubricating oil or the hydraulic oil to the rotating portion, the gear engaging portion, and the hydraulic actuating device of the hybrid transmission is not shown in the drawings, but may be a shaft connected to the engine and continuously rotating together with the engine or a separate electric motor The oil pump may be connected to the PTO shaft of the engine timing gear not shown in the drawing 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.

1 is a configuration diagram of the present invention. The transmission portion "a " and the transmission portion" b "on this conceptual diagram refer to any one of the hybrid transmission and the auxiliary transmission which are peripheral speeds, The configuration of the present invention may be constituted only by the hybrid transmission which is the peripheral speed part. In the case of providing the auxiliary transmission, the transmission portion "may be used as the auxiliary transmission, the transmission portion" The transmission can be a transmission and the transmission "I" can be an auxiliary transmission, which can be selected according to the needs of the vehicle's target performance or arrangement.

The longitudinal decelerating and running section can be configured as an all-wheel drive or a rear-wheel drive, but the configuration to the rear-wheel drive may be limited depending on the configuration of the hybrid transmission.

The control unit not shown in the drawing according to the configuration of FIG. 1 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 figure, , Fixed-speed-speed mode, and regulates braking regeneration, battery charging due to power generation, and power supply of the battery due to motor running.

The engine EG transmits power to the transmission portion through the clutch CL1 as a power source and receives power from the transmission portion or the transmission portion to transmit the power to the longitudinal deceleration portion, .

2 to 4 do not show the actual configuration of the hybrid transmission. However, the number of cases in which all the rotary elements of the power divider 20 can be connected to the input shaft or the output shaft by the clutch, And shows the positions where the first motor / generator MG1 and the second motor / generator MG2 can be connected.

As a first embodiment of the hybrid transmission, as shown in the configuration of the hybrid transmission shown in Fig. 8, necessary clutches and brakes are selected and configured according to vehicle performance targets. The first motor / generator MG1 is connected to the rotary element connected to the input shaft 11 of the power divider 20 and the rotary element connected to the output shaft 51, among the remaining rotary elements. As shown in FIG. 6, the rotatable element capable of generating power includes a rotary element connected / disengaged by a clutch with an input shaft of a power divider 20 to which engine power is input, and an output shaft of the power divider 20 and a clutch / Of the other rotation elements except for the rotation elements that can be operated as power generation loads.

The second motor / generator MG2 can be connected to a rotatable element that is connectable among all the rotary elements except for the generator capable of generating electric power, which is connected to a rotary element that can operate most efficiently in the EV mode Is effective. The hybrid transmission portion and the auxiliary transmission portion in the peripheral portion may be provided at positions of the transmission portion "A " and the transmission portion" I " . ≪ / RTI >

The auxiliary speed change section has at least two or more speed change stages and serves to increase the number of fixed speed shift stages implemented in the fixed speed change mode of the hybrid transmission and to have an appropriate speed change ratio. The hybrid transmission can realize two or more speed change stages in the fixed speed change mode, and when the auxiliary transmission is provided, it is possible to realize four to eight speeds or more, so that a general manual transmission or automatic The vehicle can be driven in the same manner as the transmission.

5 shows all the rotary elements of the power divider 20 as a rotary element capable of generating electric power for a pair of the input rotary element and the output rotary element, that is, a rotary element capable of connecting the first motor / generator MG1. In this table, even when the pair of sun gear S2 or second ring gear R2 having the input rotary element is capable of generating electric power, the electric power can be generated only in a very limited speed range. Therefore, in the pair constituting the hybrid transmission Not suitable. However, the second sun gear S2 and the second ring gear R2 may be used as the input rotary elements as components of the manual transmission or the automatic transmission without the motor / generator.

Fig. 6 is a graph showing the relationship between the rotational speeds of the plurality of input rotation elements and the rotational speeds of the plurality of input rotation elements, It is a table composed of pairs that share a rotatable element that can be developed. In this table, only one of the input rotary element and the output rotary element is constituted by a plurality of pairs of rotary elements. However, if necessary, both the input and output rotary elements may constitute a plurality of pairs. Alternatively, as shown in FIG. 5, a hybrid transmission having one input rotary element and one output rotary element may be configured. 29 and 29A show an example of a hybrid transmission having a single input element and a single output element.

Figs. 7A to 7L are respective collinear views for an example constituted by the input rotary element and the output rotary element pair of the power divider 20 shown in Fig. 5. That is, a collinear chart in the HV mode of a hybrid transmission constituted by pairs of input rotary elements and output rotary elements.

8 shows a first embodiment of the present invention, which corresponds to the structure of No. 1 in Fig. 6, in which the input rotation shaft is the first sun gear S1, the carrier C and the second ring gear R2, In the hybrid transmission.

Referring to FIG. 8, the power divider 20 includes a first sun gear S1 and a second sun gear S2; A planetary gear 25 meshing with the first sun gear S1; A planetary gear 26 meshing with the second sun gear S2; a double planetary gear 24 having both the planetary gear 25 and the planetary gear 26; A planetary gear shaft 28 as a rotation center shaft of the double planetary gear 24; A carrier (C) for receiving the first sun gear (S1) and the second sun gear (S2) and the double planetary gear (24) and supporting the planetary gear shaft (28); And a second ring gear R2 meshing with the gear 26 of the double planetary gear 24. [

The input shaft 11 of the power divider 20 receiving power from the engine or the output shaft of the auxiliary transmission is connected to the first sun gear S1 to transmit the power. The fifth clutch CL5, And the sixth clutch CL6 has a function of transmitting / releasing the power from the carrier C and the output shaft 51. The sixth clutch CL6 has a function of transmitting /

The second brake B2 is connected to the carrier C and has a function of stopping / opening the rotation of the carrier C while the fourth brake B4 is connected to the second ring gear R2, And the fifth brake B5 has a function of stopping / opening the rotation of the second sun gear S2 by being connected to the second sun gear S2 I have. Here, the second brake B2 is introduced to implement the reverse, and the second brake B2 is not necessary if the reverse shift is not required in the fixed speed change mode.

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 of all the drawings according to the embodiment of the present invention has two gear trains connecting between the first sun gear S1 and the second sun gear S2, The number of gear trains can be four or more even through the idler 1 and the idler 2 as required, 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, the first ring gear R1 is connected to the idler 1 which is directly connected to the first sun gear S1, and the second ring gear S2, which is not shown in Fig. 32, is connected to the second sun gear S1 S2 that are connected directly to the idler 2. 32 and Fig. 32A show an example in which the idler 1 and the first sun gear S1, the gear 25 and the first ring gear S1 are connected.

The first motor / generator MG1 and the second motor / generator MG2 have functions of a motor and a generator, respectively, and are connected to a battery not shown in the drawing through an inverter not shown in the drawing. 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.

The first motor / generator MG1 has a stator 31 and a rotor 32 and the second motor / generator MG2 has a stator 41 and a rotor 42. The first motor /

The rotor 32 is integrally formed with the second sun gear S2 and rotates. The rotor 42 is integrally formed with the output shaft 51 and rotates. The rotor 42 may be integrally connected to the input shaft 11 or the carrier C instead of the output shaft 51. [

9 shows mode conversion depending on whether the first clutch CL5, the sixth clutch CL5, the sixth clutch CL6, the first brake, the fourth brake B4 and the fifth brake B5 are operated see.

In Fig. 9, 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 operates in the state that the first clutch CL1 is opened in the case of the hybrid transmission having the first clutch CL1 as the electric running mode in which the engine EG is stopped.

In the EV mode in the hybrid transmission without the first clutch CL1, the EV0 mode exists in a state in which all the brakes and all the clutches are open while the input shaft 11 is stopped, and the EV0 mode exists in the state in which one brake B1 is engaged There are EV1 mode and EV2 mode. In the hybrid transmission having the first clutch CL1 as shown in Fig. 1, there are seven modes of the EV0 mode to the EV6 mode.

There are two modes of hybrid mode (HV mode): HV1 mode and HV2 mode. In the fixed speed change mode, there are five modes from the MV1 mode to the MV4 mode as the forward speed change stage, from the four shift stages to the reverse mode.

The hybrid transmission without the first clutch CL1 is the same as the hybrid transmission in which the first clutch CL1 is engaged in the hybrid transmission having the first clutch CL1 and therefore the hybrid transmission with the first clutch CL1 will be described below .

The vehicle equipped with the hybrid transmission of the present invention can be selected to travel by hybrid traveling mode, electric motor travel, or fixed-speed travel.

EV0 mode

In FIG. 8, when all the brakes and all the clutches are opened, only the second motor / generator MG2 can drive. At this time, since the first motor / generator MG1 and the engine are stopped, the drag of the rotational elements of the power divider 20 and the fourth brake B4, the fifth clutch CL5 and the sixth clutch CL6 However, it can be used efficiently at smooth acceleration or at constant speed.

EV1 mode and EV2 mode

10 to 10A, in the EV1 mode, when the first brake B1 is engaged, the first sun gear S1 is brought into a stop state, and the carrier C is stopped by the sixth clutch CL6, And the first motor / generator MG1 becomes a main power source for running, and the second motor / generator MG2 idles or generates power as needed.

In the EV2 mode, the first brake B1 is engaged as in the EV1 mode, except that the second ring gear R2 is integrally coupled to the output shaft 51 by the fifth clutch CL5 instead of the carrier C, The first sun gear S1 is brought into a stop state, and the first motor / generator MG1 becomes the main power source and becomes able to travel.

Alternatively, the second motor / generator MG2 may be driven as a main power source instead of the first motor / generator MG1.

If the driving force of the main power source does not reach the load required for driving when the vehicle meets the ramp during driving or accelerates or the first motor / generator MG1 as the main power source generates excessive heat and the temperature exceeds the set value The second motor / generator MG2, which has been idling, is used as an auxiliary power source to disperse the load, thereby suppressing excessive heat generation, and supplementing the insufficient driving force.

Or the second motor / generator MG2 functions as the main power source, and the first motor / generator MG1 functions as the auxiliary power source.

10C is a collinear chart of the EV1 mode and the EV2 mode. 10C, S1 denotes the first sun gear S1, S2 denotes the second sun gear S2, B1 to B5 denote the first to fifth brakes, R2 denotes the second ring gear, C denotes a carrier (C), and Out denotes an output. (B1) to (B5) indicate that the corresponding brake is in an open state, and B1 to B5 without () indicate that the corresponding brake is in the engaged state. (EG) indicates that the engine is stationary, and EG indicates that the engine is running.

As shown in FIG. 10C, it is effective to accelerate the EV1 mode and the EV2 mode to the EV1 mode when the rapid acceleration is required, and then to switch to the EV2 mode at a proper speed to travel. For example, in the EV1 mode, the carrier C outputs driving power at the maximum speed during the EV mode traveling, and the second ring gear R2 idles at a relatively high idling speed, The second ring gear R2, which is the fastest one among the first ring gear R2 and the second ring gear R2, outputs the driving power, so that the rotating elements constituting the power divider 20 rotate at a relatively low rotational speed, resulting in a relatively low power loss.

11 shows the state of the EV3 mode. The second ring gear R2 is stopped when the fourth brake B4 is engaged and the carrier C is integrated with the output shaft 51 by the sixth clutch CL6 and the first motor / MG1 become the main power source and can travel.

In the EV3 mode, as shown by the collinear chart in FIG. 11A, since the rotation speed of the first motor / generator MG1 is extremely high as compared with the rotation speed of the output shaft, there is a great effect in accelerating from the stop state to the low and middle speeds. Therefore, it is preferable to start to the EV3 mode in the case of a rapid acceleration in the stop state. If the rotational speed of the first motor / generator MG1 reaches the set limit, It is preferable to drive.

12 shows the state of the EV4. In the EV4 mode, all of the driving elements of the power splitter 20 are integrated by the fifth clutch CL5 and the sixth clutch CL6 while the first clutch CL1 is open Rotate. Therefore, depending on the required load, the first motor / generator MG1 and the second motor / generator MG2 may be connected to one or both of the first motor / generator MG1 and the second motor / generator MG2 41 Can be driven and driven as a power source. 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.

12A is a collinear chart of the EV4 mode. In the EV4 mode, all the rotational elements of the power divider 20 rotate integrally at the same rotational speed in accordance with the rotational speed of the motor / generator.

13 shows a state of the EV5 mode. In the EV5 mode, the second sun gear S2 is stopped by the fifth brake B5, and the carrier C is integrated with the output shaft 51 by the sixth clutch CL6, (MG2).

13A is a collinear chart of the EV5 mode. In the EV5 mode, only the second motor / generator MG2 is the driving power source since the first motor / generator MG1 is in the stopped state.

Fig. 14 shows a state of the EV6 mode. The second sun gear S2 is stopped by the fifth brake B5 in the EV6 mode and the second ring gear R2 is integrated with the output shaft 51 by the fifth clutch CL5, And is driven by the motor / generator MG2.

14A is a collinear chart of the EV6 mode. In the EV6 mode, only the second motor / generator MG2 is the driving power source because the first motor / generator MG1 is in a stopped state. However, when the first motor / generator MG1 is in the stop state and the second motor / generator MG2 is connected to the output shaft 51, the distinction between the EV5 mode and the EV6 mode is meaningless, Can be replaced. That is, practically, in the first embodiment, five modes of the EV0 mode to the EV4 mode can be used.

HV mode

The HV mode is a state in which the first clutch CL1 is engaged and the power of the engine is transmitted and the HV1 mode in which the carrier C and the output shaft 51 are engaged by the sixth clutch CL6, And the HV2 mode in which the output shaft 51 is engaged.

15 and 15A show the states of the HV1 mode and the HV2 mode.

In the HV1 mode, the sixth clutch CL6 is engaged so that the carrier C rotates integrally with the output shaft 51. In the HV2 mode, the fifth clutch CL5 is engaged to engage the second ring gear R2 and the output shaft 51 rotate integrally.

15B shows a collinear chart of the HV mode.

In the collinear chart, when the rotational speed of the engine is fixed at the most efficient speed, Line 3 is a collinear chart in which all the rotational elements of the power divider 20 are synchronized and rotated at the same rotational speed as the engine. At this time, 6 clutch are all engaged, which is the same state as the EV4 mode. In other words, Line 3 is a collinear chart of a position that is a turning point between the HV1 mode and the HV2 mode. The line 3 is a vehicle in which the power splitter 20 starts to run in a stopped state in the HV1 mode in which the sixth clutch CL6 is engaged, The fifth clutch CL5 is engaged, the running speed is increased, and the sixth clutch CL6 is opened to switch to the HV2 mode. The advantage of this mode conversion is that since the torque load of the engine and the first motor / generator MG1 can be reduced in the low-speed running state in which the sixth clutch is engaged, the acceleration torque is relatively large in comparison with the HV2 mode, The HV mode can be maintained up to the maximum speed as long as the output of the engine is maintained. Thus, the HV mode can be effectively operated even in a high-performance high-output vehicle.

However, it is more efficient to drive only in HV2 mode in the quiet driving HV mode.

The collinear chart of Fig. 15B will be described below.

lineS is the collinear chart of the HV2 mode in the stopped state. It is most preferable to stop the engine in the stop state. However, if the engine is required to be charged even in the stop state, it is preferable to charge the rotation speed of the first motor / generator MG1 functioning as a generator at a rotation speed as high as possible, In this respect, the HV2 mode is more efficient than the HV1 mode. 15B, when the vehicle is stopped at the same engine speed, it is determined that the rotation speed of the first motor / generator MG1 responsible for power generation is lower than the " a5 " can do.

The point "e2" is a point representing the rotational speed of the second ring gear at the maximum vehicle speed. When the rotational speed of the engine is shifted from the point "b1" to the point "b2" while maintaining the speed, the speed point of the first motor / generator MG1 becomes "a2", so that the first motor / It is in a position to be able to do. That is, if the output of the engine is sufficient, the hybrid transmission can be effectively operated even in a high-performance vehicle because the vehicle can be charged even at the maximum speed.

If the rotational speed of the engine with the highest fuel economy is "b1", the maximum point of the travelable speed while maintaining the optimum rotational speed of the engine in the hybrid mode is zero at the rotational speed of the first motor / generator MG1 at line4 quot; e3 "point. Practically, however, at low speeds, the motor efficiency is low, which limits the rotational speed at which the first motor / generator (MG1) efficiency can be tolerated. In other words, if the output of the motor / generator is set so that the vehicle can travel in the EV mode at a speed below the "e3" point while the engine is maintained at the optimum rotational speed and the vehicle can travel in the HV2 mode, So that the vehicle can be efficiently driven from the vehicle to the vehicle.

MV mode

The MV mode is a fixed speed change mode and can be driven by using the engine as a power source without intervention of the first motor / generator MG1 and the second motor / generator MG2 (41). It is needless to say that the first motor / generator MG1 and the second motor / generator MG2 may function as a generator or an auxiliary drive motor as occasion demands, or they may be combined at the time of brake or clutch engagement when switching between the respective MV modes It is possible to perform a function of synchronizing the rotation speed of the rotation elements. 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.

16 shows an example of the relationship between the engine rotational speed and the running speed in the fixed speed change mode. According to this, in the fixed speed change mode, the hybrid transmission of the first embodiment can be expected to exhibit the same function as a manual or automatic transmission having five speed change stages including reverse.

17, in the MV1 mode, the first clutch CL1 is engaged, the fourth brake B4 is engaged, the second ring gear R2 is stopped, and the sixth clutch CL6 is engaged, The output shaft is integrated and rotated to enable the running. The MV1 mode is the fixed speed change stage with the highest reduction ratio among the four forward fixed speed ranges.

As shown in Fig. 18, the first clutch CL1 is engaged and the fifth clutch CL5 and the sixth clutch CL6 are simultaneously engaged in the MV2 mode, And is a fixed speed change stage having a reduction ratio of 1: 1, which is the fixed speed change stage having the second lowest speed reduction ratio among the four forward fixed speed change 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. 19, in the MV3 mode, the fifth brake B5 and the sixth clutch are engaged in a state in which the first clutch CL1 is engaged, so that the vehicle can travel. In the MV3 mode, the transmission is in the overdrive state and becomes the second fastest fixed speed stage of the four forward fixed speed positions. In this case, since the first motor / generator MG1 is in a stopped state, only the second motor / generator MG2 (41) can function as an auxiliary power source when additional power is required during acceleration.

As shown in Fig. 20, in the MV4 mode, the fifth brake B5 and the fifth clutch CL5 are engaged in a state in which the first clutch CL1 is engaged, so that the vehicle can travel. In the MV4 mode, the transmission becomes the overdrive state and becomes the fastest fixed speed stage of the four forward fixed-speed stages. In this case also, since the first motor / generator MG1 is in the stopped state as in the MV3 mode, only the second motor / generator MG2 (41) can function as the auxiliary power source when additional power is required during acceleration.

Fig. 21 shows the state of the reverse fixed speed change stage of the first embodiment. In the reverse fixed-speed gear stage, the second brake is engaged to engage the carrier in a state in which the first clutch is engaged, and the second ring gear and the output shaft are combined by the fifth clutch to be integrated to enable reverse travel.

By inserting the auxiliary transmission at the front side or the rear side of the hybrid transmission of the first embodiment, the rotation of each of the rotary elements and the motor / generator can be operated more efficiently in each mode. This is because both the engine and the motor / generator have a rotational speed range that allows them to operate most efficiently, so that the more finely the mode is divided, the more efficient it is to operate at or near the rotational speed range.

22 to 24 show an embodiment of the hybrid transmission of the first embodiment in which the auxiliary transmission is inserted.

A detailed conceptual view of some embodiments of the auxiliary transmission is shown in Figs. 25-27. In addition to the above detailed conceptual diagram, a conventional two-speed transmission or a multi-speed transmission, which anyone skilled in the art for a vehicle transmission can use, can be used. In the secondary transmission, the power divider 20 of the hybrid transmission of the present invention It is also possible to configure an auxiliary transmission using the clutch.

25 to 27 are merely examples using the power divider 20 of the hybrid transmission of the present invention and various auxiliary transmissions can be realized according to the method of configuring the input shaft, the output shaft, the clutch and the brake .

16A is a chart showing the relationship between the engine rotational speed and the running speed in the fixed speed change mode of the hybrid transmission in which the auxiliary transmission is inserted. This table shows the relationship between the engine rotational speed and the running speed at the fixed speed change stage of the hybrid transmission in which the speed ratio of the low speed and the high speed gear ratio is set to 1.6 in the hybrid transmission of the first embodiment, It is shown that a balanced fixed speed mode can be realized by appropriately adjusting gear ratios and reduction ratios of the divider and the auxiliary transmission and the transmission / Can be implemented.

According to the first embodiment of the present invention, as shown in Fig. 19, the fixed speed change mode has a reverse shift stage. However, it is also possible to enable the reverse shift in the auxiliary transmission without implementing the reverse shift at the fixed transmission side of the hybrid transmission

2 to 4, various embodiments can be constructed by appropriately selecting and arranging the rotary element, the brake, and the clutch of the power divider according to the target performance of the vehicle or the size limitation of the transmission, 28 and 28A show a second embodiment of the present invention.

28 is a plan view of the second embodiment in which two rotary elements of the first sun gear S1 and the carrier C are constituted by the input rotary element and the first ring gear R1 is a single output shaft, FIG. 28A shows a configuration of a hybrid transmission for a rear-wheel drive in the second embodiment. FIG. 28A shows a configuration of a hybrid transmission for an all-wheel-drive vehicle.

Fig. 28B is a table showing the relationship between the engine rotational speed and the running speed at the fixed speed change stage when the auxiliary transmission shown in Figs. 25 to 27 is added to the hybrid transmission of the second embodiment. Fig. In the second embodiment in which the auxiliary transmission portion is added, the forward 10-speed and the reverse 2-speed can be realized.

29 and 29A show a third embodiment of the present invention in which the first sun gear S1 is a single input shaft and the second sun gear S2 is a single output shaft. However, the hybrid transmission that can be configured as a single input shaft and a single output shaft is not limited to the third embodiment. As shown in FIGS. 2 to 4, one of all the rotary elements of the power divider 20 may be an input element, and one of all the rotary elements of the power divider 20, except for the rotary element determined as the input element, And the input / output factors are determined in consideration of the target performance of the vehicle and a space problem due to the arrangement of each component.

29 is a configuration of a hybrid transmission applicable to all-wheel drive and rear-wheel drive, and Fig. 29A is a configuration of a hybrid transmission applicable to all-wheel drive.

29 and 29A, the first motor / generator MG1 is connected to the second ring gear R2 or to the carrier C as "b " Which can be determined according to the capacity and target performance of the first motor / generator MG1.

30 is a collinear chart for the HV mode in the third embodiment.

31 is a table showing the relationship between the engine rotational speed and the running speed at the fixed speed change stage when the auxiliary transmission shown in Figs. 25 to 27 is added to the hybrid transmission of the third embodiment. In the third embodiment in which the auxiliary transmission portion is added, six forward stages can be implemented.

33 is a fourth embodiment of the present invention.

In the fourth embodiment, by replacing the second motor / generator MG2 capable of driving and generating in the hybrid transmission configurable in Figs. 2 to 4 with a relatively small capacity dedicated generator capable of generating only electricity, the second motor / Generator MG2 and a power control device such as an inverter necessary for driving the second motor / generator MG2 are removed to thereby provide a relatively small, simple, and cost-effective hybrid transmission.

The hybrid transmission shown in the fourth embodiment is particularly useful for a hybrid transmission in which the engine output and the power generation load consumed by the first motor / generator MG1 and the constant speed drive There is a difference between the combined loads. This corresponds to the green portion indicated by the Gen output in Fig. In other words, it is necessary to absorb the engine output having the highest fuel efficiency at the medium speed and low speed constant speed running and the remaining output power limited to the running consumed when the engine is operated with the engine load as the power generation load. However, Since the power generation load is determined by the characteristics of the power divider 20, it can not absorb all of the output power of the engine. Therefore, in the fourth embodiment, the difference between the margin output of the engine and the power generation load by the first motor / generator MG1 is adopted for the most efficient operation by adopting a separate power generation generator. Of course, the second motor / generator MG2 can perform the same function, but adopts a dedicated generator that replaces the power generation function of the second motor / generator MG2 in terms of simplification of structure and cost reduction.

In the fourth embodiment, the dedicated generator may be connected to all the rotating elements to which the second motor / generator MG2 including the engine output shaft is connected, or may be connected to the engine PTO shaft.

The dedicated generator controls the power generation load so as to follow the load variation caused by the speed change by the control system.

B1: First brake-brake for stopping / opening the first sun gear S1
B2: Second brake-brake for stopping / opening the carrier
B3: Third brake-brake for stopping / opening the first ring gear R1
B4: brake for stopping / opening fourth brake-second ring gear R2
B5: brake for stopping / opening fifth brake-second sun gear S2
CL1: First clutch-engine clutch
CL2: a clutch that engages or disengages the input shaft with the second clutch-
CL3: Third clutch-clutch that couples or disconnects the input shaft with the carrier
CL4: a clutch for engaging or disengaging the fourth clutch-ring gear R1 with the input shaft;
CL5: a clutch for engaging or disengaging the fifth clutch-ring gear R2 and the output shaft;
CL6: Sixth clutch-clutch for coupling or disengaging the carrier with the output shaft
CL7: a clutch for engaging or disengaging the seventh clutch-second sun gear S2 with the output shaft;
CL8: the eighth clutch - a clutch for coupling or disengaging the first ring gear R1 and the output shaft
CL9: a clutch for engaging or disengaging the ninth clutch-second sun gear S2 with the input shaft;
CL10: a tenth clutch; a clutch for coupling or disengaging the first sun gear S1 and the output shaft;
CL11: a clutch for coupling or disengaging the eleventh clutch-second ring gear R2 and the input shaft;
CL12: Clutch 12 - clutch for coupling or disengaging the input shaft with the output shaft
"D": input shaft of auxiliary transmission
"E": Output shaft of auxiliary transmission
"F": the first sun gear shaft of the auxiliary transmission
CLs11: One-way clutch installed between the input shaft ("D") of the auxiliary transmission and the carrier (Cs)
CLs12: a one-way clutch provided between the first sun gear shaft ("F") of the auxiliary transmission and the fixed portion (transmission case)
CLs13: a clutch provided between the first sun gear shaft ("F") and the output shaft ("E") of the auxiliary transmission
Cs: Carrier of auxiliary transmission
Ss1: First sun gear of the auxiliary transmission
Ss2: Second sun gear of the auxiliary transmission
EG: Engine
Gen: dedicated generator of the fourth embodiment
MG1: first motor / generator MG1;
MG2: Second motor / generator MG2
R1: a first ring gear - a ring gear connected to a planetary gear connected to the first sun gear S1
R2: a second ring gear - a ring gear connected to the planetary gear that is connected to the second sun gear S2
S1: a plurality of sun gears constituting the first sun gear-power divider 20,
S2: a plurality of sun gears constituting the second sun gear-power divider 20 are arranged such that the teeth of the second largest gear

Claims (8)


A first motor / generator MG1; A second motor / generator MG2; And a power splitter, wherein the power splitter comprises a double planetary gear as a rotating element; Two sun gears; carrier; An input shaft of the power divider having at least one ring gear meshing with the double planetary gear and connected to the output shaft of the engine; The rotation axis of the first motor / generator MG1; The output shaft of the power divider is connected to three of the three rotary elements of all the rotating elements of the power splitter. The rotary shaft of the first motor / generator MG1 is connected to the input shaft of the power divider, The rotary shaft of the second motor / generator MG2 is connected to a rotary element of the power divider or an engine power other than the rotary element of the power divider, Generator MG1 is connected to one of the rotary elements other than the rotary element to which the first motor / generator MG1 is connected, at least one of the rotary elements of the power divider can be rotated and stopped A hybrid transmission.
A first motor / generator MG1; A second motor / generator MG2; And a power splitter, wherein the power splitter comprises a double planetary gear as a rotating element; Two sun gears; And at least one or more ring gears meshing with the double planetary gears, the means for selectively engaging and disengaging at least one of the rotational elements of the power divider with the input shaft of the power splitter, And at least one of the rotary elements of the power divider can be selectively connected to the output shaft of the power splitter by means capable of engaging and disengaging the output shaft of the power splitter, 1 The rotation axis of the motor / generator MG1 is the rotation elements of the power divider selected as the input shaft of the power divider; And the rotation axis of the second motor / generator (MG2) is connected to a rotation element which functions as a power generation load, the rotation axis of the second motor / generator (MG2) Generator MG1 is connected to one of the rotary elements other than the rotary element to which the first motor / generator MG1 is connected, among the rotary elements to which the engine power other than the rotary element of the divider or the rotary element of the power divider is transmitted, At least one of the at least one rotary element has means for rotating and stopping. The power splitter as claimed in claim 2, wherein when the power splitter connected to the input shaft of the power splitter has only one rotary element, or the power splitter connected to the output shaft of the power splitter has only one rotary element, Is configured to be directly connected to the input shaft or the output shaft to which the connecting element is connected, excluding means for transmitting or blocking power to the input shaft or the output shaft to be connected. 3. The hybrid transmission according to any one of claims 1 to 2, further comprising a secondary transmission for increasing the number of stages of the fixed speed ratio to the hybrid transmission. The power splitter as claimed in claim 4, wherein the power splitter having at least one or more than two sun gears, a carrier and a double planetary gear, or a ring gear meshing with the double planetary gear of the power splitter, The hybrid-
Double planetary gears, two sun gears; A power transmission having a carrier and at least one ring gear meshing with the double planetary gear, or a power splitter and a sub-transmission, wherein at least one of the rotation elements of the power splitter and / Means for stopping or opening the element and at the same time a fixed transmission stage having at least one or more means capable of connecting or disconnecting the output shaft of the input shaft and / or the power divider of the power divider and the rotating elements of the power divider, Transmission 7. The sun gear according to claim 6, further comprising: a double planetary gear, two sun gears; carrier; And a ring gear meshing with the double planetary gear, and means for stopping or opening at least one rotation element of the rotation elements of the power splitter, and / Wherein the input shaft of the power splitter and / or the output shaft of the power splitter, and the means by which the rotation elements of the power splitter can be connected or disconnected.
The power generator according to claim 1, characterized in that it has a generator dedicated for power generation which replaces the second motor / generator, and the dedicated generator is connected to a rotary element to which the second motor / generator is connected, And connects to the output shaft to perform the function of the generator.

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