WO2012005094A1 - 自動車用駆動システム及びその制御方法 - Google Patents
自動車用駆動システム及びその制御方法 Download PDFInfo
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- WO2012005094A1 WO2012005094A1 PCT/JP2011/063714 JP2011063714W WO2012005094A1 WO 2012005094 A1 WO2012005094 A1 WO 2012005094A1 JP 2011063714 W JP2011063714 W JP 2011063714W WO 2012005094 A1 WO2012005094 A1 WO 2012005094A1
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- input
- output
- clutch
- way clutch
- engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H29/04—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts in which the transmission ratio is changed by adjustment of a crank, an eccentric, a wobble-plate, or a cam, on one of the shafts
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- 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
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- 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 an automobile drive system having a hill hold assist function for preventing a vehicle from retreating when starting on a hill (starting uphill), and a control method therefor.
- the present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide an automobile drive system and a control method thereof that can implement a hill hold assist function only by performing simple control. is there.
- an invention according to claim 1 is an automobile drive system (for example, drive system 1 in an embodiment described later).
- An internal combustion engine that generates rotational power for example, a first engine ENG1 and a second engine ENG2 in an embodiment described later
- a speed change mechanism for example, a first transmission TM1 and a second transmission TM2 in an embodiment described later for shifting and outputting the rotational power generated by the internal combustion engine section
- An input member for example, an input member 122 in an embodiment described later
- an output member for example, an output member 121 in an embodiment described later
- An engaging member for example, a roller 123 in an embodiment described later
- One-way clutch OWC1, second one-way clutch OWC2) The rotational drive coupled to the output member of the one-way clutch and transmitting the rotational power transmitted to the output member to a drive wheel (for example, drive wheel 2 in an embodiment described later) and rotating integrally with the drive wheel A member (for example, a rotated drive member 11 in an embodiment described later);
- a clutch mechanism that is interposed between the output member of the one-way clutch and the driven member for rotation, and is capable of transmitting / cutting power between the two members by ON / OFF control (for example, implementation described later) Clutch mechanism CL1 in the form, second clutch mechanism CL2), Clutch mechanism control means for controlling ON / OFF of the clutch mechanism (for example, control means 5 in an embodiment described later);
- Climbing state detection means for detecting the climbing state of the
- a plurality of first fulcrums that rotate with the input shaft for example, a first fulcrum O3 in an embodiment described later
- a plurality of eccentric disks for example, the eccentric disk 104 in the embodiment described later
- An output member for example, an output member 121 in an embodiment to be described later
- an output center axis for example, an output center axis O2 in an embodiment to be described later
- an engaging member for example, an input member 122 in the embodiment described later
- an engaging member which locks or unlocks the input member and the output member.
- the rotational power input to the input member is A one-way clutch that transmits to the output member, thereby converting the swinging motion of the input member into the rotational motion of the output member (e.g., implementation described below)
- the one-way clutch 120) in the state A second fulcrum (for example, a second fulcrum O4 in an embodiment described later) provided at a position separated from the output center axis on the input member;
- One end for example, a ring portion 131 in an embodiment described later
- the other end for example, a distal end portion 132 in an embodiment described later
- a gear ratio variable mechanism (for example, a gear ratio in an embodiment described later) that changes a gear ratio when input rotational power is transmitted as rotational power to the output member of the one-way clutch via the eccentric disk and the connecting member.
- Variable ratio mechanism 112 is configured as a continuously variable transmission mechanism of a four-bar link mechanism type in which the eccentric amount can be set to zero so that the gear ratio can be set to infinity
- An output shaft (for example, an output shaft S1 in an embodiment described later) of the internal combustion engine section is connected to an input shaft of the continuously variable transmission mechanism
- the one-way clutch which is a component of the continuously variable transmission mechanism, also serves as the one-way clutch provided between the transmission mechanism and the driven member for rotation,
- the invention of claim 2 is the configuration of claim 1,
- the clutch mechanism control means turns on the clutch mechanism to start the vehicle uphill, and then transmits the driving force of the internal combustion engine section to the rotated drive member via the speed change mechanism for traveling of the vehicle.
- the clutch mechanism is switched from ON to OFF. It is characterized by that.
- the invention of claim 3 is the configuration of claim 1, As the internal combustion engine part, a first internal combustion engine part and a second internal combustion engine part that independently generate rotational power are provided, As the speed change mechanism, there are provided a first speed change mechanism and a second speed change mechanism that respectively change and output rotational power generated by the first internal combustion engine part and the second internal combustion engine part, As the one-way clutch, a first one-way clutch and a second one-way clutch are provided at the output portions of the first transmission mechanism and the second transmission mechanism, respectively.
- the rotated drive member is commonly connected to both output members of the first one-way clutch and the second one-way clutch;
- a first clutch mechanism and a second clutch mechanism are provided between the output members of the first one-way clutch and the second one-way clutch and the driven member, respectively.
- the first speed change mechanism and the second speed change mechanism are each constituted by a continuously variable transmission mechanism of the four-bar linkage mechanism type, and the first internal combustion engine section and the second speed change mechanism are connected to the input shaft of each continuously variable transmission mechanism.
- the one-way clutch that is a component of each continuously variable transmission mechanism is connected to the output shaft of the internal combustion engine section, and the first one-way clutch provided between the transmission mechanism and the driven member. Doubles as a clutch and a second one-way clutch, When the clutch mechanism control means determines that the vehicle reverse prevention control is required by the determination means, only one of the first clutch mechanism and the second clutch mechanism is turned ON, and the other The clutch mechanism is turned off.
- the invention of claim 4 is the structure of claim 3,
- a motor generator (for example, a sub motor generator MG2 in an embodiment described later) is connected to the output shaft of the first internal combustion engine section;
- the clutch mechanism control means turns on the second clutch mechanism when the motor generator generates electric power using the driving force of the first internal combustion engine section while the vehicle is stopped or immediately after starting.
- the first clutch mechanism is turned off.
- the invention of claim 5 is the configuration of claim 3,
- a motor generator is connected to the output shaft of the first internal combustion engine section;
- the clutch mechanism control means sets the speed ratio of the first transmission mechanism to infinite when the motor generator generates power using the driving force of the first internal combustion engine section while the vehicle is stopped or immediately after starting.
- the first clutch mechanism is turned ON and the second clutch mechanism is turned OFF.
- the invention of claim 6 An internal combustion engine that generates rotational power; A transmission mechanism for shifting and outputting the rotational power generated by the internal combustion engine section;
- the input that is provided at an output portion of the speed change mechanism, has an input member, an output member, and an engagement member that locks or unlocks the input member and the output member, and receives the rotational power from the speed change mechanism When the rotation speed in the positive direction of the member exceeds the rotation speed in the positive direction of the output member, the input member and the output member are in a locked state, so that the rotational power input to the input member is transmitted to the output member.
- a clutch mechanism that is interposed between the output member of the one-way clutch and the driven member for rotation, and is capable of transmitting / cutting power between the two members by being controlled ON / OFF;
- the transmission mechanism is An input shaft that rotates around the input center axis by receiving rotational power; and A plurality of first fulcrums that are provided at equal intervals in the circumferential direction of the input shaft and that each rotate with the input shaft around the input center axis while maintaining a variable amount of eccentricity with respect to the input center axis;
- a plurality of eccentric disks each having the first fulcrum at its center and rotating about the input center axis;
- An output member that rotates around an output center axis that is distant from the input center axis, an input member that swings around the output center axis by
- a one-way clutch that converts the swinging motion of the input member into the rotational motion of the output member;
- a second fulcrum provided at a position spaced from the output center axis on the input member;
- One end is connected to the outer periphery of each eccentric disk so as to be rotatable around the first fulcrum, and the other end is rotatably connected to the second fulcrum provided on the input member of the one-way clutch.
- An output shaft of the internal combustion engine section is connected to an input shaft of the continuously variable transmission mechanism;
- the one-way clutch which is a component of the continuously variable transmission mechanism, is a method for controlling an automotive drive system that also serves as the one-way clutch provided between the transmission mechanism and the rotated drive member, The clutch mechanism is turned on when the vehicle reverse prevention control is necessary for starting uphill, and the clutch mechanism is turned off when the vehicle reverse prevention control is not necessary.
- the rotation of the internal combustion engine is converted into a swinging motion, and the swinging motion is rotated again by the one-way clutch. Since the continuously variable transmission mechanism of the four-bar linkage mechanism that is taken out as motion is used, transmission of motion in the reverse direction can be locked as a structural function of the speed change mechanism. Therefore, if the clutch mechanism provided between the driven member and the output member of the one-way clutch is turned ON and the driven member and the output member of the one-way clutch are connected so as to be able to transmit power, the movement in the reverse direction is performed. The rotation of the driven member can be restricted (locked), and the clutch mechanism is turned off between the driven member and the output member of the one-way clutch. Can be separated from the rotation restriction of the driven member by the speed change mechanism.
- the clutch mechanism when the vehicle is driven by the power of the internal combustion engine section after starting uphill with the clutch mechanism turned ON, the clutch mechanism is kept ON.
- the time for switching to ON again can be reduced. That is, normally, when the power of the internal combustion engine part is directly used for traveling, it is necessary to turn on the clutch mechanism.
- the clutch mechanism when the clutch mechanism is turned on in order to work the hill hold assist function, the clutch mechanism is turned on as it is. By maintaining the state, the operation of switching the clutch mechanism from OFF to ON becomes unnecessary. As a result, the time required to turn on the clutch mechanism again can be reduced, and smooth operation becomes possible.
- the clutch mechanism that was turned on at the time of starting is turned off. By doing so, the friction on the upstream side of the clutch mechanism can be quickly reduced, and energy loss can be reduced.
- the first clutch mechanism on the downstream side of the first internal combustion engine section is turned off, so that the driving force of the first internal combustion engine section is rotated by the driven member (foot shaft side).
- the hill hold assist function can be activated by turning on the second clutch mechanism. Therefore, the hill hold assist function can be used while generating power in the first internal combustion engine.
- the hill hold assist function can be activated by turning on the first clutch mechanism on the downstream side of the first internal combustion engine section.
- the transmission ratio of the first transmission mechanism connected to the first internal combustion engine portion is set to infinity, the power of the first internal combustion engine portion is prevented from being transmitted to the driven member. it can. Therefore, by increasing the rotational speed of the first internal combustion engine part while changing the gear ratio from this stage, it is possible to immediately transmit the rotational power of the first internal combustion engine part to the driven member. That is, when switching from series operation to engine running using the driving force of the first internal combustion engine unit, smooth switching is possible.
- FIG. 5B is a diagram showing a state in which the gear ratio i is set to “small” with “large”, and FIG.
- 5B is a diagram showing a state in which the eccentricity r1 is set to “medium” and the gear ratio i is set to “medium”.
- ) Is a diagram showing a state in which the eccentricity r1 is set to “small” and the transmission ratio i is set to “large”, and
- (d) is a state in which the eccentricity r1 is set to “zero” and the transmission ratio i is set to “infinity ( ⁇ )”. It is a figure which shows the state set to.
- FIG. 7 is an explanatory diagram of the latter half of the speed change principle of the speed change mechanism in the same speed change mechanism, wherein the input member 122 of the one-way clutch 120 swings when the speed change ratio i is changed by changing the eccentric amount r1 of the eccentric disk.
- FIG. 6A is a diagram showing a change in the angle ⁇ 2, and (a) shows a state in which the swing angle ⁇ 2 of the input member 122 becomes “large” by setting the eccentricity r1 to “large” and the transmission ratio i to “small”.
- FIG. 6A is a diagram showing a change in the angle ⁇ 2, and (a) shows a state in which the swing angle ⁇ 2 of the input member 122 becomes “large” by setting the eccentricity r1 to “large” and the transmission ratio i to “small”.
- 5B is a diagram showing a state in which the swing angle ⁇ 2 of the input member 122 is “medium” by setting the eccentricity r1 to “medium” and the gear ratio i to “medium”; ) Is a diagram showing a state where the swing angle ⁇ 2 of the input member 122 is “small” by setting the eccentricity r1 to “small” and the transmission ratio i to “large”. It is explanatory drawing of the driving force transmission principle of the said infinite and continuously variable transmission mechanism comprised as a four-bar linkage mechanism.
- FIG. 6 is a diagram for explaining the principle of output extraction when power is transmitted from an input side (input shaft or eccentric disk) to an output side (output member of a one-way clutch) by a plurality of connecting members in the transmission mechanism.
- (A) And (b) is explanatory drawing of the reverse drive impossible state by the lock
- FIG. 1 is a skeleton diagram of an automobile drive system according to an embodiment of the present invention.
- FIG. 2 is a cross-sectional view showing a specific configuration of an infinite and continuously variable transmission mechanism that is a main part of the drive system.
- -It is the sectional side view which looked at the structure of a part of continuously variable transmission mechanism from the axial direction.
- the vehicle drive system 1 includes first and second engines ENG1 and ENG2 as first and second internal combustion engine units that independently generate rotational power, and first and second engines ENG1. , First and second transmissions (transmission mechanisms) TM1 and TM2 provided on the downstream sides of ENG2, and first and second one-way clutches OWC1 and OWC2 provided on the output portions of the transmissions TM1 and TM2.
- a rotated drive member 11 that receives the output rotation transmitted through the one-way clutches OWC1 and OWC2, a main motor generator MG1 connected to the rotated drive member 11, and an output shaft of the first engine ENG1
- the sub motor generator MG2 connected to S1, and the main and / or sub motor generator MG1
- a battery 8 which can power exchanged between the MG2, and a control unit 5 for controlling such starting and running pattern of the vehicle, with controlling the various elements.
- Each one-way clutch OWC1 and OWC2 is arranged between an input member (clutch outer) 122, an output member (clutch inner) 121, and the input member 122 and the output member 121, and the members 122 and 121 are locked to each other. Or it has the some roller (engagement member) 123 made into a non-locking state, and the urging member 126 which urges
- the first and second one-way clutches OWC1 and OWC2 are arranged on the right and left sides of the differential device 10, and the output members 121 of the first and second one-way clutches OWC1 and OWC2 are different from each other.
- the first and second clutch mechanisms CL1 and CL2 are connected to the rotation driven member 11 together.
- the first and second clutch mechanisms CL1 and CL2 control the transmission / cutoff of power between the output members 121 of the first and second one-way clutches OWC1 and OWC2 and the driven member 11 to be rotated. It is provided, and is in a state where transmission is possible when it is ON, and transmission is interrupted when it is OFF.
- these clutch mechanisms CL1 and CL2 other types of clutches (friction clutches or the like) may be used, but dog clutches are used because of low transmission loss.
- the driven member 11 is constituted by a differential case of the differential device 10, and the rotational power transmitted to the output member 121 of each one-way clutch OWC1, OWC2 is transmitted through the differential device 10 and the left and right axle shafts 13L, 13R. And transmitted to the left and right drive wheels 2.
- a differential case (rotary drive member 11) of the differential device 10 is provided with a differential pinion and a side gear (not shown).
- the left and right axle shafts 13L and 13R are connected to the left and right side gears, and the left and right axle shafts 13L and 13R are different from each other. Dynamic rotation.
- the first and second engines ENG1 and ENG2 use different engines with high efficiency operation points.
- the first engine ENG1 is an engine with a small displacement
- the second engine ENG2 The engine has a larger displacement than the first engine ENG1.
- the displacement of the first engine ENG1 is 500 cc
- the displacement of the second engine ENG2 is 1000 cc
- the total displacement is 1500 cc.
- the combination of the displacements is arbitrary.
- the main motor generator MG1 and the driven member 11 are connected so that power can be transmitted when the drive gear 15 attached to the output shaft of the main motor generator MG1 and the driven gear 12 provided on the driven member 11 are engaged. Yes.
- the main motor generator MG1 functions as a motor
- a driving force is transmitted from the main motor generator MG1 to the driven member 11 to be rotated.
- the main motor generator MG1 functions as a generator
- power is input from the driven member 11 to the main motor generator MG1, and mechanical energy is converted into electrical energy.
- a regenerative braking force acts on the driven member 11 from the main motor generator MG1.
- the sub motor generator MG2 is directly connected to the output shaft S1 of the first engine ENG1, and performs mutual transmission of power with the output shaft S1. Also in this case, when the sub motor generator MG2 functions as a motor, the driving force is transmitted from the sub motor generator MG1 to the output shaft S1 of the first engine ENG1. When sub motor generator MG2 functions as a generator, power is transmitted from output shaft S1 of first engine ENG1 to sub motor generator MG2.
- the rotational power generated by the first engine ENG1 and the second engine ENG2 is transmitted through the first transmission TM1 and the second transmission TM2 to the first one-way
- the rotational power is input to the driven member 11 via the first one-way clutch OWC1 and the second one-way clutch OWC2 and input to the clutch OWC1 and the second one-way clutch OWC2.
- the output shaft S2 and the rotated drive member 11 different from the power transmission via the second transmission TM2 between the output shaft S2 of the second engine ENG2 and the rotated drive member 11 are used.
- a synchro mechanism (clutch means also referred to as a starter clutch) 20 capable of connecting / disconnecting power transmission between them is provided.
- the synchro mechanism 20 always meshes with the driven gear 12 provided on the driven member 11 and rotates between the first gear 21 provided around the output shaft S2 of the second engine ENG2 and the second engine ENG2.
- a second gear 22 provided so as to rotate integrally with the output shaft S2 around the output shaft S2, and a sleeve for coupling or releasing the first gear 21 and the second gear 22 by being slid in the axial direction. 24. That is, the synchro mechanism 20 forms a power transmission path different from the power transmission path via the second transmission TM2 and the clutch mechanism CL2, and connects and disconnects the power transmission through this power transmission path.
- the first and second transmissions TM1 and TM2 used in the drive system 1 will be described.
- the first and second transmissions TM1 and TM2 are constituted by continuously variable transmission mechanisms having substantially the same configuration.
- I can be changed steplessly, and the maximum value of the gear ratio can be set to infinity ( ⁇ ), which is configured by an infinite and continuously variable transmission mechanism BD (BD1, BD2).
- the infinite and continuously variable transmission mechanism BD includes an input shaft 101 that rotates around an input center axis O1 by receiving rotational power from the engines ENG1 and ENG2, and an input shaft.
- 101 includes a plurality of eccentric discs 104 that rotate integrally with 101, the same number of connecting members 130 as the eccentric discs 104 for connecting the input side and the output side, and a one-way clutch 120 provided on the output side.
- the plurality of eccentric disks 104 are each formed in a circular shape centered on the first fulcrum O3.
- the first fulcrum O3 is provided at equal intervals in the circumferential direction of the input shaft 101.
- Each of the first fulcrums O3 can change the amount of eccentricity r1 with respect to the input center axis O1, and the input center axis O1 while maintaining the amount of eccentricity r1. Is set to rotate together with the input shaft 101. Accordingly, the plurality of eccentric disks 104 are provided to rotate eccentrically around the input center axis O1 as the input shaft 101 rotates while maintaining the eccentricity r1.
- the eccentric disk 104 is composed of an outer peripheral disk 105 and an inner peripheral disk 108 formed integrally with the input shaft 101.
- the inner circumferential disc 108 is formed as a thick disc whose center is deviated from the input center axis O1 which is the center axis of the input shaft 101 by a certain eccentric distance.
- the outer peripheral side disk 105 is formed as a thick disk centered on the first fulcrum O3, and has a first circular hole 106 centered at a position off the center (first fulcrum O3). Yes.
- the outer periphery of the inner peripheral disk 108 is fitted to the inner periphery of the first circular hole 106 so as to be rotatable.
- the inner circumferential disc 108 is provided with a second circular hole 109 centered on the input center axis O1 and having a part in the circumferential direction opened to the outer circumference of the inner circumferential disc 108.
- a pinion 110 is rotatably accommodated inside the two circular holes 109.
- the teeth of the pinion 110 are meshed with an internal gear 107 formed on the inner periphery of the first circular hole 106 of the outer peripheral disk 105 through the opening on the outer periphery of the second circular hole 109.
- the pinion 110 is provided so as to rotate coaxially with the input center axis O1, which is the center axis of the input shaft 101. That is, the rotation center of the pinion 110 and the input center axis O1 that is the center axis of the input shaft 101 coincide with each other.
- the pinion 110 is rotated inside the second circular hole 109 by an actuator 180 configured by a DC motor and a speed reduction mechanism. Normally, the pinion 110 is rotated in synchronization with the rotation of the input shaft 101, and the pinion 110 is given a rotational speed that is higher or lower than the rotational speed of the input shaft 101 with reference to the synchronous rotational speed. 110 is rotated relative to the input shaft 101.
- a reduction ratio is applied to the rotation difference.
- a speed reduction mechanism for example, a planetary gear
- the relative angle between the input shaft 101 and the pinion 110 changes by the amount.
- the internal gear 107 with which the teeth of the pinion 110 are engaged that is, the outer peripheral disk 105 rotates relative to the inner peripheral disk 108, and thereby the center ( The distance between the input center axis O1) and the center of the outer peripheral disk 105 (first fulcrum O3) (that is, the eccentric amount r1 of the eccentric disk 104) changes.
- the rotation of the pinion 110 is set so that the center of the outer peripheral disc 105 (first fulcrum O3) can be matched with the center of the pinion 110 (input center axis O1), and both the centers match.
- the eccentricity r1 of the eccentric disk 104 can be set to “zero”.
- the one-way clutch 120 also has an output member (clutch inner) 121 that rotates around an output center axis O2 that is distant from the input center axis O1, and an output center axis O2 that receives power from the outside in the rotational direction.
- the rotational power input to the input member 122 is transmitted to the output member 121, The Le, and is capable of converting the oscillating motion of the input member 122 to the rotational motion of the output member 121.
- the output member 121 of the one-way clutch 120 is configured as a member that is integrally continuous in the axial direction.
- the input member 122 is divided into a plurality of portions in the axial direction, and is eccentric.
- the number of disks 104 and connecting members 130 are arranged so as to be able to swing independently in the axial direction.
- the roller 123 is inserted between the input member 122 and the output member 121 for each input member 122.
- a protruding portion 124 is provided at one circumferential position on each ring-shaped input member 122, and a second fulcrum O4 spaced from the output center axis O2 is provided on the protruding portion 124.
- the pin 125 is arrange
- the connecting member 130 has a ring portion 131 on one end side, and the inner periphery of the circular opening 133 of the ring portion 131 is rotatably fitted to the outer periphery of the eccentric disk 104 via a bearing 140. Accordingly, one end of the connecting member 130 is rotatably connected to the outer periphery of the eccentric disk 104 in this way, and the other end of the connecting member 130 is the second fulcrum O4 provided on the input member 122 of the one-way clutch 120.
- the eccentric amount r1 of the eccentric disk 104 can be changed by moving the pinion 110 of the speed ratio variable mechanism 112 configured by the actuator 105 and the actuator 180 with the actuator 180. Then, by changing the amount of eccentricity r1, the swing angle ⁇ 2 of the input member 122 of the one-way clutch 120 can be changed, whereby the ratio of the rotational speed of the output member 121 to the rotational speed of the input shaft 101 ( Gear ratio: Ratio i) can be changed.
- the swing angle ⁇ 2 of the swing motion transmitted from the eccentric disk 104 to the input member 122 of the one-way clutch 120 is changed.
- the speed ratio when the rotational power input to the input shaft 101 is transmitted as rotational power to the output member 121 of the one-way clutch 120 via the eccentric disk 104 and the connecting member 130 can be changed.
- the output shafts S1 and S2 of the first and second engines ENG1 and ENG2 are integrally connected to the input shaft 101 of the infinite and continuously variable transmission mechanism BD (BD1, BD2).
- the one-way clutch 120 which is a component of the infinite and continuously variable transmission mechanism BD (BD1, BD2), is provided between the first transmission TM1 and the second transmission TM2 and the driven member 11 to be rotated.
- the first one-way clutch OWC1 and the second one-way clutch OWC2 also serve as each.
- FIGS. 4 and 5 are explanatory diagrams of the speed change principle by the speed ratio variable mechanism 112 in the infinite and continuously variable transmission mechanism BD (BD1, BD2).
- the pinion 110 of the gear ratio variable mechanism 112 is rotated, and the outer peripheral disk 105 is rotated with respect to the inner peripheral disk 108, whereby the input center of the eccentric disk 104 is rotated.
- the amount of eccentricity r1 with respect to the axis O1 (rotation center of the pinion 110) can be adjusted.
- FIG. 6 is an explanatory diagram of the driving force transmission principle of the infinite and continuously variable transmission mechanism BD (BD1, BD2) configured as a four-bar linkage mechanism
- FIG. 7 shows the input shaft 101 in the transmission mechanism BD (BD1, BD2).
- the rotational angle ( ⁇ ) of the input shaft 101 and the one-way clutch 120 when the eccentricity r1 (transmission ratio i) of the eccentric disk 104 that rotates at the same speed is changed to “large”, “medium”, and “small”.
- FIG. 8 is a diagram showing the relationship of the angular velocity ⁇ 2 of the input member 122.
- FIG. 8 is a diagram showing the relationship between the input side (input shaft 101 and the eccentric disk 104) and the output side (one-way It is a figure for demonstrating the output taking-out principle at the time of motive power being transmitted to the output member 121) of the clutch 120.
- FIG. 8 is a diagram showing the relationship between the input side (input shaft 101 and the eccentric disk 104) and the output side (one-way It is a figure for demonstrating the output taking-out principle at the time of motive power being transmitted to the output member 121) of the clutch 120.
- the input member 122 of the one-way clutch 120 oscillates by receiving power applied from the eccentric disk 104 via the connecting member 130.
- the input member 122 of the one-way clutch 120 swings one reciprocating motion.
- the swing cycle of the input member 122 of the one-way clutch 120 is always constant.
- the swing angular velocity ⁇ 2 of the input member 122 is determined by the rotational angular velocity ⁇ 1 of the eccentric disk 104 (input shaft 101) and the eccentric amount r1.
- One end (ring portion 131) of a plurality of connecting members 130 connecting the input shaft 101 and the one-way clutch 120 is rotatably connected to an eccentric disk 104 provided at equal intervals in the circumferential direction around the input center axis O1. Therefore, the swinging motion brought about by the rotational motion of each eccentric disk 104 to the input member 122 of the one-way clutch 120 occurs in order at a constant phase as shown in FIG.
- transmission of power (torque) from the input member 122 to the output member 121 of the one-way clutch 120 is such that the rotational speed of the input member 122 in the positive direction (the direction of the arrow RD1 in FIG. It is performed only under conditions that exceed the rotational speed. That is, in the one-way clutch 120, meshing (locking) via the roller 123 occurs only when the rotational speed of the input member 122 becomes higher than the rotational speed of the output member 121. Is transmitted to the output member 121 to generate a driving force.
- the rotational speed of the input member 122 is lower than the rotating speed of the output member 121, and the lock by the roller 123 is released by the driving force of the other connecting member 130, and free Return to the normal state (idle state).
- This is sequentially performed by the number of the connecting members 130, whereby the swinging motion is converted into a unidirectional rotational motion. Therefore, only the power of the input member 122 at a timing exceeding the rotational speed of the output member 121 is transmitted to the output member 121 in order, and the rotational power leveled almost smoothly is applied to the output member 121.
- this infinite and continuously variable transmission mechanism BD (BD1, BD2) of the four-bar linkage mechanism type can create a reverse impossible state from the structure as follows. For example, when the vehicle is going to move backward, that is, when the driven member 11 is going to rotate in the direction opposite to the forward direction, the driven member 11 is rotated in the first and second one-way clutches OWC1 and OWC2. Since the output member 121 connected to is rotated in the reverse direction (the direction of the arrow RD2 in FIG. 3) with respect to the forward direction, the input member 122 and the output member 121 are engaged with each other via the roller 123.
- the input center axis O1 is on the extension line of the connecting member 130 shown in FIG. Is located at a position where the input center axis O1 and the second fulcrum O4 are farthest from each other (or when the rotation direction opposite to the normal direction is the direction of the arrow RD1 in FIG. 3, FIG. 9B).
- the connecting member 130 shown in FIG. 2 passes through the input center axis O1 and reaches the position where the input center axis O1 and the second fulcrum O4 are closest to each other)
- the input member 122 is connected to the connecting member 130. Since the swinging motion is restricted, the transmission of further reverse motion is locked.
- the drive system 1 is provided with an uphill state detecting means 7 for detecting the uphill state of the vehicle, and a signal from the uphill state detecting means 7 is input to the control means 5.
- the uphill state detection means 7 for example, an inclination sensor that detects the inclination of the vehicle in the front-rear direction is used, and the inclination of the uphill road is detected by a signal from the inclination sensor.
- the control means 5 includes a clutch mechanism control means for controlling ON / OFF of the first and second clutch mechanisms CL1 and CL2, and a vehicle according to the climbing state of the vehicle detected by the climbing condition detection means 7. Determining means for determining whether or not the reverse prevention control is necessary.
- the control means 5 includes infinite and continuously variable first and second engines ENG1 and ENG2, a main motor generator MG1, a sub motor generator MG2, and first and second transmissions TM1 and TM2.
- Various driving patterns are controlled by sending control signals to the actuator 180 of the speed change mechanisms BD1, BD2, the clutch mechanisms CL1, CL2, the synchro mechanism 20, and the like to control these elements.
- the control means 5 controls the EV traveling control mode for controlling the EV traveling only by the driving force of the main motor generator MG1, and the engine traveling only by the driving force of the first engine ENG1 and / or the second engine ENG2.
- the driving power of the main motor generator MG1 while the sub motor generator MG2 is driven as a generator by the first engine ENG1 and the electric power generated thereby is supplied to the main motor generator MG1 and / or the battery 8
- a series running control mode for controlling a series running (also referred to as a series running) in which the motor running is performed.
- it also has a function of executing a parallel traveling mode in which traveling is performed using both the driving force of the main motor generator MG1 and the driving force of the first engine ENG1.
- it has a function of selecting and executing EV traveling, series traveling, engine traveling, and parallel traveling according to the required driving force and the remaining capacity (SOC) of the battery 8.
- the clutch control at the time of starting is executed according to the flowchart of FIG.
- this control it is determined whether or not the vehicle is stopped in the first step S101. Whether the vehicle is stopped is determined from signals from a vehicle speed sensor, an acceleration sensor, a brake, and the like. If the vehicle is not stopped, the process is finished through the subsequent processes.
- step S102 it is determined whether or not hill hold assist is necessary according to the inclination of the vehicle. Specifically, when it is determined that the slope of the uphill road is small or is a flat road, it is determined that the hill hold assist is not necessary, and the processing is ended as it is. On the other hand, if it is determined that the slope of the uphill road is large, it is determined that hill hold assist is necessary, and the process proceeds to the next step S104 to determine whether the first clutch mechanism CL1 or the second clutch mechanism CL2 is in the ON state. If none of them is in the ON state, the first clutch mechanism CL1 or the second clutch mechanism CL2 is turned on in step S105. When the clutch mechanism CL1 or CL2 is turned on, the process proceeds to step S106. If the clutch mechanism CL1 or CL2 is in the ON state at the time of step S104, the process proceeds directly from step S104 to step S106.
- step S106 it is determined whether or not the vehicle has been started.
- the start is performed by another traveling control, and the process proceeds to step S107 after the start is completed. Completion of the start is determined based on the speed and acceleration of the vehicle.
- step S107 it is determined whether or not the engine travels. When the engine travels, when the clutch mechanisms CL1 and CL2 downstream of the engines ENG1 and ENG2 used for travel are turned on for hill hold start. The process is terminated while maintaining the ON state. If the engine does not travel, the clutch mechanisms CL1 and CL2 that are ON at the start are switched from ON to OFF in step S108, and the process ends.
- the power generation by the sub motor generator MG2 is stopped.
- the gear ratio of the second transmission TM2 is set, and the power from the second engine ENG2 is sent to the second one-way clutch OWC2.
- Control is made to a finite value (a value as close as possible to the target value) so that transmission is possible (i ⁇ ⁇ ) and the rotational speed of the input member 122 of the second one-way clutch OWC2 is lower than the rotational speed of the output member 121.
- the speed ratio of the second transmission TM2 is set to infinity ( ⁇ ), and the rotation of the input member 122 of the second one-way clutch OWC2 is performed.
- the speed is controlled to be lower than the rotation speed of the output member 121. Then, after the second engine ENG2 is started, the rotational speed input to the second one-way clutch OWC2 is controlled by changing the gear ratio of the second transmission TM2 to a finite value (target value).
- the second engine ENG2 when the second engine ENG2 is started using the power of the rotation driven member 11 while traveling using the driving force of the first engine ENG1 or the main motor generator MG1,
- the synchronized mechanism 20 provided between the output shaft S2 of the second engine ENG2 and the driven member 11 is brought into a connected state capable of transmitting power, so that the second driving member 11 can be used for power transmission.
- the engine ENG2 is cranked (start rotation), and the second engine ENG2 is started.
- the second engine ENG2 When the second engine ENG2 is started and the drive source is switched from the first engine ENG1 to the second engine ENG2, the power generated by the first engine ENG1 is received via the first one-way clutch OWC1.
- the rotational speed of the second engine ENG2 and the rotational speed of the second engine ENG2 so that the rotational speed input to the input member 122 of the second one-way clutch OWC2 exceeds the rotational speed of the output member 121 while being input to the rotational drive member 11. / Or change the gear ratio of the second transmission TM2. By doing so, the engine used as the drive source can be smoothly switched from the first engine ENG1 to the second engine ENG2.
- both the first one-way clutch OWC1 and the second one-way clutch OWC2 are transmitted.
- Synchronous control for controlling the transmission ratio of TM2 is performed.
- both engines ENG1 and ENG2 are not moved unconditionally, but one engine (first engine ENG1) is fixed at a high-efficiency operation point and the other engine (second engine).
- the output request is satisfied by raising the output of ENG2).
- the first and second engines ENG1 so that the rotational speed input to the input member 122 of the first one-way clutch OWC1 and the second one-way clutch OWC2 exceeds the rotational speed of the output member 121
- the operation is performed so that the rotational speed and / or torque of the first engine ENG1 enters the high efficiency operation region.
- the second engine ENG2 having a large displacement may be set to a fixed operating condition side according to the required output. For example, when the required output is equal to or greater than a predetermined value The first engine ENG1 may be set on the fixed side of the operating condition, and when the required output is equal to or lower than the predetermined value, the second engine ENG2 may be set on the fixed side of the operating condition.
- FIGS. 11 to 25 are enlarged explanatory diagrams showing the operation patterns A to O
- FIGS. 26 to 35 are explanatory diagrams of a control operation executed according to each operation state or a control operation at the time of traveling mode switching.
- the symbols A to O at the upper right in the frames showing the operation patterns in FIGS. 26 to 35 correspond to the symbols of the operation patterns A to O shown in FIGS.
- movement is distinguished and shown by shading, and the power transmission path and the flow of electric power are shown by arrows, such as a solid line and a dotted line.
- EV traveling is performed with the driving force of the main motor generator MG1.
- the main motor generator MG1 is energized from the battery 8 to drive the main motor generator MG1, and the driving force of the main motor generator MG1 is transmitted to the driven member 11 through the drive gear 15 and the driven gear 12 for differential.
- the vehicle travels by being transmitted to the drive wheel 2 through the device 10 and the left and right axle shafts 13L and 13R.
- the clutch mechanisms CL1 and CL2 are kept in the disconnected state (OFF state).
- the sub motor generator MG2 In the operation pattern B shown in FIG. 12, the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1, and the generated electric power is supplied to the main motor generator MG1 and the battery 8 to perform series running. ing.
- the first engine ENG1 is started by the sub motor generator MG2. At this time, the gear ratio of the first transmission TM1 is set to infinity.
- parallel running is performed by using the driving forces of both the main motor generator MG1 and the first engine ENG1.
- the rotational speed of the first engine ENG1 and / or the first rotational speed of the first engine ENG1 is set so that the input rotational speed of the first one-way clutch OWC1 exceeds the output rotational speed.
- the gear ratio of the first transmission TM1 is controlled. By doing so, the combined force of the driving force of the main motor generator MG1 and the driving force of the first engine ENG1 can be transmitted to the driven member 11 to be rotated.
- This operation pattern C is executed when the required driving force during acceleration or the like increases during low-speed traveling or medium-speed traveling.
- the clutch mechanism CL1 is maintained in the connected state, and the clutch mechanism CL2 is maintained in the disconnected state.
- the driving force of the first engine ENG1 is transmitted to the driven member 11 and the second one-way clutch OWC2 is prevented from being dragged.
- the engine travels using the driving force of the first engine ENG1.
- This operation pattern D is used, for example, to reduce the power consumption of the battery 8 when the SOC is low at the start.
- the main motor generator MG1 acts as a generator by the regenerative operation of the main motor generator MG1 using the power transmitted from the driving wheel 2 through the driven member 11 during deceleration.
- the mechanical energy input from the drive wheel 2 via the rotated drive member 11 is changed to electric energy.
- regenerative braking force is transmitted to the drive wheel 2 and regenerative power is charged in the battery 8.
- the clutch mechanisms CL1 and CL2 are turned off.
- the engine travels using only the driving force of the first engine ENG1, and at the same time, the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1.
- the battery 8 is charged with the generated power. It should be noted that power generation of sub motor generator MG2 may be stopped according to the SOC.
- the vehicle is driven by the driving force of the first engine ENG1 and is driven by the power introduced into the rotation driven member 11 (difference case) via the synchro mechanism (starter / clutch means) 20.
- the engine ENG2 of No. 2 is started, and the shortage of output to the drive wheel 2 due to the increase in load at the time of startup is compensated by the driving force of the first motor generator MG1.
- the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1, and supplies the generated electric power to the first motor generator MG1 or charges the battery 8.
- the engine is driven by the driving force of the second engine ENG2.
- the speed ratio of the second transmission TM2 is changed to the OD (overdrive) side from the state of the operation pattern H, and the rotational speed of the input member 122 of the second one-way clutch OWC2 is changed to the output member 121. So that the power of the second engine ENG2 is transmitted to the rotated drive member 11 (difference case) via the second transmission TM2 and is driven by the driving force of the second engine ENG2.
- the engine is running.
- the first engine ENG1 is stopped when the engagement by the second engine ENG2 is established (power transmission to the driven member 11 is established).
- the operation pattern J shown in FIG. 20 is an operation pattern when the required output further increases while the engine is running using the driving force of the second engine ENG2.
- the first engine ENG1 in the running state of the second engine ENG2, the first engine ENG1 is further started, and the driving forces of both the second engine ENG2 and the first engine ENG1 are combined to be rotated. It is transmitted to the drive member 11 (difference case). That is, the first and second one-way clutches OWC1 and OWC2 are synchronized with each other so that the rotation speed of the input member 122 exceeds the rotation speed of the output member 121 (the rotation speed of the driven member 11).
- the rotational speed of the second engine ENG1, ENG2 and / or the gear ratio of the first and second transmissions TM1, TM2 are controlled.
- the operation pattern K shown in FIG. 21 is, for example, an operation pattern when a deceleration request is generated during medium-high speed traveling.
- the first engine ENG1 and the second engine ENG2 are stopped, and the main motor generator MG1 generates electric power with the power transmitted from the driving wheel 2 through the driven member 11 with deceleration, The regenerative electric power generated thereby is charged in the battery 8 and the regenerative braking force is applied to the drive wheel 2.
- the synchro mechanism 20 is connected, and the engine brake of the second engine ENG2 is applied to the drive wheel 2 as a braking force.
- the operation pattern L shown in FIG. 22 is an operation pattern at the time of switching when a further increase in required output occurs in a state where the vehicle is running with the driving force of the second engine ENG2.
- the sub motor generator MG2 is driven to start the first engine ENG1.
- the gear ratio of the first transmission TM1 is set to infinity.
- the operation pattern J in which the driving forces of both the first and second engines ENG1 and ENG2 are transmitted to the rotated drive member 11 and become.
- the synchro mechanism 20 is set in a connected state so that engine braking by the second engine ENG2 can be used, and power is generated by the sub motor generator MG2 using the driving force of the first engine ENG1. The generated power is charged in the battery 8.
- the synchro mechanism 20 is set in a connected state so that engine braking by the second engine ENG2 can be used, and regenerative power is generated by the main motor generator MG1 to charge the battery 8, At the same time, the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1, and the generated electric power is charged in the battery 8. Further, the second engine ENG2 is in the cranking standby state by keeping the synchro mechanism 20 in the connected state.
- the operation pattern O shown in FIG. 25 is an operation pattern while the vehicle is stopped.
- the sub motor generator MG2 generates power using the driving force of the first engine ENG1, and the generated power is charged in the battery 8. is doing.
- the dragging torque cross is suppressed by setting the gear ratio of the first and second transmissions TM1 and TM2 to infinity ( ⁇ ) or by disengaging the clutches CL1 and CL2.
- EV travel is basically performed according to operation pattern A.
- the main motor generator MG1 is driven by the electric power supplied from the battery 8, and the vehicle travels only by the driving force.
- the first motor ENG1 is started by the sub motor generator MG2.
- the sub motor generator MG2 functions as a generator to generate electric power, and the generated electric power is supplied to the battery 8 and the main motor generator MG1, thereby continuing the EV traveling,
- the electric power generated by the sub motor generator MG2 by the power of the engine ENG1 is effectively used.
- the rotational speed of the first engine ENG1 and / or the gear ratio of the first transmission TM1 is controlled so that the input rotational speed of the first one-way clutch OWC1 is lower than the output rotational speed.
- the driving force of the first engine ENG1 is transmitted to the driven member 11 to be rotated.
- the first motor ENG1 is started by the sub motor generator MG2, and the rotation speed of the first engine ENG1 is increased by control according to the acceleration request.
- the gear ratio of the first transmission TM1 is changed so that the input rotational speed of the first one-way clutch OWC1 exceeds the output rotational speed, and the main motor generator MG1
- the parallel driving is performed by combining the driving forces of the engine ENG1.
- the battery 8 may be charged using the sub motor generator MG2 as a generator.
- the vehicle starts with the engine running by the first engine ENG1 shown in the operation pattern D.
- the battery 8 may be charged by using the sub motor generator MG2 as a generator.
- the parallel traveling mode using the driving force of both the first engine ENG1 and the engine traveling mode by the first engine ENG1 are selected and executed according to the driving situation.
- the clutch mechanisms CL1 and CL2 are controlled according to the flowchart shown in FIG. Then, the clutch mechanisms CL1 and CL2 are turned ON / OFF at timings as shown in FIGS.
- the case of (1) EV travel start, (2) series travel start, and (3) parallel travel start will be described.
- FIG. 36 shows the case of EV running start
- FIG. 37 shows the case of parallel (EV + ENG1) running start
- FIG. 38 shows the case of series running start during EV running start
- FIG. 39 shows the case of series running start during EV running start. In this case, the case of shifting to ENG1 travel after series travel is shown.
- the first clutch mechanism CL1 is turned on and the main motor generator MG1 starts. This makes it possible to start smoothly while preventing retreat.
- the driving force of the first engine ENG1 is not transmitted to the driven member 11 via the first transmission TM1, so the first clutch mechanism CL1 that is turned on is switched off (FIG. 36 (see the part indicated by the symbol Z3 in 36).
- the first clutch mechanism CL1 is turned on, and the power of the main motor generator MG1 is set to the first power.
- the vehicle starts with the power of the engine ENG1 applied.
- the rotational speed of the first engine ENG1 is increased and the gear ratio of the first transmission TM1 (BD1) is changed from infinity to a finite value to transmit the driving force to the driven member 11 to be rotated.
- the driving force of the first engine ENG1 is continuously driven via the first transmission TM1 to drive the vehicle. 11, the first clutch mechanism CL1 turned on for the hill hold assist is kept on, as can be seen from the portion indicated by the symbol Z2 in FIG. By doing so, it is possible to start smoothly while preventing retreat.
- the first clutch mechanism CL1 is turned on, the second clutch mechanism CL2 is turned off, and the vehicle starts with the power of the main motor generator MG1. At that time, the transmission ratio of the first transmission TM1 is set to infinity. Further, after the start, the first clutch mechanism CL1 turned on for the hill hold assist is kept on (refer to the portion indicated by the symbol Z5 in FIG. 39). By doing so, it is possible to start smoothly while preventing retreat, and to smoothly shift to engine running.
- the rotation of the engines ENG1 and ENG2 is converted into a swing motion, and the swing motion is converted into a one-way clutch. Since the four-bar link mechanism continuously variable transmission mechanisms BD1 and BD2 that are taken out again as rotational motion by the OWC1 and OWC2 are used, the transmission of motion in the reverse direction is transmitted as a structural function of the transmissions TM1 and TM2. Can be locked.
- the clutch mechanisms CL1 and CL2 provided between the driven member 11 and the output member 121 of the one-way clutches OWC1 and OWC2 are turned on, and the driven member 11 and the output member 121 of the one-way clutches OWC1 and OWC2 are turned on. If it is connected so as to be able to transmit power, the function of locking the transmission of the movement in the forward direction and the reverse direction can be activated, the rotation drive member 11 can be restricted (locked), and the clutch mechanisms CL1, CL2 can be locked. Is turned OFF and the rotation drive member 11 and the output member 121 of the one-way clutches OWC1 and OWC2 are disconnected from each other, the rotation restriction of the rotation drive member 11 by the transmissions TM1 and TM2 can be released.
- the climbing state detection means 7 is going to start climbing uphill, and the determination means in the control means 5 starts climbing uphill (e.g., a high-gradient climbing road that requires reverse prevention control (hill hold assist)). If the clutch mechanism CL1, CL2 is turned on, the rotation of the driven member 11 is restricted and the reverse movement at the start is prevented. In addition, when the determination unit determines that the vehicle is going uphill to the extent that the reverse prevention control (hill hold assist) is not required (for example, starting on a low-gradient uphill road), the clutch mechanisms CL1 and Cl2 are turned off. Thus, the upstream side of the clutch mechanisms CL1 and CL2 is disconnected from the downstream side, so that the friction loss on the upstream side of the clutch mechanisms CL1 and CL2 at the time of starting is reduced.
- the determination unit determines that the vehicle is going uphill to the extent that the reverse prevention control (hill hold assist) is not required (for example, starting on a low-gradient uphill road).
- the backward movement of the vehicle can be mechanically limited by the structural characteristics of the transmissions TM1 and TM2, so that complicated control for hill hold assist by a brake or the like as in the conventional example is not necessary, and control is facilitated. Can be achieved.
- the clutch mechanism CL1 that was turned on at the time of start is turned off (see the Z3 portion in FIG. 36). By doing so, the friction on the upstream side of the clutch mechanism CL1 can be quickly reduced, and the energy loss can be reduced.
- the first clutch mechanism CL1 on the downstream side of the first engine ENG1 is turned off, so that the driving force of the first engine ENG1 is rotated. It can be prevented from being transmitted to the drive member 11 (foot shaft side).
- the hill hold assist function can be activated by turning on the second clutch mechanism CL2. Therefore, the hill hold assist function can be used while generating power with the first engine ENG1.
- the hill hold assist function can be activated by turning on the first clutch mechanism CL1 on the downstream side of the first engine ENG1 when the series travel is started.
- the power of the first engine ENG1 can be prevented from being transmitted to the driven member 11 by setting the gear ratio of the first transmission TM1 connected to the first engine ENG1 to infinity. . Therefore, by increasing the speed of the first engine ENG1 while changing the gear ratio from this stage, the rotational power of the first engine ENG1 can be immediately transmitted to the driven member 11 to be rotated. That is, when switching from series operation to engine running using the driving force of the first engine ENG1, smooth switching is possible.
- the operation proceeds to the operation pattern F, and the rotation speed of the first engine ENG1 and / or the first transmission TM1 is set so that the input rotation speed of the first one-way clutch OWC1 exceeds the output rotation speed.
- the transmission ratio is controlled, and the power of the first engine ENG1 is transmitted to the driven member 11 for rotation.
- the gear ratio is moved to the OD (overdrive) side, and the engine traveling by the first engine ENG1 is performed from EV traveling by the main motor generator MG1 through series traveling. Make a smooth transition to At this time, the clutch mechanism CL1 controls connection at an appropriate timing so as not to cause a delay.
- the main motor generator MG1 When the power transmission (switching of the drive source) to the rotated drive member 11 by the first engine ENG1 is established, the main motor generator MG1 is stopped. However, when the remaining battery capacity (SOC) is small, power generation and charging by the sub motor generator MG2 is continued, and when the remaining battery capacity (SOC) is sufficient, the sub motor generator MG2 is stopped.
- SOC remaining battery capacity
- the operation pattern F is switched to the operation pattern G and the second engine ENG2 is started while the engine is running on the first engine ENG1.
- the second engine ENG2 is started by setting the synchro mechanism 20 to the connected state and cranking the output shaft S2 of the second engine ENG2 with the power of the driven member 11 to be rotated.
- the main motor generator MG1 compensates for the rotation reduction of the driven member 11 due to the start shock.
- the second engine ENG2 can be started only with the power from the first engine ENG1 introduced into the driven member 11 to be rotated, but can also be performed using the driving force of the main motor generator MG1. Is possible.
- the speed ratio of the second transmission TM2 only needs to be set so that the input rotational speed of the one-way clutch is lower than the output rotational speed, and may be set to infinity or targeted. It may be set to a value slightly smaller than the gear ratio. Further, when there is a margin in the driving force of the first engine ENG1, the battery 8 may be charged by generating power with the sub motor generator MG2.
- the synchro mechanism 20 When returning from (25) to (23), the synchro mechanism 20 is set in the connected state, and the second engine ENG2 is cranked. (26) At the time of deceleration, the main motor generator MG1 is regeneratively operated by the operation pattern K, and at the same time, the synchro mechanism 20 is brought into the connected state, thereby applying the engine brake by the second engine ENG2.
- the first engine ENG1 is operated by using the sub motor generator MG2 in the state where the second engine ENG2 is traveling independently by the operation pattern I. Start. (29)
- the rotational speeds of the input members 122 of the first and second one-way clutches OWC1 and OWC2 are synchronized with each other (the rotational speed of the output drive member 11).
- the rotational speed of the first and second engines ENG1 and ENG2 and / or the gear ratio of the first and second transmissions TM1 and TM2 is controlled so as to exceed the rotational speed), and the second engine ENG2 and the first engine The engine shifts to the combined drive force of ENG1.
- the operation mechanism M causes the synchro mechanism 20 to be connected and apply the engine brake of the second engine ENG2.
- the first engine ENG1 that does not contribute to deceleration is used for the power generation operation of the sub motor generator MG2, and charges the battery 8.
- the engine brake of the second engine ENG2 is applied by switching to the operation pattern N and setting the synchro mechanism 20 to the connected state.
- a strong braking force is applied by the regenerative operation of the main motor generator MG1.
- the battery 8 is charged with the regenerative power generated by the main motor generator MG1.
- the first engine ENG1 that does not contribute to deceleration is used for the power generation operation of the sub motor generator MG2, and charges the battery 8.
- the first one-way clutch OWC1 and the second one-way clutch OWC2 are respectively arranged on the left and right sides of the differential device 10, and the output members 121 of the one-way clutches OWC1 and OWC2 are respectively connected to the clutch mechanism CL1.
- the case where it is connected to the driven member 11 via CL2 as in another embodiment shown in FIG. 40, both the first and second one-way clutches OWC1 on one side of the differential device 10,
- the OWC 2 may be disposed, and the output members of both the one-way clutches OWC 1 and OWC 2 may be connected, and then connected to the driven member 11 through one clutch mechanism CL.
- the present invention can be applied to a configuration including one engine, a transmission, a one-way clutch, and a clutch mechanism, or a configuration including three or more.
- a gasoline engine or a diesel engine can be mainly used, but a hydrogen engine or the like can also be used in addition thereto, and different types of engines can be used in combination.
- first engine ENG1 and the second engine ENG2 of the above embodiment may be configured separately or may be configured integrally.
- the first engine ENG1 and the second engine ENG2 are arranged in a common block BL as the first internal combustion engine part and the second internal combustion engine part of the present invention, respectively. You may do it.
- the present invention is based on a Japanese patent application filed on July 9, 2010 (Japanese Patent Application No. 2010-156803), the contents of which are incorporated herein by reference.
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Abstract
Description
回転動力を発生する内燃機関部(例えば、後述の実施形態における第1のエンジンENG1、第2のエンジンENG2)と、
該内燃機関部の発生する回転動力を変速して出力する変速機構(例えば、後述の実施形態における第1のトランスミッションTM1、第2のトランスミッションTM2)と、
該変速機構の出力部に設けられ、入力部材(例えば、後述の実施形態における入力部材122)と出力部材(例えば、後述の実施形態における出力部材121)とこれら入力部材および出力部材をロック状態または非ロック状態にする係合部材(例えば、後述の実施形態におけるローラ123)とを有し、前記変速機構からの回転動力を受ける前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材と出力部材がロック状態になることで、入力部材に入力された回転動力を前記出力部材に伝達するワンウェイ・クラッチ(例えば、後述の実施形態における第1のワンウェイ・クラッチOWC1、第2のワンウェイ・クラッチOWC2)と、
前記ワンウェイ・クラッチの出力部材に連結され、該出力部材に伝達された回転動力を駆動車輪(例えば、後述の実施形態における駆動車輪2)に伝えると共に、該駆動車輪と一体に回転する被回転駆動部材(例えば、後述の実施形態における被回転駆動部材11)と、
前記ワンウェイ・クラッチの出力部材と前記被回転駆動部材との間に介在され、ON/OFF制御されることにより、これら両部材間における動力の伝達/遮断が可能なクラッチ機構(例えば、後述の実施形態におけるクラッチ機構CL1、第2のクラッチ機構CL2)と、
該クラッチ機構のON/OFFを制御するクラッチ機構制御手段(例えば、後述の実施形態における制御手段5)と、
車両の登坂状態を検出する登坂状態検出手段(例えば、後述の実施形態における登坂状態検出手段7)と、
該登坂状態検出手段の検出した車両の登坂状態に応じて車両の後退防止制御が必要か否かを判定する判定手段(例えば、後述の実施形態における制御手段5)と、
を備え、
前記変速機構が、
回転動力を受けることで入力中心軸線(例えば、後述の実施形態における入力中心軸線O1)の周りを回転する入力軸(例えば、後述の実施形態における入力軸101)と、
該入力軸の周方向に等間隔に設けられると共に、それぞれが前記入力中心軸線に対して可変の偏心量(例えば、後述の実施形態における偏心量r1)を保ちつつ該入力中心軸線の周りに前記入力軸と共に回転する複数の第1支点(例えば、後述の実施形態における第1支点O3)と、
該各第1支点をそれぞれの中心に持つと共に前記入力中心軸線の周りを回転する複数の偏心ディスク(例えば、後述の実施形態における偏心ディスク104)と、
前記入力中心軸線から離れた出力中心軸線(例えば、後述の実施形態における出力中心軸線O2)の周りを回転する出力部材(例えば、後述の実施形態における出力部材121)と、外部から回転方向の動力を受けることで前記出力中心軸線の周りを揺動する入力部材(例えば、後述の実施形態における入力部材122)と、これら入力部材および出力部材を互いにロック状態または非ロック状態にする係合部材(例えば、後述の実施形態におけるローラ123)とを有し、前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材に入力された回転動力を前記出力部材に伝達し、それにより前記入力部材の揺動運動を前記出力部材の回転運動に変換するワンウェイ・クラッチ(例えば、後述の実施形態におけるワンウェイ・クラッチ120)と、
前記入力部材上の前記出力中心軸線から離間した位置に設けられた第2支点(例えば、後述の実施形態における第2支点O4)と、
それぞれ一端(例えば、後述の実施形態におけるリング部131)が前記各偏心ディスクの外周に前記第1支点を中心に回転自在に連結され、他端(例えば、後述の実施形態における先端部132)が前記ワンウェイ・クラッチの入力部材上に設けられた前記第2支点に回動自在に連結されることで、前記入力軸から前記偏心ディスクに与えられる回転運動を、前記ワンウェイ・クラッチの入力部材に対し該入力部材の揺動運動として伝える複数の連結部材(例えば、後述の実施形態における連結部材130)と、
前記入力中心軸線に対する前記第1支点の偏心量を調節することで、前記偏心ディスクから前記ワンウェイ・クラッチの入力部材に伝えられる揺動運動の揺動角度を変更し、それにより、前記入力軸に入力される回転動力が前記偏心ディスクおよび前記連結部材を介して前記ワンウェイ・クラッチの出力部材に回転動力として伝達される際の変速比を変更する変速比可変機構(例えば、後述の実施形態における変速比可変機構112)と、
を具備し、且つ、前記偏心量がゼロに設定可能とされることで変速比を無限大に設定することのできる四節リンク機構式の無段変速機構として構成され、
前記内燃機関部の出力軸(例えば、後述の実施形態における出力軸S1)が前記無段変速機構の入力軸に連結され、
前記無段変速機構の構成要素であるワンウェイ・クラッチが、前記変速機構と前記被回転駆動部材との間に設けられた前記ワンウェイ・クラッチを兼ねており、
前記クラッチ機構制御手段が、前記判定手段により車両の後退防止制御が必要と判断された場合には、前記クラッチ機構をONとし、車両の後退防止制御が必要でないと判断された場合には、前記クラッチ機構をOFFとすることを特徴とする。
前記クラッチ機構制御手段は、前記クラッチ機構をONにして車両を登坂発進させた後、車両の走行のために前記内燃機関部の駆動力を前記変速機構を介して前記被回転駆動部材に伝達させる場合には、前記クラッチ機構をONにしたまま維持し、前記内燃機関部の駆動力を前記変速機構を介して前記被回転駆動部材に伝達させない場合には、前記クラッチ機構をONからOFFに切り替えることを特徴とする。
前記内燃機関部として、それぞれ独立して回転動力を発生する第1の内燃機関部および第2の内燃機関部が設けられ、
前記変速機構として、前記第1の内燃機関部および第2の内燃機関部の発生する回転動力をそれぞれ変速して出力する第1の変速機構および第2の変速機構が設けられ、
前記ワンウェイ・クラッチとして、前記第1の変速機構および第2の変速機構の各出力部にそれぞれ第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチが設けられ、
前記被回転駆動部材が、前記第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチの両出力部材に共通に連結され、
前記クラッチ機構として、前記第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチの各出力部材と前記被回転駆動部材との間にそれぞれ、第1のクラッチ機構および第2のクラッチ機構が設けられ、
前記第1の変速機構および第2の変速機構が、それぞれ前記四節リンク機構式の無段変速機構により構成され、該各無段変速機構の入力軸に前記第1の内燃機関部および第2の内燃機関部の出力軸が連結され、前記各無段変速機構の構成要素であるワンウェイ・クラッチが、前記各変速機構と前記被回転駆動部材との間に設けられた前記第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチを兼ねており、
前記クラッチ機構制御手段が、前記判定手段により車両の後退防止制御が必要と判断された場合に、前記第1のクラッチ機構および第2のクラッチ機構のうちの一方のクラッチ機構のみをONとし、他方のクラッチ機構はOFFとすることを特徴とする。
前記第1の内燃機関部の出力軸にモータジェネレータ(例えば、後述の実施形態におけるサブモータジェネレータMG2)が接続されており、
前記クラッチ機構制御手段は、車両が停止中または発進直後に前記第1の内燃機関部の駆動力を利用して前記モータジェネレータで発電する場合には、前記第2のクラッチ機構をONとすると共に、前記第1のクラッチ機構をOFFとすることを特徴とする。
前記第1の内燃機関部の出力軸にモータジェネレータが接続されており、
前記クラッチ機構制御手段は、車両が停止中または発進直後に前記第1の内燃機関部の駆動力を利用して前記モータジェネレータで発電する場合には、前記第1の変速機構の変速比を無限大に設定し、前記第1のクラッチ機構をONとすると共に、第2のクラッチ機構をOFFとすることを特徴とする。
回転動力を発生する内燃機関部と、
該内燃機関部の発生する回転動力を変速して出力する変速機構と、
該変速機構の出力部に設けられ、入力部材と出力部材とこれら入力部材および出力部材をロック状態または非ロック状態にする係合部材とを有し、前記変速機構からの回転動力を受ける前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材と出力部材がロック状態になることで、入力部材に入力された回転動力を前記出力部材に伝達するワンウェイ・クラッチと、
前記ワンウェイ・クラッチの出力部材に連結され、該出力部材に伝達された回転動力を駆動車輪に伝えると共に、該駆動車輪と一体に回転する被回転駆動部材と、
前記ワンウェイ・クラッチの出力部材と前記被回転駆動部材との間に介在され、ON/OFF制御されることにより、これら両部材間における動力の伝達/遮断が可能なクラッチ機構と、
を備え、
前記変速機構が、
回転動力を受けることで入力中心軸線の周りを回転する入力軸と、
該入力軸の周方向に等間隔に設けられると共に、それぞれが前記入力中心軸線に対して可変の偏心量を保ちつつ該入力中心軸線の周りに前記入力軸と共に回転する複数の第1支点と、
該各第1支点をそれぞれの中心に持つと共に前記入力中心軸線の周りを回転する複数の偏心ディスクと、
前記入力中心軸線から離れた出力中心軸線の周りを回転する出力部材と、外部から回転方向の動力を受けることで前記出力中心軸線の周りを揺動する入力部材と、これら入力部材および出力部材を互いにロック状態または非ロック状態にする係合部材とを有し、前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材に入力された回転動力を前記出力部材に伝達し、それにより前記入力部材の揺動運動を前記出力部材の回転運動に変換するワンウェイ・クラッチと、
前記入力部材上の前記出力中心軸線から離間した位置に設けられた第2支点と、
それぞれ一端が前記各偏心ディスクの外周に前記第1支点を中心に回転自在に連結され、他端が前記ワンウェイ・クラッチの入力部材上に設けられた前記第2支点に回動自在に連結されることで、前記入力軸から前記偏心ディスクに与えられる回転運動を、前記ワンウェイ・クラッチの入力部材に対し該入力部材の揺動運動として伝える複数の連結部材と、
前記入力中心軸線に対する前記第1支点の偏心量を調節することで、前記偏心ディスクから前記ワンウェイ・クラッチの入力部材に伝えられる揺動運動の揺動角度を変更し、それにより、前記入力軸に入力される回転動力が前記偏心ディスクおよび前記連結部材を介して前記ワンウェイ・クラッチの出力部材に回転動力として伝達される際の変速比を変更する変速比可変機構と、
を具備し、且つ、前記偏心量がゼロに設定可能とされることで変速比を無限大に設定することのできる四節リンク機構式の無段変速機構として構成され、
前記内燃機関部の出力軸が前記無段変速機構の入力軸に連結され、
前記無段変速機構の構成要素であるワンウェイ・クラッチが、前記変速機構と前記被回転駆動部材との間に設けられた前記ワンウェイ・クラッチを兼ねている自動車用駆動システムの制御方法であって、
登坂発進のために車両の後退防止制御が必要な場合は、前記クラッチ機構をONとし、車両の後退防止制御が必要でない場合は、前記クラッチ機構をOFFとすることを特徴とする。
図1は本発明の実施形態の自動車用駆動システムのスケルトン図であり、図2は同駆動システムの要部である無限・無段変速機構の具体的構成を示す断面図、図3は同無限・無段変速機構の一部の構成を軸線方向から見た側断面図である。
この自動車用駆動システム1は、それぞれ独立して回転動力を発生する第1、第2の内燃機関部としての第1、第2の2つのエンジンENG1、ENG2と、第1、第2のエンジンENG1、ENG2の各下流側に設けられた第1、第2のトランスミッション(変速機構)TM1、TM2と、各トランスミッションTM1、TM2の出力部に設けられた第1、第2のワンウェイ・クラッチOWC1、OWC2と、これらワンウェイ・クラッチOWC1、OWC2を介して伝達された出力回転を受ける被回転駆動部材11と、この被回転駆動部材11に接続されたメインモータジェネレータMG1と、第1のエンジンENG1の出力軸S1に接続されたサブモータジェネレータMG2と、メインおよび/またはサブのモータジェネレータMG1、MG2との間で電力のやりとりが可能なバッテリ8と、各種要素を制御することで車両の発進や走行パターンなどの制御を行う制御手段5と、を備えている。
次に、この駆動システム1に用いられている第1、第2の2つのトランスミッションTM1、TM2について説明する。
第1、第2のトランスミッションTM1、TM2は、ほぼ同じ構成の無段変速機構により構成されている。この場合の無段変速機構は、IVT(Infinity Variable Transmission=クラッチを使用せずに変速比を無限大にして出力回転をゼロにできる方式の変速機構)と呼ばれるものの一種であり、変速比(レシオ=i)を無段階に変更できると共に、変速比の最大値を無限大(∞)に設定することのできる、無限・無段変速機構BD(BD1、BD2)により構成されている。
次に、この駆動システム1において実行する制御内容について説明する。
図1に示すように、制御手段5は、第1、第2のエンジンENG1、ENG2、メインモータジェネレータMG1、サブモータジェネレータMG2、第1、第2のトランスミッションTM1、TM2を構成する無限・無段変速機構BD1、BD2のアクチュエータ180、クラッチ機構CL1、CL2、シンクロ機構20などに制御信号を送って、これらの要素を制御することにより、様々な走行パターン(動作パターンとも言う)制御を行う。
発進時のクラッチ制御は、図10のフローチャートに従って実行される。この制御がスタートすると、最初のステップS101で車両が停止中かどうかを判断する。車両が停止中かどうかは、車速センサ、加速度センサ、ブレーキ等の信号から判定する。車両が停止中でない場合は、以降の処理をスルーして処理を終える。
次に、本実施形態の駆動システムにおいて実行する動作パターンについて説明する。
図11~図25は動作パターンA~Oを取り出して示す拡大説明図、図26~図35は各運転状態に応じて実行する制御動作、または走行モード切り替え時の制御動作の説明図である。なお、図26~図35の各動作パターンを示す枠の中の右上のA~Oの符号は、図11~図25に取り出して示す動作パターンA~Oの符号と対応している。また、動作パターンを示す図の中で、動作中の駆動源を網掛けにより区別して示し、動力の伝達経路や電力の流れを実線や点線などの矢印で示す。
次に図26~図39を用いて、様々な運転状況における制御動作について説明する。各運転状況は表形式で示してあり、表中の各枠の左下には説明の便宜上、以下の括弧内の数字対応する通し番号を付してある。また、各枠の右上の符号A~Oは、図11~図25の拡大図に対応しており、必要に応じて参照されたい。
まず、発進時の制御動作について図26を参照して説明する。
発進時の走行パターンは、次の(1)~(4)の4通りある。
(1) 緩加速による発進時には、基本的に動作パターンAによるEV走行を行う。EV走行では、バッテリ8から供給される電力によりメインモータジェネレータMG1を駆動し、その駆動力のみによって走行する。
(2) 動作パターンBによるシリーズ走行では、まず、サブモータジェネレータMG2により第1のエンジンENG1を始動する。第2のエンジンENG1が始動したら、サブモータジェネレータMG2を発電機として機能させて発電し、生成した電力をバッテリ8とメインモータジェネレータMG1に供給することで、EV走行を継続しながら、第1のエンジンENG1の動力によりサブモータジェネレータMG2で発電した電力を有効利用する。この際、第1のワンウェイ・クラッチOWC1の入力回転数が出力回転数を下回るように、第1のエンジンENG1の回転数および/または第1のトランスミッションTM1の変速比を制御する。
次に低速走行時の制御動作について図27を参照して説明する。
(5)、(6) 緩加速クルーズ時や、例えばアクセルを離した緩減速クルーズ時は、動作パターンAによるEV走行を行う。
(7) また、ブレーキを踏むなどした減速時には、動作パターンEによる回生運転を行う。
(8)、(9) 緩加速クルーズ時および緩減速クルーズ時でも、バッテリ8の残容量(SOC)が35%以下の場合は、動作パターンBによるシリーズ運転を行う。
(10) また、加速の場合にも、動作パターンBによるシリーズ運転を行う。
(11) 更に加速要求が高い場合は、動作パターンCに切り替えることで、メインモータジェネレータMG1と第1のエンジンENG1の駆動力を用いたパラレル走行を行う。
メインモータジェネレータMG1から第1のエンジンENG1への駆動源の切り替え時には、前述した走行切替制御Aを用いて、図28に示すように動作制御する。
(12)、(13) まず、動作パターンAによるEV走行を行っている状況から、サブモータジェネレータMG2により第1のエンジンENG1を始動する。その際、第1のトランスミッションTM1の変速比を無限大にして、第1のエンジンENG1の出力が被回転駆動部材11に入らない状態にする。始動後には、動作パターンBに切り替えて、サブモータジェネレータMG2により発電によるシリーズ走行を行う。
次に中速走行時の制御動作について図29を参照して説明する。
(15) 緩加速クルーズ時は、動作パターンFにより、第1のエンジンENG1の駆動力のみを利用した単独エンジン走行を行う。その際、サブモータジェネレータMG2で発電した電力でバッテリ8を充電する。第1エンジンENG1は高効率運転ポイントで運転し、第1のトランスミッションTM1の変速比を制御することで、運転状況に対応する。
(18) 一方、加速時には、動作パターンCに切り替えて、第1のエンジンENG1とメインモータジェネレータMG1の両方の駆動力を利用したパラレル運転を行う。この際、基本は第1エンジンENG1によるエンジン走行であり、加速要求に対してメインモータジェネレータMG1でアシストする。この制御動作は、中速走行時の加速要求に対して第1のトランスミッションTM1の変速比の変化で対応できないときに選択される。
第1のエンジンENG1の駆動力を利用したエンジン走行から第2のエンジンENG2を利用したエンジン走行への切り替え時には、図30に示すように動作制御する。
次に中高速走行時の制御動作について図31を参照して説明する。
(23) 緩加速クルーズ時は、動作パターンIにより、第2のエンジンENG2の駆動力を利用した単体エンジン走行を実施する。
(24) 加速時には、後述する動作パターンJへの切り替えにより、第2のエンジンENG2と第1のエンジンENG1の両方の駆動力を利用して走行する。なお、SOCが低い場合には、サブモータジェネレータMG2を発電機として利用し、バッテリ8の充電を行ってもよい。
(25) 緩減速クルーズ時には、動作パターンEにより、メインモータジェネレータMG1による回生運転を行い、両エンジンENG1、ENG2は停止する。また、(25)から(23)に戻るときには、シンクロ機構20を接続状態にして、第2のエンジンENG2をクランキングする。
(26) 減速時には、動作パターンKにより、メインモータジェネレータMG1を回生運転させ、同時に、シンクロ機構20を接続状態にすることで、第2のエンジンENG2によるエンジンブレーキを利かせる。
第2のエンジンENG2の駆動力を利用したエンジン走行から、第2のエンジンENG2に加えて第1のエンジンENG1の両方の駆動力を利用したエンジン走行への切り替え時には、図32に示すように動作制御する。
(29) その後、動作パターンJに示すように、第1、第2のワンウェイ・クラッチOWC1、OWC2の入力部材122の回転数が共に同期して出力部材121の回転数(被回転駆動部材11の回転数)を上回るように、第1、第2のエンジンENG1、ENG2の回転数および/または第1、第2のトランスミッションTM1、TM2の変速比を制御し、第2のエンジンENG2と第1のENG1の両駆動力を合成したエンジン走行へ移行する。
次に、高速走行時の制御動作について図33を参照して説明する。
(30)、(31) 緩加速クルーズ時および加速時は、動作パターンJにより、第2のエンジンENG2の駆動力と第1のエンジンENG1の駆動力の合成力を利用したエンジン走行を実施する。この際、小排気量の第1のエンジンENG1は、回転数やトルクが高効率運転領域に入るように第1のエンジンENG1および/または第1のトランスミッションTM1を制御する固定した運転条件で運転し、それ以上の要求出力に対しては、大排気量の第2のエンジンENG2および/または第2のトランスミッションTM2を制御する。なお、SOCが低い場合には、サブモータジェネレータMG2を発電機として利用し、バッテリ8の充電を行ってもよい。
(33) また、ブレーキを踏むなどした減速時には、動作パターンNに切り替え、シンクロ機構20を接続状態にすることにより、第2のエンジンENG2のエンジンブレーキを利かせる。同時に、メインモータジェネレータMG1の回生運転により、強い制動力が働くようにする。そして、メインモータジェネレータMG1で生成した回生電力をバッテリ8に充電する。また、減速に寄与しない第1のエンジンENG1は、サブモータジェネレータMG2の発電運転に使い、バッテリ8を充電する。
次に後進(後退)時の制御動作について図34を参照して説明する。
(34) 後進時は緩加速クルーズとして、動作パターンAによりEV走行を行う。後進しようとする時には、前述したように、第1、第2のトランスミッションTM1、TM2がロックすることにより、後進できない状態(後進不可状態)が発生する。そこで、予めクラッチ機構CL1、CL2を解放状態にしてロックを回避しておき、その状態でメインモータジェネレータMG1を逆回転させて、車両を後進させる。
(35) EV走行で後退している場合も、バッテリ8の残容量SOCが35%以下の場合は、動作パターンBのシリーズ走行に切り替えて、バッテリ8を充電しながら、メインモータジェネレータMG1を逆回転させる。
次に停止時の制御動作について図35を参照して説明する。
(36) 車両停止の際のアイドリング時には、動作パターンOに切り替え、第1のエンジンENG1のみ駆動し、駆動力が被回転駆動部材11に伝わらないように、例えば、第1のトランスミッションTM1の変速比を無限大にして、サブモータジェネレータMG2により発電し、生成した電力をバッテリ8に充電する。
(37) また、アイドリングストップの場合は、全ての動力源を停止する。
2 駆動車輪
5 制御手段
7 登坂状態検出手段
11 被回転駆動部材
101 入力軸
104 偏心ディスク
112 変速比可変機構
120 ワンウェイ・クラッチ
121 出力部材
122 入力部材
123 ローラ(係合部材)
130 連結部材
131 一端部(リング部)
132 他端部
133 円形開口
140 ベアリング
180 アクチュエータ
BD1 第1の無限・無段変速機構
BD2 第2の無限・無段変速機構
CL1 第1のクラッチ機構
CL2 第2のクラッチ機構
ENG1 第1のエンジン(第1の内燃機関部)
ENG2 第2のエンジン(第2の内燃機関部)
MG1 メインモータジェネレータ
MG2 サブモータジェネレータ
OWC1 第1のワンウェイ・クラッチ
OWC2 第2のワンウェイ・クラッチ
S1 出力軸
S2 出力軸
TM1 第1のトランスミッション(第1の変速機構)
TM2 第2のトランスミッション(第2の変速機構)
O1 入力中心軸線
O2 出力中心軸線
O3 第1支点
O4 第2支点
RD1 正回転方向
RD2 逆回転方向
r1 偏心量
Claims (6)
- 回転動力を発生する内燃機関部と、
該内燃機関部の発生する回転動力を変速して出力する変速機構と、
該変速機構の出力部に設けられ、入力部材と出力部材とこれら入力部材および出力部材をロック状態または非ロック状態にする係合部材とを有し、前記変速機構からの回転動力を受ける前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材と出力部材がロック状態になることで、入力部材に入力された回転動力を前記出力部材に伝達するワンウェイ・クラッチと、
前記ワンウェイ・クラッチの出力部材に連結され、該出力部材に伝達された回転動力を駆動車輪に伝えると共に、該駆動車輪と一体に回転する被回転駆動部材と、
前記ワンウェイ・クラッチの出力部材と前記被回転駆動部材との間に介在され、ON/OFF制御されることにより、これら両部材間における動力の伝達/遮断が可能なクラッチ機構と、
該クラッチ機構のON/OFFを制御するクラッチ機構制御手段と、
車両の登坂状態を検出する登坂状態検出手段と、
該登坂状態検出手段の検出した車両の登坂状態に応じて車両の後退防止制御が必要か否かを判定する判定手段と、
を備え、
前記変速機構が、
回転動力を受けることで入力中心軸線の周りを回転する入力軸と、
該入力軸の周方向に等間隔に設けられると共に、それぞれが前記入力中心軸線に対して可変の偏心量を保ちつつ該入力中心軸線の周りに前記入力軸と共に回転する複数の第1支点と、
該各第1支点をそれぞれの中心に持つと共に前記入力中心軸線の周りを回転する複数の偏心ディスクと、
前記入力中心軸線から離れた出力中心軸線の周りを回転する出力部材と、外部から回転方向の動力を受けることで前記出力中心軸線の周りを揺動する入力部材と、これら入力部材および出力部材を互いにロック状態または非ロック状態にする係合部材とを有し、前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材に入力された回転動力を前記出力部材に伝達し、それにより前記入力部材の揺動運動を前記出力部材の回転運動に変換するワンウェイ・クラッチと、
前記入力部材上の前記出力中心軸線から離間した位置に設けられた第2支点と、
それぞれ一端が前記各偏心ディスクの外周に前記第1支点を中心に回転自在に連結され、他端が前記ワンウェイ・クラッチの入力部材上に設けられた前記第2支点に回動自在に連結されることで、前記入力軸から前記偏心ディスクに与えられる回転運動を、前記ワンウェイ・クラッチの入力部材に対し該入力部材の揺動運動として伝える複数の連結部材と、
前記入力中心軸線に対する前記第1支点の偏心量を調節することで、前記偏心ディスクから前記ワンウェイ・クラッチの入力部材に伝えられる揺動運動の揺動角度を変更し、それにより、前記入力軸に入力される回転動力が前記偏心ディスクおよび前記連結部材を介して前記ワンウェイ・クラッチの出力部材に回転動力として伝達される際の変速比を変更する変速比可変機構と、
を具備し、且つ、前記偏心量がゼロに設定可能とされることで変速比を無限大に設定することのできる四節リンク機構式の無段変速機構として構成され、
前記内燃機関部の出力軸が前記無段変速機構の入力軸に連結され、
前記無段変速機構の構成要素であるワンウェイ・クラッチが、前記変速機構と前記被回転駆動部材との間に設けられた前記ワンウェイ・クラッチを兼ねており、
前記クラッチ機構制御手段が、前記判定手段により車両の後退防止制御が必要と判断された場合には、前記クラッチ機構をONとし、車両の後退防止制御が必要でないと判断された場合には、前記クラッチ機構をOFFとすることを特徴とする自動車用駆動システム。 - 前記クラッチ機構制御手段は、前記クラッチ機構をONにして車両を登坂発進させた後、車両の走行のために前記内燃機関部の駆動力を前記変速機構を介して前記被回転駆動部材に伝達させる場合には、前記クラッチ機構をONにしたまま維持し、前記内燃機関部の駆動力を前記変速機構を介して前記被回転駆動部材に伝達させない場合には、前記クラッチ機構をONからOFFに切り替えることを特徴とする請求項1に記載の自動車用駆動システム。
- 前記内燃機関部として、それぞれ独立して回転動力を発生する第1の内燃機関部および第2の内燃機関部が設けられ、
前記変速機構として、前記第1の内燃機関部および第2の内燃機関部の発生する回転動力をそれぞれ変速して出力する第1の変速機構および第2の変速機構が設けられ、
前記ワンウェイ・クラッチとして、前記第1の変速機構および第2の変速機構の各出力部にそれぞれ第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチが設けられ、
前記被回転駆動部材が、前記第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチの両出力部材に共通に連結され、
前記クラッチ機構として、前記第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチの各出力部材と前記被回転駆動部材との間にそれぞれ、第1のクラッチ機構および第2のクラッチ機構が設けられ、
前記第1の変速機構および第2の変速機構が、それぞれ前記四節リンク機構式の無段変速機構により構成され、該各無段変速機構の入力軸に前記第1の内燃機関部および第2の内燃機関部の出力軸が連結され、前記各無段変速機構の構成要素であるワンウェイ・クラッチが、前記各変速機構と前記被回転駆動部材との間に設けられた前記第1のワンウェイ・クラッチおよび第2のワンウェイ・クラッチを兼ねており、
前記クラッチ機構制御手段が、前記判定手段により車両の後退防止制御が必要と判断された場合に、前記第1のクラッチ機構および第2のクラッチ機構のうちの一方のクラッチ機構のみをONとし、他方のクラッチ機構はOFFとすることを特徴とする請求項1に記載の自動車用駆動システム。 - 前記第1の内燃機関部の出力軸にモータジェネレータが接続されており、
前記クラッチ機構制御手段は、車両が停止中または発進直後に前記第1の内燃機関部の駆動力を利用して前記モータジェネレータで発電する場合には、前記第2のクラッチ機構をONとすると共に、前記第1のクラッチ機構をOFFとすることを特徴とする請求項3に記載の自動車用駆動システム。 - 前記第1の内燃機関部の出力軸にモータジェネレータが接続されており、
前記クラッチ機構制御手段は、車両が停止中または発進直後に前記第1の内燃機関部の駆動力を利用して前記モータジェネレータで発電する場合には、前記第1の変速機構の変速比を無限大に設定し、前記第1のクラッチ機構をONとすると共に、第2のクラッチ機構をOFFとすることを特徴とする請求項3に記載の自動車用駆動システム。 - 回転動力を発生する内燃機関部と、
該内燃機関部の発生する回転動力を変速して出力する変速機構と、
該変速機構の出力部に設けられ、入力部材と出力部材とこれら入力部材および出力部材をロック状態または非ロック状態にする係合部材とを有し、前記変速機構からの回転動力を受ける前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材と出力部材がロック状態になることで、入力部材に入力された回転動力を前記出力部材に伝達するワンウェイ・クラッチと、
前記ワンウェイ・クラッチの出力部材に連結され、該出力部材に伝達された回転動力を駆動車輪に伝えると共に、該駆動車輪と一体に回転する被回転駆動部材と、
前記ワンウェイ・クラッチの出力部材と前記被回転駆動部材との間に介在され、ON/OFF制御されることにより、これら両部材間における動力の伝達/遮断が可能なクラッチ機構と、
を備え、
前記変速機構が、
回転動力を受けることで入力中心軸線の周りを回転する入力軸と、
該入力軸の周方向に等間隔に設けられると共に、それぞれが前記入力中心軸線に対して可変の偏心量を保ちつつ該入力中心軸線の周りに前記入力軸と共に回転する複数の第1支点と、
該各第1支点をそれぞれの中心に持つと共に前記入力中心軸線の周りを回転する複数の偏心ディスクと、
前記入力中心軸線から離れた出力中心軸線の周りを回転する出力部材と、外部から回転方向の動力を受けることで前記出力中心軸線の周りを揺動する入力部材と、これら入力部材および出力部材を互いにロック状態または非ロック状態にする係合部材とを有し、前記入力部材の正方向の回転速度が前記出力部材の正方向の回転速度を上回ったとき、前記入力部材に入力された回転動力を前記出力部材に伝達し、それにより前記入力部材の揺動運動を前記出力部材の回転運動に変換するワンウェイ・クラッチと、
前記入力部材上の前記出力中心軸線から離間した位置に設けられた第2支点と、
それぞれ一端が前記各偏心ディスクの外周に前記第1支点を中心に回転自在に連結され、他端が前記ワンウェイ・クラッチの入力部材上に設けられた前記第2支点に回動自在に連結されることで、前記入力軸から前記偏心ディスクに与えられる回転運動を、前記ワンウェイ・クラッチの入力部材に対し該入力部材の揺動運動として伝える複数の連結部材と、
前記入力中心軸線に対する前記第1支点の偏心量を調節することで、前記偏心ディスクから前記ワンウェイ・クラッチの入力部材に伝えられる揺動運動の揺動角度を変更し、それにより、前記入力軸に入力される回転動力が前記偏心ディスクおよび前記連結部材を介して前記ワンウェイ・クラッチの出力部材に回転動力として伝達される際の変速比を変更する変速比可変機構と、
を具備し、且つ、前記偏心量がゼロに設定可能とされることで変速比を無限大に設定することのできる四節リンク機構式の無段変速機構として構成され、
前記内燃機関部の出力軸が前記無段変速機構の入力軸に連結され、
前記無段変速機構の構成要素であるワンウェイ・クラッチが、前記変速機構と前記被回転駆動部材との間に設けられた前記ワンウェイ・クラッチを兼ねている自動車用駆動システムの制御方法であって、
登坂発進のために車両の後退防止制御が必要な場合は、前記クラッチ機構をONとし、車両の後退防止制御が必要でない場合は、前記クラッチ機構をOFFとすることを特徴とする自動車用駆動システムの制御方法。
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- 2011-06-15 DE DE112011102308.1T patent/DE112011102308B4/de not_active Expired - Fee Related
- 2011-06-15 CN CN201180031086.9A patent/CN102959267B/zh not_active Expired - Fee Related
- 2011-06-15 WO PCT/JP2011/063714 patent/WO2012005094A1/ja active Application Filing
- 2011-06-15 US US13/809,085 patent/US8915822B2/en active Active
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JPH11336882A (ja) * | 1998-05-21 | 1999-12-07 | Toyota Motor Corp | 車両用変速機の制御装置 |
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JP2014084954A (ja) * | 2012-10-24 | 2014-05-12 | Honda Motor Co Ltd | 無段変速機の制御装置 |
DE102013207620A1 (de) * | 2013-04-26 | 2014-10-30 | Schaeffler Technologies Gmbh & Co. Kg | Zweiradantrieb mit Segelbetrieb |
CN111016645A (zh) * | 2019-12-04 | 2020-04-17 | 西南大学 | 超大扭矩双螺旋双超越集成式智慧自适应电驱动后驱系统 |
CN111016645B (zh) * | 2019-12-04 | 2022-04-22 | 西南大学 | 超大扭矩双螺旋双超越集成式智慧自适应电驱动后驱系统 |
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JP5638075B2 (ja) | 2014-12-10 |
JPWO2012005094A1 (ja) | 2013-09-02 |
DE112011102308B4 (de) | 2015-11-26 |
US8915822B2 (en) | 2014-12-23 |
US20130116087A1 (en) | 2013-05-09 |
CN102959267A (zh) | 2013-03-06 |
CN102959267B (zh) | 2015-05-20 |
DE112011102308T5 (de) | 2013-06-06 |
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