WO2011122136A1 - Dispositif d'entraînement hybride - Google Patents

Dispositif d'entraînement hybride Download PDF

Info

Publication number
WO2011122136A1
WO2011122136A1 PCT/JP2011/053114 JP2011053114W WO2011122136A1 WO 2011122136 A1 WO2011122136 A1 WO 2011122136A1 JP 2011053114 W JP2011053114 W JP 2011053114W WO 2011122136 A1 WO2011122136 A1 WO 2011122136A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
friction
mode
output
wheel
Prior art date
Application number
PCT/JP2011/053114
Other languages
English (en)
Japanese (ja)
Inventor
資巧 吉村
土屋　査大
山下　貢
神谷　美紗紀
塚本　一雅
都築　繁男
尾崎　和久
Original Assignee
アイシン・エィ・ダブリュ株式会社
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 アイシン・エィ・ダブリュ株式会社 filed Critical アイシン・エィ・ダブリュ株式会社
Publication of WO2011122136A1 publication Critical patent/WO2011122136A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/48—Parallel 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/181—Preparing for stopping
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1088—CVT
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31493—Switches on the dashboard
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50866—Parking, i.e. control of drive units during parking
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70424—Outputting a clutch engaged-disengaged signal
    • 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
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/42—Gearings providing a continuous range of gear ratios in which two members co-operate by means of rings or by means of parts of endless flexible members pressed between the first mentioned members
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a hybrid drive device that can drive a wheel with an engine and an electric motor, and more particularly, to a hybrid drive device that integrally incorporates an electric motor and a power transmission device that transmits the output of the engine to the wheel.
  • a hybrid drive device that drives wheels by an engine and an electric motor, in which one electric motor and a continuously variable transmission are combined.
  • a continuously variable transmission for the hybrid drive device is composed of a pair of pulleys and a metal belt (or chain) wound around the pulleys, and the belt continuously variable by changing the effective diameter of the pulleys.
  • a continuously variable transmission is used.
  • JP 2006-501425 A JP 2006-501425A
  • a parking mechanism is provided to put the vehicle in a parking state.
  • a parking gear is drivingly connected to the friction output portion of the continuously variable transmission, and this gear and the parking pole are engaged to enter the parking state.
  • the hybrid drive device is desired to be low in cost and compact, it is inevitable that the device is increased in size and cost as much as the parking mechanism is provided.
  • the parking state cannot be realized by omitting the parking mechanism.
  • the present invention has been invented to realize a structure that can achieve cost reduction and downsizing, and that allows the vehicle to be parked and towed.
  • the present invention includes an input member (10) that is drivingly connected to an output shaft (5) of an engine, and an output member (4) that is drivingly connected to a wheel, and blocks the rotation of the input member (10).
  • a power transmission device that continuously transmits to the output member (4) without doing
  • a clutch (6) capable of connecting and disconnecting power between the output shaft (5) of the engine and the input member (10);
  • An electric motor (2) drivingly connected to the power transmission device; Based on the selection of one of the forward mode (D), reverse mode (R), and neutral mode (N), and on / off of the system switch (24), the clutch (6) is connected / disconnected.
  • Control means (25) for controlling, Between the input member-side clutch member (6b) of the clutch (6) and the wheel, the power is not cut off regardless of whether the mode and the system switch (24) are on or off, and the drive is connected.
  • the control means (25) disconnects the clutch (6), and the system switch (24) Is turned off and the rotation of the wheel is stopped, the clutch (6) is brought into a connected state regardless of the mode.
  • the hybrid drive apparatus is characterized by the above.
  • the power transmission device includes a friction input portion (13) that is drivingly connected to the input member (10), and a friction output portion (14) that is drivingly connected to the output member (4).
  • a friction input portion (13) that is drivingly connected to the input member (10)
  • a friction output portion (14) that is drivingly connected to the output member (4).
  • the friction input part (13) and the friction output part (14) are parallel to each other in the axis, and the large diameter part and the small diameter part are reversed in the axial direction.
  • It is a cone ring type continuously variable transmission which is composed of a conical friction wheel and which is continuously variable by moving in an axial direction a ring (15) sandwiched between inclined surfaces facing each other.
  • the clutch is connected regardless of the mode. Since the clutch and the wheel are drivingly connected regardless of the mode and whether the switch is on or off, the engine and the wheel are drivingly connected to realize a parking state. As a result, it is not necessary to provide a separate parking mechanism in the hybrid drive device, and cost reduction and compactness can be achieved. On the other hand, since the clutch is disengaged when the system switch is on and the mode is the neutral mode, the vehicle can be pulled.
  • the hybrid drive unit incorporating the friction type continuously variable transmission can reduce the cost and the size.
  • the third aspect of the present invention even in a structure to which a cone ring type continuously variable transmission that is relatively large in the axial direction of the friction wheel is applied, there is no need to separately provide a parking mechanism. It is easy to reduce the dimensions and can be made compact.
  • the hybrid drive device 1 includes an electric motor 2, a cone ring type continuously variable transmission (friction type continuously variable transmission) 3, a differential device 4, an output shaft 5 of an engine (not shown), and a cone.
  • a clutch 6 for connecting / disconnecting power to / from the ring type continuously variable transmission 3 and a gear transmission 7 are provided.
  • the electric motor 2 is supported at both ends of the motor output shaft 2a by a case (not shown) via a bearing 8 so as to be rotatable.
  • a motor output gear 2b made of a gear (pinion) is formed on one side (right side in FIG. 1) of the motor output shaft 2a.
  • the motor output gear 2 b meshes with an intermediate gear (gear) 11 that is an input gear provided on an input shaft 10 that is an input member via an idler gear (gear) 9.
  • the shaft 9a of the idler gear 9 is rotatably supported by bearings 12 at both ends of the case. Further, the idler gear 9 is arranged in a state of being partially overlapped with the electric motor 2 in a side view (when viewed from the axial direction). That is, the motor output gear 2b made of a pinion has a small diameter, the intermediate gear 11 of the input shaft 10 has a large diameter, and the gear ratio transmitted from the output gear (gear) 2b to the intermediate gear 11 via the idler gear 9 is increased. (Large reduction ratio) is possible.
  • the cone ring type continuously variable transmission 3 includes a conical friction wheel 13 that is a friction input portion, a conical friction wheel 14 that is a friction output portion, and a metal ring 15.
  • the two friction wheels 13 and 14 are arranged in parallel with each other so that the large-diameter portion and the small-diameter portion are opposite to each other in the axial direction, and the ring 15 is formed on the inclined surfaces facing the two friction wheels 13 and 14. It is arranged so as to be sandwiched and surround one of the two friction wheels, for example, the input side friction wheel 13.
  • a large thrust force acts on at least one of the two friction wheels, and the ring 15 is clamped by a relatively large clamping pressure based on this thrust force.
  • a pressing mechanism 17 having a wavy cam surface on the axially opposed surface is formed between the output side friction wheel 14 and the output shaft 16, and the output side friction is caused by the pressing mechanism 17.
  • the vehicle 14 is caused to generate a thrust force in the direction of arrow D corresponding to the transmission torque. Then, a large pinching pressure is generated in the ring 15 between the input side friction wheel 13 supported in a direction opposite to the thrust force.
  • the input side friction wheel 13 is supported by the case on the large diameter side (left side in FIG. 1) through the roller bearing 18a, and the small diameter side (right side in FIG. 1) end is a tapered roller. It is supported by the case via a bearing 19a.
  • the thrust force in the direction of arrow D from the output side friction wheel 14 acting on the input side friction wheel 13 via the ring 15 is carried by the tapered roller bearing 19a.
  • the output side friction wheel 14 is supported by the case at the small diameter side (left side in FIG. 1) through the roller bearing 18b, and the large diameter side (right side in FIG. 1) end is the roller bearing. It is supported by the case via 18c.
  • the output shaft 16 in which the thrust force in the direction of arrow D described above is applied to the output side friction wheel 14 is supported by the case at the opposite end to the output side friction wheel 14 via a tapered roller bearing 19b.
  • a reaction force of a thrust force acting on the output-side friction wheel 14 acts on the output shaft 16 in the counter arrow D direction, and the thrust reaction force is carried by the tapered roller bearing 19b.
  • the ring 15 is moved in the axial direction by an electric actuator 20 (A, axial movement means) such as a ball screw that is rotationally driven by a motor to change the contact position between the input side friction wheel 13 and the output side friction wheel 14.
  • the rotation ratio between the input side friction wheel 13 and the output friction wheel 14 is continuously changed.
  • the thrust force D corresponding to the transmission torque described above is canceled out in the integrated case via the tapered roller bearings 19a and 19b, and does not require an equilibrium force as an external force such as hydraulic pressure.
  • a differential device 4 serving as an output member has a differential case 4a.
  • a shaft orthogonal to the axial direction is attached to the inside of the differential case 4a, and bevel gears 4b and 4b serving as differential carriers are engaged with the shaft.
  • Axle shafts 4cl and 4cr that are drive-coupled to the left and right wheels are supported, and bevel gears 4d and 4d that mesh with the differential carrier are fixed to the axle shafts.
  • a large-diameter differential ring gear (gear) 4e is attached to the outside of the differential case 4a.
  • the diff ring gear 4e rotates around the central axis of the differential device 4 (the rotation axis of the axle shafts 4cl and 4cr).
  • the continuously variable transmission output shaft 16 is formed with a gear (pinion) 16a, and the gear 16a is engaged with a diff ring gear 4e. Therefore, the output side friction wheel 14 is drivingly connected to the wheel via the pressing mechanism 17, the output shaft 16, the output gear 16 a, and the differential device 4.
  • Motor output gear (pinion) 2b, idler gear 9 and intermediate gear (gear) 11, continuously variable transmission output gear (pinion) 16a and diff ring gear (gear) 4e constitute a gear transmission 7.
  • the motor output gear 2b and the diff ring gear 4e are arranged so as to overlap in the axial direction, and the intermediate gear 11 and the continuously variable transmission output gear 16a are further in the axial direction with the motor output gear 2b and the diff ring gear 4e. They are arranged to overlap.
  • a gear means the meshing rotation transmission means including a gear and a sprocket
  • a gear transmission means the gear transmission which consists of all gears.
  • the input shaft 10 is rotatably supported by a bearing 21 at an intermediate portion of the input shaft 10.
  • One end of the input shaft 10 is drivingly connected to the input side friction wheel 13 of the continuously variable transmission 3 by spline engagement or the like, and the other end side. Is interlocked with the output shaft 5 of the engine via the clutch 6. Therefore, the input side friction wheel 13 is drivingly connected to the output shaft 5 via the input shaft 10 and the clutch 6.
  • the idler gear shafts 9a are all arranged in parallel and supported by the case, and the gears (gears) 2b, 9, 11, 16a, 4e of the gear transmission 7 are respectively arranged.
  • the electric motor 2 and the continuously variable transmission 3 are arranged in one axial direction, and the engine is connected to the other.
  • the continuously variable transmission 3 and the gear transmission 7 constitute a power transmission device. With this configuration, the power transmission device continuously transmits to the differential device 4 without interrupting the rotation of the input shaft 10.
  • the clutch 6 includes an engine-side clutch member 6a that is drivingly connected to the output shaft 5 of the engine, and a transmission-side clutch member (input member-side clutch member) 6b that is drivingly connected to the input shaft 10.
  • the lever 6c is driven by the electric actuator 22.
  • the electric actuator 22 includes a motor, a worm formed on the output shaft of the motor, a worm wheel meshing with the worm, and a rod connected to a part of the worm wheel.
  • the rod is connected to the lever 6c.
  • the motor is rotated to rotate the worm wheel by meshing the worm and the worm wheel. Then, the rod connected to the worm wheel is moved to drive the lever 6c connected to the load.
  • the electric actuator (A) 22 for connecting / disconnecting the clutch 6 is controlled by a control device (C) 25 as control means.
  • the control device 25 is configured to select a mode selected by the shift selector 23 which is a mode selection means capable of selecting a forward mode (D range), a reverse mode (R range), and a neutral mode (N range), an ignition switch of the vehicle, and a start
  • the connection / disconnection of the clutch 6 is controlled based on on / off of a system switch (SSW) 24 such as a button.
  • SSW system switch
  • the other end of the case is coupled to an internal combustion engine, and the output shaft 5 of the engine is used in conjunction with an input shaft 10 via a clutch 6.
  • the rotation of the input shaft 10 to which power from the engine is transmitted is transmitted to the input side friction wheel 13 of the cone ring type continuously variable transmission 3 via a spline, and further transmitted to the output side friction wheel 14 via a ring 15. Is done.
  • the rotation of the continuously variable speed output side friction wheel 14 is caused by a differential case 4a of the differential device 4 via an output shaft 16, an output gear 16a, and a differential ring gear 4e connected to the output side friction wheel 14 by a pressing mechanism 17 or the like.
  • the power is distributed to the left and right axle shafts 4cl and 4cr to drive the wheels (front wheels).
  • the power of the electric motor 2 is transmitted to the input shaft 10 through the motor output gear 2b, the idler gear 9 and the intermediate gear 11.
  • the rotation of the input shaft 10 is continuously variable via the cone ring type continuously variable transmission 3 and further transmitted to the differential device 4 via the output gear 16a and the differential ring gear 4e.
  • the motor output gear 2b, the differential ring gear 4e, the gear transmission 7 comprising the gears 9, 11, 16a, and the bevel gears 4b, 4d are oil-tight with the space where the cone ring type continuously variable transmission 3 is disposed. It is partitioned and accommodated in a single gear space filled with lubricating oil, and when the gears are engaged, the lubricating oil is interposed to smoothly transmit power.
  • the clutch 6 is disengaged and the electric motor 2 is driven to rotate so that the gears 2b, 9, 11, 16a, 4e and the cone ring are driven.
  • the power of the electric motor 2 is transmitted to the differential device 4 via the type continuously variable transmission 3 to rotate the wheels in the forward direction.
  • the clutch 6 is disengaged, and the electric motor 2 is rotationally driven in the opposite direction to that in the forward mode, so that the gears 2b, 9, 11, 16a and the cone ring type continuously variable transmission are provided.
  • the power of the electric motor 2 is transmitted to the differential device 4 through 3 to rotate the wheels in the reverse direction.
  • Such an operation mode of the engine and electric motor that is, an operation mode as the hybrid drive device 1 can be variously adopted as necessary.
  • the clutch 6 is disconnected and the engine is stopped, and the engine is started only by the torque of the electric motor 2.
  • the vehicle reaches a predetermined speed
  • the engine is started and the clutch 6 is connected to power the engine and the electric motor.
  • the electric motor is set to the free rotation or regenerative mode and travels only by the engine.
  • the electric motor is regenerated to charge the battery.
  • the clutch 6 may be used as a starting clutch, and may be used so as to start using the motor torque as an assist by the power of the engine.
  • connection (engagement) and disconnection (non-engagement) of the clutch 6 in this embodiment will be described with reference to FIG.
  • the control device 25 controls connection / disconnection of the clutch 6 based on the engagement table of FIG. In FIG. 2, “ ⁇ ” indicates a state where the clutch 6 is engaged, and “X” indicates a state where the clutch 6 is not engaged.
  • D range forward mode
  • SSWon system switch 24 turned on
  • the clutch 6 is connected or disconnected ( ⁇ or ⁇ )I do.
  • neutral mode (N range) is selected in this state, the clutch 6 is disengaged so that power transmission between the engine and the wheels is not performed.
  • the control device 25 determines whether or not the vehicle is stopped based on a signal from the sensor (S) 26 that detects the rotational speed of the wheel.
  • S the sensor
  • the clutch 6 is disengaged in all modes. In particular, when the system switch 24 is on and the neutral mode is selected, the clutch 6 is disengaged.
  • the power supply to the electric actuator 22 may be stopped in this state.
  • the drive mechanism that drives the lever of the clutch 6 of the electric actuator 22 is constituted by a worm and a worm wheel. Can be maintained.
  • a configuration in which the disconnected state cannot be maintained when the power supply is stopped can be employed as the above-described drive mechanism.
  • the clutch 6 is brought into the connected state regardless of the mode. After the system switch 24 is turned off and the clutch 6 is in the connected state, the system power supply except for the power supply to the necessary parts of the vehicle is shut down, and the power supply to the electric actuator 22 that drives the clutch 6 is also stopped. The clutch 6 is maintained in the connected state by the biasing force of the spring.
  • the shift selector 23 checks whether or not the neutral mode (N range) is selected (S2). When the neutral mode is not selected (when the forward mode or the reverse mode is selected), the clutch 6 is connected / disconnected according to the travel control (S3). On the other hand, when the neutral mode is selected in S2, the clutch 6 is disengaged (S4). If the system switch 24 is turned off in S1, it is confirmed whether or not the vehicle is stopped (S5). When the vehicle is not stopped (when traveling), the clutch 6 is disengaged (S4). On the other hand, when the vehicle is stopped in S5, the clutch 6 is brought into a connected state (S6). Then, the system power supply is shut down while maintaining the clutch 6 connected (S7).
  • the clutch 6 is connected regardless of the mode.
  • the clutch 6 and the wheel are drivingly connected regardless of the mode and the on / off state of the switch, the engine and the wheel are drivingly connected to realize a parking state.
  • the clutch 6 is disengaged when the system switch 24 is on and the mode is the neutral mode, the vehicle can be pulled.
  • the system switch 24 when the vehicle is stopped and parked, the system switch 24 is turned off, and the shift selector 23 selects one of the D range, N range, and R range. Thereby, a wheel and an engine are connected and a parking state is realized. In other words, the parking state can be achieved simply by turning off the system switch 24. As a result, an operation error by the driver can be made difficult to occur.
  • the system switch 24 when the vehicle is towed, the system switch 24 is turned on and the shift selector 23 selects the N range. If the system switch 24 is in the ON state, it is only necessary to select the N range. Thereby, a wheel and an engine are cut
  • the present invention is applied to the hybrid drive device 1 incorporating the cone ring type continuously variable transmission 3 that becomes relatively large in the axial direction of the friction wheels 13, 14.
  • the axial dimension can be reduced. As a result, even a structure to which the cone ring continuously variable transmission 3 is applied can be made compact.
  • the gear transmission may have a structure in which a sprocket (chain gear) and a chain are combined in addition to the gear, or may be an appropriate combination of this structure and the gear.
  • a clutch capable of connecting / disconnecting power between the output shaft of the engine and the input member of the power transmission device is provided, and an electric motor is drivingly connected to the power transmission device between the clutch and the wheel.
  • a clutch for cutting power is not provided between the clutch and the wheel so that power is not cut regardless of mode selection by the shift selector and whether the system switch is turned on or off.
  • the cone ring type friction continuously variable transmission is used as the continuously variable transmission.
  • the present invention is not limited to this, and the ring is disposed so as to surround both of the two conical friction wheels.
  • Continuously variable transmission (ring cone type) that has two conical friction wheels, a continuously variable transmission in which a friction wheel that contacts both friction wheels and moves in the axial direction is interposed, spherical shape such as toroidal A continuously variable transmission using a friction wheel, and an input-side and an output-side friction disk arranged between a pair of sheaves biased in a direction approaching each other so as to be sandwiched between pulley-type friction wheels
  • Other friction type continuously variable transmissions such as a continuously variable transmission that moves and shifts so as to change the distance between the axes of both friction disks may be used.
  • the transmission path of the gear transmission is configured to pass through the continuously variable transmission.
  • the present invention is not limited to this, and the rotation of the electric motor is transmitted to the differential ring gear 4e without passing through the continuously variable transmission. You may make it do.
  • the intermediate gear 11 is rotatably supported by the input shaft 10, and the rotation of the intermediate gear is transmitted to the continuously variable transmission output shaft 16 directly or via an idler gear. That is, the electric motor only needs to be provided in the power transmission path between the clutch and the wheel, and the electric motor may not be connected to the input side friction wheel 13 as described above.
  • the hybrid drive device according to the present invention can be used in various drive devices such as various transport devices such as automobiles, industrial devices, and production machines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Friction Gearing (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif d'entraînement hybride comportant un embrayage qui permet ou interdit la transmission de puissance depuis un arbre de sortie d'un moteur vers un arbre d'entrée d'un dispositif de transmission, et un dispositif de commande qui enclenche/déclenche l'embrayage. L'embrayage est constamment couplé en entraînement aux roues, indépendamment d'un mode de sélecteur de vitesses et de l'état de marche ou de mise hors tension d'un commutateur de système. Au point mort (N) avec le commutateur de système hors tension (SSW off), le dispositif de commande déclenche l'embrayage, permettant le remorquage. D'autre part, lorsque le véhicule est arrêté avec le commutateur de système hors tension (SSW off), indépendamment du mode, le dispositif de commande enclenche l'embrayage, en entrant en état de stationnement. Cette configuration permet la réduction de coût et de taille et permet à la fois un état de stationnement et de remorquage.
PCT/JP2011/053114 2010-03-29 2011-02-15 Dispositif d'entraînement hybride WO2011122136A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010075621A JP2011207296A (ja) 2010-03-29 2010-03-29 ハイブリッド駆動装置
JP2010-075621 2010-03-29

Publications (1)

Publication Number Publication Date
WO2011122136A1 true WO2011122136A1 (fr) 2011-10-06

Family

ID=44711874

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2011/053114 WO2011122136A1 (fr) 2010-03-29 2011-02-15 Dispositif d'entraînement hybride

Country Status (2)

Country Link
JP (1) JP2011207296A (fr)
WO (1) WO2011122136A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104875600B (zh) * 2014-02-28 2018-10-19 宝马股份公司 用于运行道路耦联式混合动力车辆的控制设备
US11512746B2 (en) 2019-02-22 2022-11-29 Honda Motor Co., Ltd. Clutch locking mechanism
WO2023195135A1 (fr) * 2022-04-07 2023-10-12 日産自動車株式会社 Procédé de commande pour véhicule et dispositif de commande pour véhicule

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09324828A (ja) * 1996-06-04 1997-12-16 Mitsubishi Motors Corp 車両のクラッチ装置
JP2001054202A (ja) * 1999-08-05 2001-02-23 Nissan Motor Co Ltd 車両用制動力制御装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09324828A (ja) * 1996-06-04 1997-12-16 Mitsubishi Motors Corp 車両のクラッチ装置
JP2001054202A (ja) * 1999-08-05 2001-02-23 Nissan Motor Co Ltd 車両用制動力制御装置

Also Published As

Publication number Publication date
JP2011207296A (ja) 2011-10-20

Similar Documents

Publication Publication Date Title
JP5832002B2 (ja) 無段変速機
EP2272729B1 (fr) Dispositif de puissance hybride
US8771135B2 (en) Hybrid power drive apparatus
EP2796310B1 (fr) Dispositif de transfert
US7309067B2 (en) Continuously variable transmission
JP2006052853A (ja) 自動車用の出力分岐型トランスミッション及びこの出力分岐型トランスミッションを駆動するための方法
JP2005516168A (ja) 連続可変変速装置
CN108019480B (zh) 车辆及其无级变速传动系统
JP2006248341A (ja) 車両用走行伝動装置
WO2011122136A1 (fr) Dispositif d'entraînement hybride
JP2019158121A (ja) 車両用動力伝達装置
WO2011122135A1 (fr) Dispositif d'entraînement hybride
JP2008232306A (ja) 車軸駆動装置
KR101675383B1 (ko) 아이들 제어가 가능한 듀얼 일방향 클러치 및 이를 구비한 변속기
JP4779709B2 (ja) 無段変速装置
JP2015031312A (ja) 動力伝達機構
US9488258B2 (en) Vehicle power transmission device
JP6358345B2 (ja) 自動変速機
JP2007253736A (ja) ハイブリッド駆動装置
JP4657269B2 (ja) トランスファ装置
US9568079B2 (en) Vehicle power transmission device
JP3777965B2 (ja) 変速機
WO2011111545A1 (fr) Dispositif de commande hybride
JP2005164014A (ja) トロイダル型無段変速装置
JP2008051213A (ja) 変速機

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11762377

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11762377

Country of ref document: EP

Kind code of ref document: A1