WO2007043501A1 - Hybrid drive device - Google Patents

Hybrid drive device Download PDF

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Publication number
WO2007043501A1
WO2007043501A1 PCT/JP2006/320162 JP2006320162W WO2007043501A1 WO 2007043501 A1 WO2007043501 A1 WO 2007043501A1 JP 2006320162 W JP2006320162 W JP 2006320162W WO 2007043501 A1 WO2007043501 A1 WO 2007043501A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic pressure
frictional engagement
gear
transmission
output shaft
Prior art date
Application number
PCT/JP2006/320162
Other languages
French (fr)
Inventor
Tomoyuki Maruyama
Masatoshi Adachi
Jun Ichiyanagi
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Aisin Aw Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha, Aisin Aw Co., Ltd. filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2007043501A1 publication Critical patent/WO2007043501A1/en

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Classifications

    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
    • 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
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H3/727—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 with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—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 with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
    • F16H2063/3036—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes the clutch is actuated by springs and released by a fluid pressure
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • 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
    • F16H2312/00—Driving activities
    • F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid drive device including a plurality of power sources, and more particularly to a hybrid drive device in which at least one of the power sources is connected to an output shaft through a transmission Background Art Japanese Patent Laying-Open No. 2004-66898 (Patent Document 1) and
  • Patent Document 2 disclose a configuration of a hybrid drive device in which an output from an internal combustion engine is assisted by an output torque of an assist motor In the configuration, an output of the motor is transmitted to an output shaft through a transmission.
  • Patent Document 2 discloses a configuration of a hybrid drive device in which an output from an internal combustion engine is assisted by an output torque of an assist motor In the configuration, an output of the motor is transmitted to an output shaft through a transmission.
  • a hybrid drive device in which a motor is connected in series with an output shaft of an internal combustion engine, a clutch is interposed between the internal combustion engine and the motor, and an oil pump driven by an output of the motor is further placed at a motor output shaft, so that a hydraulic pressure can be supplied even when the engine is stopped.
  • An object of the present invention is to properly activate a transmission when a vehicle is started, in a hybrid drive device configured such that at least one of power sources is connected to an output shaft through a transmission, without providing an electrically-powered oil pump or a clutch for isolating an internal combustion engine, regardless of the type of the power sources to be used.
  • a hybrid drive device includes: first and second power sources, a power split device; and an oil pump.
  • the power split device distributes at least a part of an output of the first power source to an output shaft.
  • the transmission is configured to include a plurality of hydraulic frictional engagement devices
  • the second power source is connected to the output shaft through the transmission.
  • the oil pump is configured to be driven by rotation of the output shaft, and generates a hydraulic pressure to be supplied to the plurality of frictional engagement devices.
  • the plurality of f ⁇ ctional engagement devices include a first frictional engagement device producing a gear ratio to be used when a vehicle is started.
  • the first frictional engagement device is configured to be engaged in a state where the hydraulic pressure is not supplied thereto, and to be released by being supplied with the hydraulic pressure.
  • the mechanical-powered oil pump can be activated by the rotation of the output shaft, and hence it is possible to supply a hydraulic pressure to the hydraulic frictional engagement device in the transmission, regardless of the type of the power source to be used when the vehicle is started.
  • the transmission is configured such that, when the first frictional engagement device is engaged, the gear ratio (a low speed gear) to be used when the vehicle is started is produced.
  • gear ratio setting in the transmission can be performed properly when the vehicle is started
  • the plurality of frictional engagement devices further include a second frictional engagement device configured to be. released in the state where the hydraulic pressure is not supplied, and to be engaged by being supplied with the hydraulic pressure.
  • the transmission is configured such that, when the second frictional engagement device is engaged, a gear ratio (a high speed gear) lower than the gear ratio obtained when the first frictional engagement device is engaged is produced
  • each of the plurality of frictional engagement devices has a hydraulic pressure-actuated piston actuated by being supplied with the hydraulic pressure, for switching between engagement and release between an input-side frictional element and an output-side frictional element.
  • the first frictional engagement device has a biasing mechanism biasing the hydraulic pressure-actuated piston in a direction along which the input-side frictional element and the output-side frictional element are engaged with each other
  • the hybrid drive device is configured such that at least one of the power sources is connected to the output shaft through the transmission, and is capable of properly activating the transmission when the vehicle is started, without an electrically-powered oil pump or a clutch isolating the internal combustion engine being provided, regardless of the type of the power source to be used Brief Description of the Drawings
  • Fig 1 is a block diagram for describing a configuration of a hybrid drive device according to the present embodiment
  • Fig. 2 is an alignment chart of a planetary gear mechanism in a main power source
  • Fig. 3 is an alignment chart of a Ravigneaux-type planetary gear mechanism in a transmission.
  • Fig. 4 is a drawing for describing a transition of gear setting in the transmission
  • Fig. 5 A is a first drawing for describing an operation of a hydraulic frictional engagement device when a low speed gear L is set
  • Fig 5B is a second drawing for describing an operation of the hydraulic frictional engagement device when low speed gear L is set
  • Fig 6 A is a first drawing for describing an operation of the hydraulic frictional engagement device when a high speed gear H is set.
  • Fig 6B is a second drawing for describing an operation of the hydraulic frictional engagement device when high speed gear H is set. Best Modes for Carrying Out the Invention
  • Fig. 1 is a block diagram for describing a configuration of a hybrid drive device according to an embodiment of the present invention.
  • a hybrid drive device 5 includes a main power source 10 configured to include an internal combustion engine 110 corresponding to a "first power source” and a planetary gear mechanism 112 corresponding to a "power split device", an output shaft 20, a differential gear 30, a driving wheel 40, an assist power source 50 corresponding to a "second power source", a transmission 60, a wheel brake 70, and a vehicle stability control (VSC) (R) system 80.
  • Hybrid drive device 5 is configured such that an output torque of main power source 10 is transmitted to output shaft 20, and the torque is further transmitted from output shaft 20 to driving wheel 40 through differential gear 30.
  • assist power source 50 serving as a regenerative mechanism capable of power running control with which a driving force for running is output, or regenerative control with which energy is recaptured.
  • Assist power source 50 is connected to output shaft 20 through transmission 60
  • hybrid drive device 5 is configured such that a torque transmitted between assist power source 50 and output shaft 20 can be increased or decreased in accordance with a gear ratio set at transmission 60.
  • Transmission 60 can be configured to set the gear ratio of not less than "one". With such a configuration, during power running that allows a torque to be output at assist power source 50, the torque output at assist power source 50 can be increased and transmitted to output shaft 20, which can provide assist power source 50 with a reduced capacity or a compact size. However, it is preferable that operational efficiency of assist power source 50 is maintained in a favorable state, and hence when a revolution speed of output shaft 20 is increased in accordance with a vehicle speed, for example, the gear ratio is reduced to lower the revolution speed of assist power source 50 If the revolution speed of output shaft 20 is lowered, the gear ratio may be increased
  • each of the wheels including driving wheel 40 described above is provided with wheel brake 70 for selectively terminating the rotation thereof.
  • Wheel brake 70 has a known mechanism, and hence operates based on a brake manipulation by . the driver, and by vehicle stability control system 80. Wheel brake 70 may be configured such that it is controlled in a coordinated manner with assist power source 50 to control the vehicle.
  • Main power source 10 is mainly configured with internal combustion engine 110, a . motor generator 111, and planetary gear mechanism 112 combining or distributing a ' torque between internal combustion engine 110 and first motor generator 11 1
  • Internal combustion engine (hereinafter referred to as an engine) 110 is a known power unit such as a gasoline engine or a diesel engine, for combusting fuel and outputting mechanical power
  • Engine 110 is configured such that an operating state such as an opening position of a throttle (an intake air amount), a fuel supply amount, or ignition timing can electrically be controlled.
  • Engine 10 is configured such that the control is performed by an electronic control device (E-ECU) 113 mainly formed of a microcomputer or the like
  • Motor generator 111 (hereinafter also referred to as first motor generator 111 or MGl) is configured with a synchronous electric motor, for example, and also configured to be able to produce both of the functions as an electric motor and an electric generator.
  • Motor generator 11 is connected to an electric storage device 115 such as a battery through an inverter 114.
  • an output torque (a power running torque or a regenerative torque) of first motor generator 111 is set as appropriate.
  • an electronic control device (MGl-ECU) 116 mainly formed of a microcomputer is provided.
  • Planetary gear mechanism 112 is a known gear mechanism where a sun gear 117, which is an external tooth gear, a ring gear 118, which is an internal tooth gear placed concentrically with respect to sun gear 117, and a carrier 119 holding in rotating and revolving manners a pinion gear meshing with sun gear 117 and ring gear 118, are used as three rotational elements to produce an effect when operated
  • An output of internal combustion engine 110 is coupled to carrier 119 through a damper 120
  • carrier 119 serves as an input element of planetary gear mechanism 112.
  • first motor generator 111 is coupled to sun gear 117 Accordingly, sun gear 1 17 serves as a so-called reaction force element, while ring gear 118 serves as an output element.
  • Ring gear 118 is coupled to output shaft 20 serving as an output member
  • transmission 60 is configured with a pair of Ravigneaux-type planetary gear mechanisms.
  • transmission 60 is provided with a first sun gear 121 and a second sun gear 122, both of which are external tooth gears.
  • a short pinion 123 meshes with first sun gear 121, and also meshes with a long pinion 124, which has a shaft length larger than that of short pinion 123.
  • long pinion 124 meshes with a ring gear 125 placed concentrically with respect to each of sun gears 121, 122.
  • Each of pinions 123, 124 is held by a carrier 126 in rotating and revolving manners.
  • Second sun gear 122 meshes with long pinion 124.
  • first sun gear 121 and ring gear 125 along with each of pinions 123, 124, configure a mechanism corresponding to a double pinion type planetary gear mechanism
  • a first brake Bl selectively fixing first sun gear 121 and a second brake B2 selectively fixing ring gear 125 are provided.
  • Each of these brakes Bl, B2 is a so- called frictional engagement device that generates an engagement force by a frictional force, and a multiple plate type engagement device or a band type engagement device can be adopted for the brakes
  • Each of brakes B 1 , B2 is configured such that its torque capacity is continuously varied in accordance with an engagement force typically caused by a hydraulic pressure.
  • brakes Bl, B2 correspond to the
  • second brake B2 corresponds to the "first frictional engagement device” in the present invention
  • first brake Bl corresponds to the "second frictional engagement device” in the present invention
  • assist power source 50 described above is coupled to second sun gear 122
  • carrier 126 is coupled to output shaft 20. Therefore in transmission 60, second sun gear 122 serves as a so-called input element, while carrier 126 serves as an output element. Transmission 60 is configured such that first brake B 1 is engaged to
  • Gear shifting between the gears is performed based on a running state such as a vehicle speed or a required driving force (or an accelerator pedal position). More specifically, a gear region is predetermined as a map (a gear shifting diagram), and gear shifting is controlled such that any of the gears is set in accordance with the detected state
  • An electronic control device (T-ECU) 127 mainly formed of a microcomputer is provided for performing the control above
  • a motor generator (hereinafter described as second motor generator 50 or MG2), which enables power running that allows a torque to be output and regenerative operation that allows energy to be recaptured, is adopted to serve as assist power source 50.
  • Second motor generator 50 is connected to an electric storage device (battery) 129 through an inverter 128
  • Second motor generator 50 is configured such that inverter 128 is controlled by an electronic control device (MG2-ECU) 130 mainly formed of a microcomputer, so as to control power running, regenerative operation, and an output torque in each of the power running and the regenerative operation
  • Electric storage device (battery) 129 and electronic control device 130 may also be integrated with battery (electric storage device) 115 and electronic control device 116, respectively, which serve for first motor generator 111 described above. Furthermore, electronic control devices 113, 116, 127, 130, and vehicle stability control system 80 described above are connected to each other, so that they can achieve data communication with each other Fig 2 shows an alignment chart for a single pinion type planetary gear mechanism 112 serving as a power split device of the main power source
  • first motor generator 1 11 functions as an electric generator
  • a revolution speed of engine 110 can be varied continuously (in a nonstep manner) by varying a revolution speed of first motor generator 111 to be higher or lower
  • a hybrid form of this type is generally referred to as a mechanical distribution type or a split type
  • Fig 3 shows an alignment chart for a Ravigneaux-type planetary gear mechanism included in transmission 60
  • ring gear 125 is fixed by second brake B2 so that low speed gear L is set
  • a torque output by second motor generator 50 is amplified in accordance with the gear ratio and added to output shaft 20
  • first sun gear 121 is fixed by first brake Bl
  • high speed gear H having a gear ratio lower than that of low speed gear L
  • the gear ratio at high speed gear H is also larger than "1”
  • the torque output by second motor generator 50 is increased in accordance with the gear ratio and added to output shaft 20
  • the torque added to output shaft 20 is a positive torque when second motor generator 50 is in a power running state, while the torque added to output shaft 20 is a negative torque when second motor generator 50 is in a regenerative state
  • Hybrid drive device 5 shown in Fig 1 operates engine 110 with as high efficiency as possible, so as to reduce the amount of an exhaust gas, and improve fuel efficiency as well Furthermore, energy is regenerated by a motor generator, and thereby fuel efficiency can also be improved Accordingly, if a large driving force is required, second motor generator 50 is driven and its torque is added to output shaft 20 while the torque of main power source 10 is transmitted to output shaft 20. In that case, transmission 60 is- set to low speed gear L at a low vehicle speed to increase the torque to be added, and if the vehicle speed is increased subsequently, transmission 60 is set to high speed gear H to lower the revolution speed of second motor generator 50 This is because driving efficiency of second motor generator 50 is maintained in a favorable state to prevent deterioration in fuel efficiency
  • Fig. 4 is a drawing showing a transition of gear setting in transmission 60 described above
  • low speed gear L is set as an initial setting
  • the vehicle speed is increased from the state where the vehicle is started, and a required driving force is decreased, it is necessary to make the gear transition from L to H
  • the vehicle runs at high speed gear H it is also necessary to make the transition from high speed gear H to low speed gear L, because of decrease in vehicle speed and increase in driving force required.
  • Such control on gear setting is performed in accordance with the map stored in electronic control device (T-ECU) 127, as described above
  • T-ECU electronice control device
  • second motor generator 50 is brought into a driven state to regenerate energy and perform regenerative braking
  • transmission 60 is set at high speed gear H, and hence regenerative braking is performed in that state
  • gear shifting occurs such that transmission 60 is at low speed gear L when the vehicle is stopped
  • a mechanical-powered oil pump 150 generates a hydraulic pressure to be supplied to brakes Bl, B2 (i e the hydraulic frictional engagement device)
  • a drive shaft 160 of oil pump 150 is connected to output shaft 20 through a gear 155 Accordingly, as output shaft 20 rotates, drive shaft 160 is rotated to actuate oil pump 150
  • oil pump 150 is configured to be capable of generating a hydraulic pressure even when engine 110 is stopped, in other words, even in the motor running mode where the vehicle exclusively runs by a driving force of second motor generator 50
  • hydraulic pressure brake B2 includes a piston 210 actuated by a hydraulic pressure, a first clutch plate 220 configured with a metal plate, and a second clutch plate 230 that has a metal plate having a surface to which a friction material 232 is attached First clutch plate 220 is fitted into ring gear 125 First clutch plate 220 and second clutch plate 230 are engaged with each other, so that ring gear 125 is fixed
  • Piston 210 is configured to be capable of transmitting a hydraulic pressure generated by oil pump 150 through a solenoid valve (not shown) Furthermore, piston 210 is provided with an elastic body 250 serving as a biasing element (which corresponds to a "biasing mechanism" in the present invention) exerting a biasing force Fsp for allowing first clutch plate 220 and second clutch plate 230 to be engaged A spring may typically be used for elastic body 250
  • hydraulic brake Bl includes a piston 215 activated by a hydraulic pressure, a first clutch plate 225 configured with a metal plate, and a second clutch plate 235 that has a metal plate having a surface to which a friction material 237 is attached Second clutch plate 225 is fitted into first sun gear 121 First clutch plate 225 and second clutch plate 235 are engaged with each other, so that first sun gear 121 is fixed
  • piston 215 is configured to be capable of transmitting a hydraulic pressure generated by oil pump 150 through a solenoid valve (not shown)
  • the hydraulic pressure applied to piston 215 is shown by P2
  • piston 215 is not provided with a biasing element as in piston 210
  • the hydraulic pressure applied to piston 210 is shown by Pl, while the hydraulic pressure applied to piston 215 is shown by P2
  • brakes Bl, B2 which serve as frictional engagement devices, are configured such that they are not required to apply a hydraulic pressure to pistons 210, 215 at low speed gear L set when the vehicle is started.
  • an electrically-powered oil pump as oil pump 150 for supplying a hydraulic pressure to brakes Bl, B2, and hence proper gear setting is allowed when the vehicle is started by the use of any of the power sources (main power source 10 and assist power source 50)
  • oil pump 150 is driven as output shaft 20 rotates, and hence after the vehicle is started, a hydraulic pressure can be supplied to brakes Bl, B2 when the vehicle runs by the use of any of the power sources.
  • a hydraulic pressure can be supplied to brakes Bl, B2 when the vehicle runs by the use of any of the power sources.
  • the application of the present invention is not limited to the configuration of the hybrid drive device shown in Fig. 1
  • a hybrid drive device having a driven configuration including a first power source (a typical example of which is an internal combustion engine) and a second power source (a typical example of which is a motor generator) connected to an output shaft through a transmission
  • a first power source a typical example of which is an internal combustion engine
  • a second power source a typical example of which is a motor generator
  • the present invention can be applied to a hybrid drive device having another configuration (e.g each of the various configurations disclosed, for example, in Patent Document 1 or 3)
  • a plurality of gears which are three or more gears, may be set instead of two level gears including low speed gear L and high speed gear H.
  • the transmission may be configured such that, even when no hydraulic pressure is supplied from the oil pump, the frictional engagement device is allowed to set the gear used when the vehicle is started, and when a hydraulic pressure is supplied, shift to another gear is allowed
  • the present invention can be applied to a hybrid vehicle provided with an internal combustion engine and a motor

Abstract

A torque of an internal combustion engine (10) is transmitted to an output shaft (20) through a planetary gear mechanism (112). A motor generator (50) serving as an assist power source is connected to the output shaft (20) through a transmission (60). The transmission (60) is configured to include a hydraulic frictional engagement device (B1, B2). A mechanical-powered oil pump (150) is driven as the output shaft (20) rotates, and generates a hydraulic pressure to be supplied to the frictional engagement device (B1, B2). The frictional engagement device (B2), which produces a gear ratio to be used when a vehicle is started, is configured to be engaged in a state where the hydraulic pressure is not supplied, and to be released in a state where the hydraulic pressure is supplied. Accordingly, in a hybrid drive device, it is possible to properly actuate the transmission without causing increase in size and complexity to the device, regardless of the type of a power source to be used when the vehicle is started.

Description

DESCRIPTION
Hybrid Drive Device
Technical Field
The present invention relates to a hybrid drive device including a plurality of power sources, and more particularly to a hybrid drive device in which at least one of the power sources is connected to an output shaft through a transmission Background Art Japanese Patent Laying-Open No. 2004-66898 (Patent Document 1) and
Japanese Patent Laying-Open No. 2004-204958 (Patent Document 2) disclose a configuration of a hybrid drive device in which an output from an internal combustion engine is assisted by an output torque of an assist motor In the configuration, an output of the motor is transmitted to an output shaft through a transmission. - Furthermore, Japanese Patent Laying-Open No. 11-107798 (Patent Document
3) discloses a hybrid drive device in which a motor is connected in series with an output shaft of an internal combustion engine, a clutch is interposed between the internal combustion engine and the motor, and an oil pump driven by an output of the motor is further placed at a motor output shaft, so that a hydraulic pressure can be supplied even when the engine is stopped.
In the hybrid drive device having the configuration described in Patent Documents 1 and 2, a torque of the assist motor is transmitted to the output shaft through the transmission It is therefore necessary to supply a hydraulic pressure to the transmission to engage a frictional engagement device even when a vehicle runs by the motor with the engine stopped. In this case, there is required a configuration where an electrically-powered oil pump is provided, or a configuration where a clutch is interposed between the engine and the motor to isolate the engine from a powertrain to drive the oil pump with an output of the motor, as disclosed in Patent Document 3. In each of the cases, however, the device disadvantageously becomes large and complicated, and the cost thereof is increased. Disclosure of the Invention
The present invention is made to overcome such a problem An object of the present invention is to properly activate a transmission when a vehicle is started, in a hybrid drive device configured such that at least one of power sources is connected to an output shaft through a transmission, without providing an electrically-powered oil pump or a clutch for isolating an internal combustion engine, regardless of the type of the power sources to be used. ' A hybrid drive device according to the present invention includes: first and second power sources, a power split device; and an oil pump. The power split device distributes at least a part of an output of the first power source to an output shaft. The transmission is configured to include a plurality of hydraulic frictional engagement devices The second power source is connected to the output shaft through the transmission. The oil pump is configured to be driven by rotation of the output shaft, and generates a hydraulic pressure to be supplied to the plurality of frictional engagement devices. The plurality of fπctional engagement devices include a first frictional engagement device producing a gear ratio to be used when a vehicle is started. The first frictional engagement device is configured to be engaged in a state where the hydraulic pressure is not supplied thereto, and to be released by being supplied with the hydraulic pressure.
With the above-described hybrid drive device, even when only the second power source is used to start the vehicle without the first power source being activated, it is possible to transmit an output to the output shaft by bringing the first frictional engagement device into an engaged state at the transmission. Furthermore, after the vehicle is started, the mechanical-powered oil pump can be activated by the rotation of the output shaft, and hence it is possible to supply a hydraulic pressure to the hydraulic frictional engagement device in the transmission, regardless of the type of the power source to be used when the vehicle is started As a result, it is possible to properly operate the transmission when the vehicle is started and when the vehicle runs after the start-up, without providing an electrically-powered oil pump or a clutch isolating the internal combustion engine, regardless of the type of the power source to be used in the hybrid drive device.
Preferably, in the hybrid drive device according to the present invention, the transmission is configured such that, when the first frictional engagement device is engaged, the gear ratio (a low speed gear) to be used when the vehicle is started is produced. With the above-described hybrid drive device, gear ratio setting in the transmission can be performed properly when the vehicle is started
Preferably, in the hybrid drive device according to the present invention, the plurality of frictional engagement devices further include a second frictional engagement device configured to be. released in the state where the hydraulic pressure is not supplied, and to be engaged by being supplied with the hydraulic pressure. Furthermore, the transmission is configured such that, when the second frictional engagement device is engaged, a gear ratio (a high speed gear) lower than the gear ratio obtained when the first frictional engagement device is engaged is produced
With the above-described hybrid drive device, when a hydraulic pressure is supplied, a gear ratio lower than the gear ratio obtained when no hydraulic pressure is supplied can be produced. Accordingly, gear ratio setting by the transmission can be performed properly when the vehicle runs after the start-up
In such a configuration, in particular, in the hybrid drive device according to the present invention, each of the plurality of frictional engagement devices has a hydraulic pressure-actuated piston actuated by being supplied with the hydraulic pressure, for switching between engagement and release between an input-side frictional element and an output-side frictional element. Furthermore, the first frictional engagement device has a biasing mechanism biasing the hydraulic pressure-actuated piston in a direction along which the input-side frictional element and the output-side frictional element are engaged with each other
Accordingly, it is possible to configure the hydraulic frictional engagement device used in the hybrid drive device according to the present invention, only by adding a biasing mechanism to the configuration of a generally-used hydraulic engagement device
The hybrid drive device according to the present invention is configured such that at least one of the power sources is connected to the output shaft through the transmission, and is capable of properly activating the transmission when the vehicle is started, without an electrically-powered oil pump or a clutch isolating the internal combustion engine being provided, regardless of the type of the power source to be used Brief Description of the Drawings
Fig 1 is a block diagram for describing a configuration of a hybrid drive device according to the present embodiment
Fig. 2 is an alignment chart of a planetary gear mechanism in a main power source
Fig. 3 is an alignment chart of a Ravigneaux-type planetary gear mechanism in a transmission. Fig. 4 is a drawing for describing a transition of gear setting in the transmission
Fig. 5 A is a first drawing for describing an operation of a hydraulic frictional engagement device when a low speed gear L is set
Fig 5B is a second drawing for describing an operation of the hydraulic frictional engagement device when low speed gear L is set Fig 6 A is a first drawing for describing an operation of the hydraulic frictional engagement device when a high speed gear H is set.
Fig 6B is a second drawing for describing an operation of the hydraulic frictional engagement device when high speed gear H is set. Best Modes for Carrying Out the Invention
An embodiment of the present invention will hereinafter be described in detail with reference to the drawings In the following, the same or corresponding portions are denoted by the same reference characters, and the description thereof will not be repeated.
Fig. 1 is a block diagram for describing a configuration of a hybrid drive device according to an embodiment of the present invention.
Referring to Fig 1, a hybrid drive device 5 according to the embodiment of the present invention includes a main power source 10 configured to include an internal combustion engine 110 corresponding to a "first power source" and a planetary gear mechanism 112 corresponding to a "power split device", an output shaft 20, a differential gear 30, a driving wheel 40, an assist power source 50 corresponding to a "second power source", a transmission 60, a wheel brake 70, and a vehicle stability control (VSC) (R) system 80. , Hybrid drive device 5 is configured such that an output torque of main power source 10 is transmitted to output shaft 20, and the torque is further transmitted from output shaft 20 to driving wheel 40 through differential gear 30. Additionally, there is provided assist power source 50 serving as a regenerative mechanism capable of power running control with which a driving force for running is output, or regenerative control with which energy is recaptured. Assist power source 50 is connected to output shaft 20 through transmission 60 Accordingly, hybrid drive device 5 is configured such that a torque transmitted between assist power source 50 and output shaft 20 can be increased or decreased in accordance with a gear ratio set at transmission 60.
Transmission 60 can be configured to set the gear ratio of not less than "one". With such a configuration, during power running that allows a torque to be output at assist power source 50, the torque output at assist power source 50 can be increased and transmitted to output shaft 20, which can provide assist power source 50 with a reduced capacity or a compact size. However, it is preferable that operational efficiency of assist power source 50 is maintained in a favorable state, and hence when a revolution speed of output shaft 20 is increased in accordance with a vehicle speed, for example, the gear ratio is reduced to lower the revolution speed of assist power source 50 If the revolution speed of output shaft 20 is lowered, the gear ratio may be increased
Furthermore, each of the wheels including driving wheel 40 described above, is provided with wheel brake 70 for selectively terminating the rotation thereof. Wheel brake 70 has a known mechanism, and hence operates based on a brake manipulation by . the driver, and by vehicle stability control system 80. Wheel brake 70 may be configured such that it is controlled in a coordinated manner with assist power source 50 to control the vehicle.
The configuration of hybrid drive device 5 will further be described in detail Main power source 10 is mainly configured with internal combustion engine 110, a . motor generator 111, and planetary gear mechanism 112 combining or distributing a ' torque between internal combustion engine 110 and first motor generator 11 1 Internal combustion engine (hereinafter referred to as an engine) 110 is a known power unit such as a gasoline engine or a diesel engine, for combusting fuel and outputting mechanical power Engine 110 is configured such that an operating state such as an opening position of a throttle (an intake air amount), a fuel supply amount, or ignition timing can electrically be controlled. Engine 10 is configured such that the control is performed by an electronic control device (E-ECU) 113 mainly formed of a microcomputer or the like
Motor generator 111 (hereinafter also referred to as first motor generator 111 or MGl) is configured with a synchronous electric motor, for example, and also configured to be able to produce both of the functions as an electric motor and an electric generator. Motor generator 11 is connected to an electric storage device 115 such as a battery through an inverter 114. By controlling inverter 114, an output torque (a power running torque or a regenerative torque) of first motor generator 111 is set as appropriate. In order to perform the setting, an electronic control device (MGl-ECU) 116 mainly formed of a microcomputer is provided
Planetary gear mechanism 112 is a known gear mechanism where a sun gear 117, which is an external tooth gear, a ring gear 118, which is an internal tooth gear placed concentrically with respect to sun gear 117, and a carrier 119 holding in rotating and revolving manners a pinion gear meshing with sun gear 117 and ring gear 118, are used as three rotational elements to produce an effect when operated An output of internal combustion engine 110 is coupled to carrier 119 through a damper 120 In other words, carrier 119 serves as an input element of planetary gear mechanism 112. In contrast, first motor generator 111 is coupled to sun gear 117 Accordingly, sun gear 1 17 serves as a so-called reaction force element, while ring gear 118 serves as an output element. Ring gear 118 is coupled to output shaft 20 serving as an output member
In the exemplary configuration shown in Fig 1, transmission 60 is configured with a pair of Ravigneaux-type planetary gear mechanisms. In other words, transmission 60 is provided with a first sun gear 121 and a second sun gear 122, both of which are external tooth gears. A short pinion 123 meshes with first sun gear 121, and also meshes with a long pinion 124, which has a shaft length larger than that of short pinion 123. Furthermore, long pinion 124 meshes with a ring gear 125 placed concentrically with respect to each of sun gears 121, 122. Each of pinions 123, 124 is held by a carrier 126 in rotating and revolving manners. Second sun gear 122 meshes with long pinion 124. Accordingly, first sun gear 121 and ring gear 125, along with each of pinions 123, 124, configure a mechanism corresponding to a double pinion type planetary gear mechanism Second sun gear 122 and ring gear 125, along with long pinion 124, configure a mechanism corresponding to a single pinion type planetary gear mechanism
A first brake Bl selectively fixing first sun gear 121 and a second brake B2 selectively fixing ring gear 125 are provided Each of these brakes Bl, B2 is a so- called frictional engagement device that generates an engagement force by a frictional force, and a multiple plate type engagement device or a band type engagement device can be adopted for the brakes Each of brakes B 1 , B2 is configured such that its torque capacity is continuously varied in accordance with an engagement force typically caused by a hydraulic pressure. In other words, brakes Bl, B2 correspond to the
"hydraulic frictional engagement device" in the present invention Particularly, second brake B2 corresponds to the "first frictional engagement device" in the present invention, while first brake Bl corresponds to the "second frictional engagement device" in the present invention Furthermore, assist power source 50 described above is coupled to second sun gear 122, and carrier 126 is coupled to output shaft 20. Therefore in transmission 60, second sun gear 122 serves as a so-called input element, while carrier 126 serves as an output element. Transmission 60 is configured such that first brake B 1 is engaged to
, thereby set a high speed gear (H) having a gear ratio of not less than " 1 ", while second brake B2 is engaged instead of first brake Bl to thereby set a low speed gear (L) having a gear ratio higher than that of the high speed gear.
Gear shifting between the gears is performed based on a running state such as a vehicle speed or a required driving force (or an accelerator pedal position). More specifically, a gear region is predetermined as a map (a gear shifting diagram), and gear shifting is controlled such that any of the gears is set in accordance with the detected state An electronic control device (T-ECU) 127 mainly formed of a microcomputer is provided for performing the control above
In the exemplary configuration shown in Fig. 1 , a motor generator (hereinafter described as second motor generator 50 or MG2), which enables power running that allows a torque to be output and regenerative operation that allows energy to be recaptured, is adopted to serve as assist power source 50. Second motor generator 50 is connected to an electric storage device (battery) 129 through an inverter 128 Second motor generator 50 is configured such that inverter 128 is controlled by an electronic control device (MG2-ECU) 130 mainly formed of a microcomputer, so as to control power running, regenerative operation, and an output torque in each of the power running and the regenerative operation
Electric storage device (battery) 129 and electronic control device 130 may also be integrated with battery (electric storage device) 115 and electronic control device 116, respectively, which serve for first motor generator 111 described above. Furthermore, electronic control devices 113, 116, 127, 130, and vehicle stability control system 80 described above are connected to each other, so that they can achieve data communication with each other Fig 2 shows an alignment chart for a single pinion type planetary gear mechanism 112 serving as a power split device of the main power source
Referring to Fig 2, when a reaction force torque by first motor generator 111 is input to sun gear 117 against an output torque of engine 110, which output torque is input to carrier 119, ring gear 118 serving as an output element produces a torque larger than the torque input from engine 110 In that case, first motor generator 1 11 functions as an electric generator
In the case where a revolution speed (an output revolution speed) of ring gear 118 is made constant, a revolution speed of engine 110 can be varied continuously (in a nonstep manner) by varying a revolution speed of first motor generator 111 to be higher or lower In other words, it is possible to perform the control that allows a revolution speed of engine 110 to be set to a revolution speed providing the highest fuel efficiency, for example, by controlling first motor generator 111 A hybrid form of this type is generally referred to as a mechanical distribution type or a split type
Fig 3 shows an alignment chart for a Ravigneaux-type planetary gear mechanism included in transmission 60
Referring to Fig 3, ring gear 125 is fixed by second brake B2 so that low speed gear L is set When low speed gear L is set, a torque output by second motor generator 50 is amplified in accordance with the gear ratio and added to output shaft 20 In contrast, when first sun gear 121 is fixed by first brake Bl, high speed gear H having a gear ratio lower than that of low speed gear L is set The gear ratio at high speed gear H is also larger than "1", and hence the torque output by second motor generator 50 is increased in accordance with the gear ratio and added to output shaft 20 The torque added to output shaft 20 is a positive torque when second motor generator 50 is in a power running state, while the torque added to output shaft 20 is a negative torque when second motor generator 50 is in a regenerative state
Hybrid drive device 5 shown in Fig 1 operates engine 110 with as high efficiency as possible, so as to reduce the amount of an exhaust gas, and improve fuel efficiency as well Furthermore, energy is regenerated by a motor generator, and thereby fuel efficiency can also be improved Accordingly, if a large driving force is required, second motor generator 50 is driven and its torque is added to output shaft 20 while the torque of main power source 10 is transmitted to output shaft 20. In that case, transmission 60 is- set to low speed gear L at a low vehicle speed to increase the torque to be added, and if the vehicle speed is increased subsequently, transmission 60 is set to high speed gear H to lower the revolution speed of second motor generator 50 This is because driving efficiency of second motor generator 50 is maintained in a favorable state to prevent deterioration in fuel efficiency
Fig. 4 is a drawing showing a transition of gear setting in transmission 60 described above
Referring to Fig. 4, when the vehicle is started, low speed gear L is set as an initial setting When the vehicle speed is increased from the state where the vehicle is started, and a required driving force is decreased, it is necessary to make the gear transition from L to H In contrast, while the vehicle runs at high speed gear H, it is also necessary to make the transition from high speed gear H to low speed gear L, because of decrease in vehicle speed and increase in driving force required. Such control on gear setting is performed in accordance with the map stored in electronic control device (T-ECU) 127, as described above As described above, when low speed gear L is set, brake B 1 is released while brake B2 is engaged In contrast, when high speed gear H is set, brake B 1 is engaged while brake B2 is released In other words, in hybrid drive device 5, even when the vehicle is started in a motor running mode that entirely relies on an output from second motor generator 50, brake B2 is required to be engaged so as to set low speed gear L
In contrast, if a brake is manipulated in a state where the vehicle runs at a prescribed vehicle speed and the vehicle is decelerated, second motor generator 50 is brought into a driven state to regenerate energy and perform regenerative braking In this case, if the vehicle runs at a vehicle speed equal to or above a prescribed value, transmission 60 is set at high speed gear H, and hence regenerative braking is performed in that state When the vehicle speed is decreased subsequently, gear shifting occurs such that transmission 60 is at low speed gear L when the vehicle is stopped
Referring again to Fig 1, in hybrid drive device 5, a mechanical-powered oil pump 150 generates a hydraulic pressure to be supplied to brakes Bl, B2 (i e the hydraulic frictional engagement device)
A drive shaft 160 of oil pump 150 is connected to output shaft 20 through a gear 155 Accordingly, as output shaft 20 rotates, drive shaft 160 is rotated to actuate oil pump 150 In other words, oil pump 150 is configured to be capable of generating a hydraulic pressure even when engine 110 is stopped, in other words, even in the motor running mode where the vehicle exclusively runs by a driving force of second motor generator 50
Figs 5 A and 5B show operations of the hydraulic frictional engagement device (brakes Bl, B2) at low speed gear L Fig 5 A shows an engaged state of brake B2, while Fig 5B shows a released state of brake Bl Referring to Fig 5 A, hydraulic pressure brake B2 includes a piston 210 actuated by a hydraulic pressure, a first clutch plate 220 configured with a metal plate, and a second clutch plate 230 that has a metal plate having a surface to which a friction material 232 is attached First clutch plate 220 is fitted into ring gear 125 First clutch plate 220 and second clutch plate 230 are engaged with each other, so that ring gear 125 is fixed
Piston 210 is configured to be capable of transmitting a hydraulic pressure generated by oil pump 150 through a solenoid valve (not shown) Furthermore, piston 210 is provided with an elastic body 250 serving as a biasing element (which corresponds to a "biasing mechanism" in the present invention) exerting a biasing force Fsp for allowing first clutch plate 220 and second clutch plate 230 to be engaged A spring may typically be used for elastic body 250
Referring to Fig 5B, hydraulic brake Bl includes a piston 215 activated by a hydraulic pressure, a first clutch plate 225 configured with a metal plate, and a second clutch plate 235 that has a metal plate having a surface to which a friction material 237 is attached Second clutch plate 225 is fitted into first sun gear 121 First clutch plate 225 and second clutch plate 235 are engaged with each other, so that first sun gear 121 is fixed As with piston 210, piston 215 is configured to be capable of transmitting a hydraulic pressure generated by oil pump 150 through a solenoid valve (not shown) The hydraulic pressure applied to piston 215 is shown by P2 In contrast, piston 215 is not provided with a biasing element as in piston 210 In the following, the hydraulic pressure applied to piston 210 is shown by Pl, while the hydraulic pressure applied to piston 215 is shown by P2
At low speed gear L, the above-described solenoid valve is closed so that no hydraulic pressure is applied to pistons 210, 215 In other words, Pl = P2 = 0
At that time, as shown in Fig 5 A, no pressure is applied to brake B2 from piston 210, and hence first clutch plate 225 and second clutch plate 235 are engaged with each other by biasing force Fsp caused by elastic body 250 Accordingly, when hydraulic pressure Pl = O, the biasing force caused by elastic body 250 brings brake B2 into the engaged state
In contrast, as shown in Fig 5B, piston 215 is not provided with a biasing element, and hence when hydraulic pressure P2 = 0 and a pressure is not applied from piston 215, a force that allows first clutch plate 225 and second clutch plate 235 to be engaged with each other is not generated Accordingly, brake B 1 is brought into the released state Figs 6 A, 6B show the states of brakes Bl, B2 at high speed gear H Fig 6 A shows the released state of brake B2, while Fig 6B shows the engaged state of brake Bl.
Referring to Fig. 6A, when high speed gear H is set, the solenoid valve described above is opened so that a hydraulic pressure PBl is applied to piston 210 (Pl = PB1). By setting a force applied by piston 210 when hydraulic pressure PBl is applied, to be larger than biasing force Fsp caused by elastic body 250, first clutch plate 225 and second clutch plate 235 are brought into a non-contact state when hydraulic pressure Pl = PBl, which brings brake B2 into the released state.
In contrast, as shown in fig 6B, when the solenoid valve described above is opened and a hydraulic pressure PB2 is applied to piston 215 (P2 = PB2) in brake Bl, piston 215 generates a force that allows first clutch plate 225 and second clutch plate 235 to be engaged with each other. Accordingly, brake Bl is brought into the engaged state
As can be understood from Figs 5 A and 5B, brakes Bl, B2, which serve as frictional engagement devices, are configured such that they are not required to apply a hydraulic pressure to pistons 210, 215 at low speed gear L set when the vehicle is started. As a result, there is no need to use an electrically-powered oil pump as oil pump 150 for supplying a hydraulic pressure to brakes Bl, B2, and hence proper gear setting is allowed when the vehicle is started by the use of any of the power sources (main power source 10 and assist power source 50)
Furthermore, in hybrid drive device 5, oil pump 150 is driven as output shaft 20 rotates, and hence after the vehicle is started, a hydraulic pressure can be supplied to brakes Bl, B2 when the vehicle runs by the use of any of the power sources. By controlling the opening and the closing of the solenoid valve, for example, low speed gear L and high speed gear H can therefore be set as appropriate
Accordingly, even in the case where any of the power sources is used, it is possible to properly operate the transmission by allowing gear setting (low speed gear L) when the vehicle is started, and by allowing gear transition (from low speed gear L to high speed gear H, in particular) after the vehicle is started, without providing an electrically-powered oil pump, or without providing a new element such as a clutch that controls coupling between engine 110 and oil pump 150.
The application of the present invention is not limited to the configuration of the hybrid drive device shown in Fig. 1 In other words, as long as there is used a hybrid drive device having a driven configuration including a first power source (a typical example of which is an internal combustion engine) and a second power source (a typical example of which is a motor generator) connected to an output shaft through a transmission, if an oil pump for supplying a hydraulic pressure to a frictional engagement device is configured to be driven as the output shaft rotates, and if the transmission is configured such that even when no hydraulic pressure is supplied from the oil pump, the frictional engagement device is allowed to set the gear (low speed gear L) used when the vehicle is started, the present invention can be applied to a hybrid drive device having another configuration (e.g each of the various configurations disclosed, for example, in Patent Document 1 or 3)
For the gears set by the transmission, a plurality of gears, which are three or more gears, may be set instead of two level gears including low speed gear L and high speed gear H. In this case, the transmission may be configured such that, even when no hydraulic pressure is supplied from the oil pump, the frictional engagement device is allowed to set the gear used when the vehicle is started, and when a hydraulic pressure is supplied, shift to another gear is allowed
It should be understood that the embodiments and examples disclosed here are illustrative in all respects and are not to be taken by way of limitation The scope of the present invention is not limited by the description above, but by the terms of the appended claims, and all the modifications made within the scope of the claims and the equivalents thereof are intended to be embraced. Industrial Applicability
The present invention can be applied to a hybrid vehicle provided with an internal combustion engine and a motor

Claims

1 A hybrid drive device, comprising: a power split device distributing at least a part of an output of a first power source to an output shaft, a transmission configured to include a plurality of hydraulic factional , engagement devices, a second power source connected to said output shaft through said transmission, and an oil pump configured to be driven by rotation of said output shaft, for generating a hydraulic pressure to be supplied to said plurality of frictional engagement devices, said plurality of frictional engagement devices including a first frictional engagement device producing a gear ratio to be used when a vehicle is started, ■ said first frictional engagement device being configured to be engaged in a state where said hydraulic pressure is not supplied thereto, and to be released by being supplied with said hydraulic pressure.
2 The hybrid drive device according to claim 1, wherein said transmission is configured such that, when said first frictional engagement device is engaged, the gear ratio to be used when the vehicle is started is produced.
3 The hybrid drive device according to claim 1 or 2, wherein said plurality of frictional engagement devices further include a second frictional engagement device configured to be released in the state where said hydraulic pressure is not supplied, and to be engaged by being supplied with said hydraulic pressure, and said transmission is configured such that, when said second frictional engagement device is engaged, a gear ratio lower than the gear ratio obtained when said first frictional engagement device is engaged is produced
4 The hybrid drive device according to claim 1, wherein each of said plurality of frictional engagement devices has a hydraulic pressure- actuated piston actuated by being supplied with said hydraulic pressure, for switching between engagement and release between an input-side frictional element and an output- side frictional element, and said first frictional engagement device has a biasing mechanism biasing said hydraulic pressure-actuated piston in a direction along which said input-side frictional element and said output-side frictional element are engaged with each other
PCT/JP2006/320162 2005-10-07 2006-10-03 Hybrid drive device WO2007043501A1 (en)

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CN107100965A (en) * 2016-02-23 2017-08-29 舍弗勒技术股份两合公司 The planetary gear manual transmission of high transmission ratio
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WO2018091235A1 (en) * 2016-11-21 2018-05-24 Zf Friedrichshafen Ag Transmission, in particular motor vehicle transmission, and drive train

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