WO2013094029A1 - 車両用駆動装置 - Google Patents
車両用駆動装置 Download PDFInfo
- Publication number
- WO2013094029A1 WO2013094029A1 PCT/JP2011/079565 JP2011079565W WO2013094029A1 WO 2013094029 A1 WO2013094029 A1 WO 2013094029A1 JP 2011079565 W JP2011079565 W JP 2011079565W WO 2013094029 A1 WO2013094029 A1 WO 2013094029A1
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- engine
- electric motor
- planetary gear
- brake
- traveling
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- 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
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- 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
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- 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
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- 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
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
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- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
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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
- 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
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking
Definitions
- the present invention relates to a vehicle drive device having an engine and two electric motors.
- a vehicle drive device including an engine, a first electric motor, and a second electric motor is known.
- the vehicle drive device described in Patent Document 1 is this.
- the engine is connected to drive wheels via a differential mechanism whose differential state is controlled by the first electric motor, and the second electric motor has a constant reduction ratio. It is connected to the drive wheel via a speed reduction mechanism.
- the first electric motor may rotate in the negative direction when traveling at a high vehicle speed.
- a power circulation is generated in which the first electric motor functions as a motor instead of a generator and the second electric motor functions as a generator.
- power circulation may occur as described above, and the fuel efficiency of the vehicle deteriorates due to the power circulation.
- the present invention has been made in the background of the above circumstances.
- the object of the present invention is to obtain good vehicle fuel consumption in a vehicle drive device including an engine, a first electric motor, and a second electric motor.
- An object of the present invention is to provide a vehicular drive device.
- the subject matter of the first invention for achieving the above object is (a) a vehicle drive device including an engine, a first electric motor, and a second electric motor, and (b) a first sun gear and a first one.
- a first planetary gear device comprising a ring gear and a first carrier coupled to the engine; and a second planetary gear device comprising a second sun gear, a second ring gear and a second carrier coupled to the drive wheel.
- one first planetary gear device constituting member of the first sun gear and the first ring gear is coupled to the first motor, and the other of the first sun gear and the first ring gear.
- the first planetary gear device constituting member is connected to one second planetary gear device constituting member of the second sun gear and the second ring gear, and the other of the second sun gear and the second ring gear.
- Second planetary gear Location component is characterized in that it is connected to the second electric motor.
- the vehicle speed can be arbitrarily controlled by changing the rotation speed of the second electric motor even when the engine rotation speed and the rotation speed of the first electric motor are constant. Therefore, even when the vehicle is traveling at a high vehicle speed, the operating point of the first electric motor can be freely controlled regardless of the vehicle speed and the engine rotational speed.
- the first electric motor is normally rotated regardless of the vehicle speed and the engine rotational speed. Therefore, it is possible to reduce the occurrence of power circulation in which the first motor functions as a motor and the second motor functions as a generator. As a result, it is possible to obtain good vehicle fuel efficiency.
- the fuel consumption is, for example, a travel distance per unit fuel consumption
- the reduction (deterioration) in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased.
- the gist of the second invention is the vehicle drive device according to the first invention, wherein the rotation of the other first planetary gear device constituting member and the rotation of the first second planetary gear device constituting member are performed. It is provided with the brake which suppresses. In this way, in the vehicle drive device, when the other first planetary gear device constituting member and the one second planetary gear device constituting member are made non-rotatable by the operation of the brake, It is possible to perform independent control on the second motor side. For example, so-called series hybrid running can be performed.
- the gist of the third invention is the vehicle drive device according to the second invention, wherein the other first planetary gear device constituting member and the one second planetary gear device constituting member are moved by the brake. It includes a control device that performs electric motor traveling in which the engine is in a non-driven state and travels by the power of the second electric motor by making the rotation impossible. In this way, for example, it is easy to improve the fuel consumption of the vehicle as compared to a hybrid vehicle or the like in which the engine cannot be stopped while the vehicle is running.
- the gist of the fourth invention is the vehicle drive device according to the third invention, wherein the control device comprises the other first planetary gear device constituent member and the one second planetary gear device construction.
- the control device comprises the other first planetary gear device constituent member and the one second planetary gear device construction.
- the gist of a fifth invention is the vehicle drive device of the third invention or the fourth invention, wherein the control device releases the brake so that the engine and the second electric motor are released. It is characterized by performing parallel hybrid traveling that travels with the power of the motor. In this way, it is possible to improve the fuel efficiency of the vehicle by releasing the brake in a traveling state where good fuel efficiency is obtained by the parallel hybrid traveling.
- a gist of a sixth aspect of the invention is the vehicle drive device of the third aspect, wherein the control device, when starting the engine while the electric motor is running, The engine is rotated by the first electric motor while the gear device constituting member and the one second planetary gear device constituting member cannot be rotated by the brake.
- the controller does not need to control the second electric motor for cranking the engine, and can perform cranking of the engine by controlling the first electric motor. The control of the rotation speed is easy.
- a gist of a seventh aspect of the invention is the vehicle drive device according to the sixth aspect of the invention, in which the control device uses the power of the engine when releasing the brake after the engine is started.
- the first electric motor is controlled before releasing the brake so that the torque applied to the brake has a magnitude that balances the torque applied to the brake by running resistance. In this way, it is possible to reduce a shock that may occur when the brake is released.
- a gist of an eighth invention is the vehicle drive device according to the fifth invention, wherein the control device stops the engine during the parallel hybrid travel when the engine is stopped. After controlling the first motor and the second motor so that the rotational speeds of the planetary gear device constituent member and the one second planetary gear device constituent member approach zero, the other first planetary gear device constituent member and The brake is operated so that the one second planetary gear device constituting member cannot be rotated, and the engine is stopped after the operation of the brake is finished.
- control device slips the brake when the torque of the second motor is equal to or less than a predetermined second motor torque determination value during the parallel hybrid traveling.
- the first electric motor, the first planetary gear device, the second planetary gear device, and the second electric motor are arranged in order from the side close to the engine on the same axis as the output shaft of the engine. Is arranged.
- the other first planetary gear device component and the one second planetary gear device component are connected so as not to rotate relative to each other.
- the first rotating element, the second rotating element, and the third rotating element of the first planetary gear device are arranged in this order
- (c) of the first planetary gear device is connected to the first electric motor
- the second rotating element of the first planetary gear device is connected to the engine
- the third rotating element of the first planetary gear device is the second planetary gear device.
- the first rotating element of the second planetary gear device is connected to the second electric motor, and the second rotating element of the second planetary gear device is connected to the drive wheel.
- the first rotating element of the first planetary gear device is the first sun gear
- the second rotating element of the first planetary gear device is the first carrier
- the first planetary gear device includes: A third rotating element is the first ring gear; a first rotating element of the second planetary gear device is the second sun gear; a second rotating element of the second planetary gear device is the second carrier;
- the third rotating element of the second planetary gear device is the second ring gear.
- FIG. 1 is a skeleton diagram for explaining a vehicle drive device included in a hybrid vehicle to which the present invention is applied. It is the figure which showed the power transmission path
- FIG. 2 is an alignment chart when the hybrid vehicle of FIG. 1 is stopped and the engine is in a non-driven state.
- FIG. 2 is a collinear diagram when the engine is started while the hybrid vehicle in FIG. 1 is stopped.
- FIG. 2 is a collinear diagram when power generation is performed with the power of an engine while the hybrid vehicle in FIG. 1 is stopped.
- FIG. 2 is an alignment chart when series HV traveling is performed in the hybrid vehicle of FIG. 1.
- FIG. 1 is a skeleton diagram for explaining a vehicle drive device included in a hybrid vehicle to which the present invention is applied. It is the figure which showed the power transmission path
- FIG. 2 is an alignment chart when the hybrid vehicle of FIG. 1 is stopped
- FIG. 2 is a collinear diagram when parallel HV traveling is performed in a forward traveling at a low vehicle speed in the hybrid vehicle of FIG. 1.
- FIG. 2 is a collinear diagram when parallel HV traveling is performed in forward traveling at a high vehicle speed in the hybrid vehicle of FIG. 1.
- FIG. 2 is an alignment chart when vehicle start is performed in parallel HV traveling of the hybrid vehicle of FIG. 1.
- FIG. 2 is a collinear diagram when reverse driving force from driving wheels is regenerated in parallel HV traveling of the hybrid vehicle of FIG. 1.
- FIG. 3 is a collinear diagram for explaining a case where the engine is stopped during parallel HV traveling and the parallel HV traveling is shifted to EV traveling in the hybrid vehicle of FIG.
- FIG. 1 is a collinear diagram when parallel HV traveling is performed in a forward traveling at a low vehicle speed in the hybrid vehicle of FIG. 1.
- FIG. 2 is a collinear diagram when parallel HV traveling is performed in forward traveling at a high vehicle speed in the hybrid vehicle of FIG
- FIG. 2 is a collinear diagram when EV traveling is performed in the hybrid vehicle of FIG. 1.
- FIG. 7 is a collinear diagram when a second electric motor MG2 is regeneratively operated during EV traveling of the hybrid vehicle of FIG. 1.
- FIG. 2 is a collinear diagram for explaining a case where the engine is started during EV traveling in the hybrid vehicle of FIG. 1 and the EV traveling is shifted to parallel HV traveling.
- FIG. 2 is a collinear diagram when EV traveling is performed in reverse traveling in the hybrid vehicle of FIG. 1.
- FIG. 2 is an alignment chart when an engine is started during EV traveling in which the hybrid vehicle of FIG. 1 travels backward.
- FIG. 2 is an alignment chart when series HV traveling is performed in the hybrid vehicle of FIG. 1. In the hybrid vehicle of FIG.
- FIG. 2 is a diagram for explaining control in which reverse driving force from driving wheels is regenerated during parallel HV traveling in forward traveling in the hybrid vehicle of FIG. 1, wherein (a) to (c) in FIG. It is a collinear diagram of the first planetary gear device and the second planetary gear device.
- FIG. 2 is a collinear diagram for explaining that power circulation is reduced in the vehicle drive device of FIG. 1.
- FIG. 22 is a collinear diagram of the drive device in FIG. 21A, for explaining a situation in which the vibration of the engine is transmitted to the drive wheels and the second electric motor by the drive device.
- FIG. 2 is a collinear diagram of a vehicle drive device when series HV traveling is performed in the hybrid vehicle of FIG.
- FIG. 2 is a collinear diagram of the vehicle drive device when parallel HV traveling is performed in the hybrid vehicle of FIG. 1, in which the engine vibration is transmitted to the drive wheels and the second electric motor. It is a figure for demonstrating that it is difficult.
- FIG. 5 is a skeleton diagram of a vehicle drive device showing a first modified example with respect to FIG. 1.
- FIG. 6 is a skeleton diagram of a vehicle drive device showing a second modified example with respect to FIG. 1.
- FIG. 6 is a skeleton diagram of a vehicle drive device showing a third modification to FIG. 1. It is the figure which looked at the vehicle drive device of FIG.
- FIG. 10 is a skeleton diagram of a vehicle drive device showing a fourth modified example with respect to FIG. 1.
- FIG. 10 is a skeleton diagram of a vehicle drive device showing a fifth modified example with respect to FIG. 1.
- FIG. 10 is a skeleton diagram of a vehicle drive device showing a sixth modified example with respect to FIG. 1.
- FIG. 30 is an alignment chart of the vehicle drive device of FIG. 29.
- FIG. 31 is an alignment chart of the vehicle drive device of FIG. 30.
- FIG. 32 is an alignment chart of the vehicle drive device of FIG. 31.
- FIG. 1 is a skeleton diagram for explaining a vehicle drive device 10 included in a hybrid vehicle 8 (hereinafter referred to as a vehicle 8) to which the present invention is applied.
- FIG. 2 is a diagram showing a power transmission path from the vehicle drive device 10 to the drive wheels 30.
- symbol is attached
- a vehicle drive device 10 includes a generally known internal combustion engine 12 such as a gasoline engine or a diesel engine, and a transaxle as a non-rotating member attached to a vehicle body by bolting or the like.
- a case 16 (hereinafter referred to as case 16) and an electronic control unit 50 are provided.
- the first electric motor is sequentially arranged on the same axis (axial center RCa) as the output shaft (crankshaft) 14 of the engine 12 from the side closer to the engine 12.
- MG1 a first planetary gear unit 18, a second planetary gear unit 20, and a second electric motor MG2 are provided.
- the vehicle drive device 10 includes a brake B ⁇ b> 1 in the case 16.
- the first planetary gear device 18, the second planetary gear device 20, and the brake B ⁇ b> 1 constitute a power transmission device 21.
- the first electric motor MG1, the first planetary gear unit 18, the second planetary gear unit 20, the second electric motor MG2, the output gear 22 and the like are configured symmetrically with respect to the axis RCa. For this reason, the lower side of the axis RCa is omitted.
- the first planetary gear unit 18 constitutes a part of a power transmission path between the engine 12 and the drive wheels 30 (see FIG. 2), and the engine side of the second planetary gear unit 20 in the power transmission path. It is arranged.
- the first planetary gear unit 18 is an electric differential mechanism in which the power of the engine 12 is output to the drive wheels 30 and the differential state is controlled by the first motor MG1, and the power of the engine 12 is transmitted to the first motor. It functions as a power split mechanism that splits into MG1 and a power transmission path to the drive wheels 30.
- the first planetary gear device 18 is a single pinion type planetary gear device, and includes a first sun gear Sf, a first pinion gear Pf, and a first carrier Cf that supports the first pinion gear Pf so as to be capable of rotating and revolving.
- a first ring gear Rf that meshes with the first sun gear Sf via the first pinion gear Pf is provided.
- the first sun gear Sf that is the first rotating element RE11 of the first planetary gear unit 18 is connected to the first electric motor MG1, and the first carrier Cf that is the second rotating element RE12 is the engine. More specifically, the first ring gear Rf, which is the third rotating element RE13, is connected to the second ring gear Rr of the second planetary gear unit 20, which is connected to the output shaft 14 of the engine 12.
- the first sun gear Sf corresponds to one first planetary gear device constituent member in the present invention
- the first ring gear Rf corresponds to the other first planetary gear device constituent member in the present invention.
- the second planetary gear unit 20 constitutes a part of a power transmission path between the engine 12 and the drive wheel 30 (see FIG. 2), and the drive wheel is more than the first planetary gear unit 18 in the power transmission path. It is arranged on the side.
- the second planetary gear device 20 is a single pinion type planetary gear device, and includes a second sun gear Sr, a second pinion gear Pr, and a second carrier Cr that supports the second pinion gear Pr so as to rotate and revolve.
- a second ring gear Rr that meshes with the second sun gear Sr via the second pinion gear Pr is provided.
- the second sun gear Sr that is the first rotating element RE21 of the second planetary gear device 20 is connected to the second electric motor MG2, and the second carrier Cr that is the second rotating element RE22 is output.
- the gear 22 is connected.
- the output gear 22 is connected to a pair of drive wheels 30 through a differential gear device 24 and a pair of axles 26 in order. That is, the second carrier Cr is coupled to the power transmission path to the drive wheel 30. In short, the second carrier Cr is connected to the drive wheel 30.
- the gear ratio between the second ring gear Rr and the second carrier Cr can be continuously changed by the second electric motor MG2.
- the second planetary gear device 20 sets the speed ratio between the input member and the output member to the second. It can be said that the electric continuously variable transmission mechanism (electric CVT mechanism) is continuously changed by the electric motor MG2.
- the second ring gear Rr is the third rotating element RE23 of the second planetary gear device 20.
- the first ring gear Rf of the first planetary gear device 18 and the second ring gear Rr of the second planetary gear device 20 are connected so as not to be relatively rotatable, and the first ring gear Rf and the second ring gear Rr are, as a whole, the first ring gear Rf.
- an intermediate transmission member that transmits power between the planetary gear device 18 and the second planetary gear device 20 is configured.
- the second ring gear Rr corresponds to one second planetary gear device component in the present invention
- the second sun gear Sr corresponds to the other second planetary gear device component in the present invention.
- Each of the first motor MG1 and the second motor MG2 is, for example, a three-phase synchronous motor, and has a function as a motor (motor) that generates power and a function as a generator (generator) that generates reaction force. Is a motor generator.
- First electric motor MG1 and second electric motor MG2 are each electrically connected to power storage device 32 via an inverter or the like. That is, the first motor MG1, the second motor MG2, and the power storage device 32 are configured to be able to exchange power with each other.
- the power storage device 32 is configured by, for example, a battery (secondary battery) such as a lead storage battery or a capacitor.
- the brake B1 is composed of a generally known wet multi-plate hydraulic friction engagement device, and is actuated by a command from the electronic control device 50.
- the brake B1 is interposed between the case 16 and the first ring gear Rf and the second ring gear Rr, and selectively connects the case 16 with the first ring gear Rf and the second ring gear Rr. That is, the brake B1 is engaged to suppress the rotation of the first ring gear Rf and the rotation of the second ring gear Rr.
- the brake B1 is brought into an engaged state (completely engaged state), thereby making the first ring gear Rf and the second ring gear Rr unrotatable. In other words, the rotation of the first ring gear Rf and the second ring gear Rr is prevented.
- the brake B1 is brought into a released state, thereby enabling the first ring gear Rf and the second ring gear Rr to rotate.
- the first ring gear Rf and the second ring gear Rr are allowed to freely rotate.
- the brake B1 can be applied with a braking force while allowing rotation of the first ring gear Rf and the second ring gear Rr by being in a slip state (half-clutch state).
- the power of the engine 12 input to the first carrier Cf of the first planetary gear device 18 is the first carrier.
- Cf is transmitted to the drive wheel 30 through the first ring gear Rf, the second ring gear Rr, the second carrier Cr, the output gear 22, the differential gear device 24, the axle 26, and the like in order.
- the second planetary gear unit 20 functions as a speed reducer having a constant reduction ratio.
- the power of the second electric motor MG2 input to the second sun gear Sr 2 is transmitted from the sun gear Sr to the drive wheels 30 through the second carrier Cr, the output gear 22, the differential gear device 24, the axle 26 and the like in order.
- the electronic control device 50 includes a so-called microcomputer, and is a control device that executes vehicle control such as hybrid drive control related to the engine 12, the first electric motor MG1, the second electric motor MG2, and the brake B1.
- the electronic control unit 50 includes, for example, a signal indicating the engine rotation speed Ne detected by the engine rotation speed sensor 52 and an output gear detected by the output rotation speed sensor 54 from each sensor and switch provided in the vehicle 8.
- 22 represents a rotation speed Nout of 22 (hereinafter referred to as an output rotation speed Nout), and represents a rotation speed Ng of the first motor MG1 detected by the first motor rotation speed sensor 56 (hereinafter referred to as a first motor rotation speed Ng).
- the electronic control device 50 outputs various control signals for controlling the engine 12, the first electric motor MG1, the second electric motor MG2, the brake B1, and the like.
- the electronic control unit 50 operates the engine 12 on a fuel consumption optimum line that is an engine operation curve that is experimentally set in advance so that the best fuel consumption performance can be obtained according to the engine output.
- the engine 12 and the first electric motor MG1 are controlled so that the point is located.
- the electronic control unit 50 follows, for example, the vehicle speed V and the accelerator opening Acc according to a relationship (driving mode map) determined experimentally in advance so as to achieve both fuel efficiency and traveling performance.
- a relationship (driving mode map) determined experimentally in advance so as to achieve both fuel efficiency and traveling performance.
- Selectable between electric motor travel also referred to as “EV travel”
- series hybrid travel may be abbreviated as “series HV travel”
- parallel hybrid travel may be abbreviated as “parallel HV travel”.
- the EV traveling refers to traveling by the power of the second electric motor MG2 with the engine 12 in a non-driven state.
- the series HV traveling is that the power of the engine 12 is not mechanically transmitted to the drive wheels 30, but is driven by the power of the second electric motor MG2 while being generated by the power of the engine 12 by the first electric motor MG1.
- the parallel HV traveling is traveling by the power of the engine 12 and the second electric motor MG2.
- the operation state of the vehicle drive device 10 in each of the EV traveling, the series HV traveling, and the parallel HV traveling will be described with reference to the alignment charts shown in FIGS.
- the alignment charts (FIGS. 3 to 17) are all alignment charts of the first planetary gear unit 18 and the second planetary gear unit 20.
- Table 1 The correspondence relationship between the vehicle state and each collinear chart is shown in Table 1 below, and will be described in order according to Table 1.
- Each vertical line in each collinear chart of FIGS. 3 to 17 indicates the first sun gear Sf, the first carrier Cf, the first ring gear Rf and the second ring gear Rr, and the second carrier Cr in order from the left side of the figure.
- the second sun gear Sr respectively, and the rotational speed and torque (indicated by arrows) are positive in the upper direction of the figure.
- the parenthesized ENG means the engine 12, and the parenthesized OUT means the output gear 22.
- FIG. 3 is an alignment chart when the vehicle is stopped and the engine 12 is not driven.
- the engine 12 is in a non-driven state, and the rotation speed of the first carrier Cf is zero. Since the vehicle is stopped, the output rotation speed Nout is zero, that is, the rotation speed of the second carrier Cr is zero. Accordingly, the rotational speeds of the rotating elements of the first planetary gear device 18 and the second planetary gear device 20 are zero.
- the brake B1 may be in either the engaged state or the released state, but it is preferable that the brake B1 is in the engaged state. This is because the brake B1 needs to be engaged when the EV traveling is started or when the engine 12 is started.
- FIG. 4 is an alignment chart when the engine is started while the vehicle is stopped.
- the electronic control unit 50 starts the engine while the vehicle is stopped
- the first ring gear Rf and the first ring gear Rf and the first ring gear Rf are set by bringing the brake B1 into an engaged state (also referred to as a Lock state).
- the 2-ring gear Rr is made non-rotatable.
- the engine 12 is rotated by the first electric motor MG1 while the first ring gear Rf and the second ring gear Rr are disabled by the brake B1. That is, as shown by the arrow AR01 in FIG.
- the torque Tg of the first electric motor MG1 (hereinafter referred to as the first electric motor torque Tg) is output, thereby increasing the engine rotational speed Ne.
- the cranking of the engine 12 is performed by the first electric motor MG1.
- the electronic control unit 50 starts supplying fuel to the engine 12 and starting engine ignition when the engine speed Ne becomes equal to or higher than a predetermined rotation speed at which engine ignition is started.
- An arrow AR02 in FIG. 4 represents the rotational resistance (unit: Nm, for example) of the engine 12 when the engine 12 is cranked.
- FIG. 5 is a collinear diagram when power is generated by the power of the engine while the vehicle is stopped.
- the electronic control unit 50 when generating electric power while the vehicle is stopped, the electronic control unit 50 first makes the first ring gear Rf and the second ring gear Rr non-rotatable by engaging the brake B1. To do. Then, the first electric motor MG1 is rotated by the engine torque Te while the first ring gear Rf and the second ring gear Rr are not rotated by the brake B1. The first electric motor MG1 generates electric power by rotating the first electric motor MG1 in this way.
- An arrow AR03 in FIG. 5 represents the regenerative torque (power generation torque) generated by the first electric motor MG1 generating power, and an arrow AR04 represents the engine torque Te that counters the regenerative torque.
- FIG. 6 is a collinear diagram when the series HV traveling is performed.
- the vehicle 8 is traveling forward, and a driving force in the forward direction is generated.
- the electronic control unit 50 is engaged with the brake B1 on the first planetary gear unit 18 side as in the collinear diagram of FIG. 5.
- the first motor MG1 is rotated by the engine torque Te while the first ring gear Rf and the second ring gear Rr are not rotatable, and the first motor MG1 generates electric power.
- An arrow AR05 in FIG. 6 represents the regenerative torque of the first electric motor MG1, and an arrow AR06 represents the engine torque Te that opposes the regenerative torque.
- the electronic control unit 50 outputs the torque Tm of the second electric motor MG2 (hereinafter referred to as the second electric motor torque Tm) for traveling the vehicle, and the second electric motor MG2.
- Tm the torque of the second electric motor MG2
- Tm the torque of the second electric motor MG2
- Nm traveling load
- the electronic control unit 50 performs the series HV traveling by disabling the first ring gear Rf and the second ring gear Rr by the brake B1.
- the alignment chart of FIG. 6 is the vehicle moving forward
- the electronic control unit 50 may rotate the second electric motor MG2 in FIG. 6 in the negative direction when the vehicle 8 is moved backward.
- the travel load is also referred to as travel resistance.
- FIG. 7 is a collinear diagram when the parallel HV traveling is performed in a forward traveling at a low vehicle speed.
- the electronic control unit 50 releases the brake B1 (also referred to as a Free state) in order to transmit the power of the engine 12 to the drive wheels 30.
- the parallel HV traveling is performed by releasing the brake B1.
- the electronic control unit 50 outputs the engine torque Te indicated by the arrow AR09, and outputs the reaction torque (first motor torque Tg) against the engine torque Te to the first electric motor MG1 as indicated by the arrow AR10. Let Thereby, the engine torque Te is transmitted to the first ring gear Rf and the second ring gear Rr.
- An arrow AR11 in FIG. 7 represents the engine torque Te transmitted to the first ring gear Rf and the second ring gear Rr, that is, the engine direct torque at the first ring gear Rf and the second ring gear Rr.
- the electronic control unit 50 rotates the first electric motor MG1 in the forward direction when transmitting the power of the engine 12 to the drive wheels 30.
- the first motor MG1 is controlled so that the first motor rotation speed Ng becomes zero or substantially zero in the positive rotation direction.
- the electronic control unit 50 outputs the second motor torque Tm indicated by the arrow AR12 in the direction in which the output gear 22 is driven.
- the output gear 22 is driven by the engine direct torque (arrow AR11) and the second motor torque Tm (arrow AR12). That is, the drive wheel 30 is driven.
- an arrow AR13 in FIG. 7 represents the traveling load transmitted from the drive wheel 30, and the engine direct torque (arrow AR11) and the second motor torque Tm (arrow AR12) are the traveling load (arrow AR13).
- the operating point of the first planetary gear unit 18 in which the first motor rotational speed Ng is zero when the engine 12 is driven is referred to as a mechanical point.
- FIG. 8 is a collinear diagram when the parallel HV traveling is performed in a forward traveling at a high vehicle speed.
- the rotation speed of the second carrier Cr is high because the vehicle speed V is high compared to FIG. Therefore, the second motor rotation speed Nm is also high.
- the engine rotation speed Ne and the first motor rotation speed Ng in FIG. 8 may be different from those in FIG. 7, but are the same as those in FIG. That is, as can be seen from a comparison between FIG. 7 and FIG. 8, the electronic control unit 50 adjusts the second motor rotation speed Nm regardless of the vehicle speed V, thereby adjusting the engine rotation speed Ne and the first motor.
- the rotational speed Ng can be arbitrarily controlled.
- the nomogram of FIG. 8 as in the nomogram of FIG.
- the brake B1 is in the released state
- the arrow AR14 represents the engine torque Te
- the arrow AR15 represents the counter-current of the first electric motor MG1.
- the arrow AR16 represents the engine direct torque in the first ring gear Rf and the second ring gear Rr
- the arrow AR17 represents the second motor torque Tm
- the arrow AR18 represents the travel load.
- FIG. 9 is a collinear diagram when the vehicle starts in the parallel HV traveling. Since the alignment chart of FIG. 9 represents the vehicle state during the parallel HV traveling, the brake B1 is in the released state.
- the arrow AR19 represents the engine torque Te
- the arrow AR20 represents the reaction torque of the first electric motor MG1
- the arrow AR21 represents the first ring gear Rf and the second ring gear Rr.
- the engine direct torque is represented
- the arrow AR22 represents the second motor torque Tm
- the arrow AR23 represents the travel load.
- FIG. 9 is a nomographic chart when the vehicle starts, the vehicle speed V is zero, that is, the rotation speed of the second carrier Cr is zero.
- the second electric motor MG2 rotates in the negative direction.
- the electronic control unit 50 increases the second motor rotation speed Nm in the positive direction by, for example, raising the engine direct torque (arrow AR21) and the second motor torque Tm (arrow AR22). Increase vehicle speed V.
- FIG. 10 is a collinear diagram when the reverse driving force from the driving wheel 30 is regenerated in the parallel HV traveling. Since the alignment chart of FIG. 10 represents the vehicle state during the parallel HV traveling, the brake B1 is in the released state. For example, the regenerative driving force may be regenerated when coasting is performed by releasing an accelerator pedal while the vehicle is traveling.
- the electronic control unit 50 basically puts the engine 12 in a non-driving state, and at the same time, regenerates only the second electric motor MG2, or the first electric motor MG1 and the second electric motor MG2. Is activated.
- FIG. 10 is a collinear diagram when the reverse driving force from the driving wheel 30 is regenerated in the parallel HV traveling. Since the alignment chart of FIG. 10 represents the vehicle state during the parallel HV traveling, the brake B1 is in the released state. For example, the regenerative driving force may be regenerated when coasting is performed by releasing an accelerator pedal while the vehicle is traveling.
- the electronic control unit 50 basically puts the engine
- the engine 12 is in a non-driven state and is dragged and rotated by the reverse driving force, so that the engine 12 has a rotational resistance as indicated by an arrow AR24. Is generated. Then, the electronic control unit 50 causes the first electric motor MG1 to output a reaction torque that opposes the rotational resistance of the engine 12 as indicated by an arrow AR25. As a result, the rotational resistance of the engine 12 is transmitted to the first ring gear Rf and the second ring gear Rr, and negative torque is generated as indicated by an arrow AR26.
- the electronic control unit 50 On the other hand, on the second planetary gear unit 20 side, the electronic control unit 50 generates a regenerative torque (arrow AR27) for braking the second electric motor MG2 in the second electric motor MG2 rotating in the forward direction.
- the negative torque (arrow AR26) and the regenerative torque (arrow AR27) of the second electric motor MG2 in the first ring gear Rf and the second ring gear Rr are driven.
- the reverse driving force from the wheel 30 opposes the reverse driving torque (arrow AR28) that rotates the second carrier Cr.
- the electronic control unit 50 uses the first motor torque Tg (arrow AR25) as the reaction torque and the regeneration so that the power generation efficiency of the first motor MG1 and the second motor MG2 as a whole increases.
- the second motor torque Tm (arrow AR27) as the torque is adjusted.
- the first motor rotation speed Ng is zero or substantially zero
- the generated electric power of the first electric motor MG1 is zero or substantially zero
- the second electric motor MG2 exclusively generates electric power.
- the first motor rotation speed Ng may not be zero or substantially zero.
- FIG. 11 is a collinear diagram for explaining a case where the engine 12 is stopped during the parallel HV running and the parallel HV running shifts to the EV running.
- the parallel HV traveling may be shifted to the EV traveling.
- the broken line L01 represents the rotational speed of each rotating element during the parallel HV traveling
- the solid line L02 represents the rotational speed of each rotating element during the EV traveling.
- the brake B1 is in a released state.
- the electronic control unit 50 When switching the vehicle 8 from the parallel HV traveling to the EV traveling, the electronic control unit 50 maintains the rotational speed of the second carrier Cr corresponding to the vehicle speed V and engages the brake B1 before the engine 12 To stop. In this way, the electronic control unit 50 performs the EV traveling after the engine 12 is stopped. Therefore, the brake B1 is in the engaged state during the EV traveling indicated by the solid line L02.
- an arrow AR29 represents the second motor torque Tm
- an arrow AR30 represents the travel load transmitted from the drive wheels 30.
- FIG. 12 is a collinear diagram when the EV traveling is performed.
- the vehicle 8 is traveling forward, and a driving force in the forward direction is generated.
- the electronic control device 50 when performing the EV traveling, the electronic control device 50 makes the first ring gear Rf and the second ring gear Rr non-rotatable by bringing the brake B1 into an engaged state. Then, the electronic control unit 50 outputs the second electric motor torque Tm for driving the vehicle, and drives the output gear 22 by the second electric motor MG2. That is, the drive wheel 30 connected to the output gear 22 is driven by the second electric motor MG2.
- An arrow AR31 in FIG. 12 represents the second motor torque Tm, and an arrow AR32 represents the travel load transmitted from the drive wheel 30.
- the electronic control unit 50 performs the EV traveling by disabling the first ring gear Rf and the second ring gear Rr by the brake B1. Since the brake B1 is engaged during the EV traveling, the engine rotational speed Ne and the first electric motor rotational speed Ng are both zero as shown in FIG. 12 except when the engine is started. That is, during the EV traveling, the engine 12 is not dragged and rotated by the drive wheels 30, and the first electric motor MG1 is not idled. Note that the nomographic chart of FIG. 12 is the vehicle moving forward, but the electronic control unit 50 may rotate the second electric motor MG2 in FIG. 12 in the negative direction when the vehicle 8 is moved backward.
- FIG. 13 is a collinear diagram when the EV traveling is performed.
- the vehicle 8 is traveling forward, but unlike the alignment chart of FIG. 12, the second electric motor MG ⁇ b> 2 is regenerated by the reverse driving force from the drive wheels 30. That is, in FIG. 13, the electronic control unit 50 opposes the reverse drive torque (arrow AR33) in which the reverse drive force from the drive wheels 30 rotates the second carrier Cr, and the regenerative torque (arrow arrow) of the second electric motor MG2. AR34) is generated, and the reverse driving force is regenerated by the second electric motor MG2 by doing so.
- FIG. 14 is a collinear diagram for explaining a case where the engine 12 is started during the EV traveling and the EV traveling is shifted to the parallel HV traveling.
- the EV traveling may be shifted to the parallel HV traveling.
- the broken line L03 represents the rotational speed of each rotating element during the EV traveling
- the solid line L04 represents the rotational speed of each rotating element during the parallel HV traveling.
- the brake B1 is in an engaged state.
- the electronic control unit 50 switches the vehicle 8 from the EV traveling to the parallel HV traveling, first, the engine 12 is cranked by the first electric motor MG1 in the same manner as the engine start described in FIG. Start. Then, the electronic control unit 50 releases the brake B1 after the engine 12 is started, thereby starting the parallel HV traveling.
- the rotational speed of each rotating element indicated by the solid line L04 and the torque applied thereto are the same as those in the alignment chart of FIG. That is, the brake B1 is in the released state during the parallel HV traveling indicated by the solid line L04.
- the arrow AR35 represents the engine torque Te
- the arrow AR36 represents the reaction torque of the first electric motor MG1 that opposes the engine torque Te
- the arrow AR37 represents the first ring gear Rf and the second ring gear Rr.
- the arrow AR38 represents the second electric motor torque Tm
- the arrow AR39 represents the traveling load transmitted from the drive wheels 30. The switching from the EV traveling to the parallel HV traveling will be described in detail later with reference to FIG.
- FIG. 15 is an alignment chart when the EV traveling is performed.
- the vehicle 8 is traveling backward, and a driving force in the backward direction is generated.
- the second carrier Cr rotates in the negative direction, and the traveling load is generated in the direction of braking the second carrier Cr as indicated by an arrow AR40.
- the brake B1 is in the engaged state
- the second sun gear Sr that rotates integrally with the second electric motor MG2 is also rotating in the negative direction
- the electronic control unit 50 counters the traveling load (arrow AR40).
- the second motor torque Tm is output in the negative direction as indicated by an arrow AR41.
- FIG. 16 is a collinear diagram when the engine 12 is started during the EV traveling in which the same vehicle 6 as that in FIG. 15 is moved backward.
- the rotating state of each rotating element on the second planetary gear device 20 side and the brake B1 being in the engaged state are the same as in FIG.
- the electronic control unit 50 cranks the engine 12 with the first electric motor MG1 and starts the engine 12 in the same manner as the engine start described in FIG.
- An arrow AR42 in FIG. 16 represents the rotational resistance of the engine 12 generated when the engine 12 is cranked
- an arrow AR43 is a first electric motor generated by the electronic control unit 50 against the rotational resistance of the engine 12. This represents the torque Tg.
- FIG. 17 is a collinear diagram when the series HV traveling is performed.
- FIG. 17 is the same as FIG. 6 in that the series HV traveling is performed, but the vehicle 8 is traveling backward and the driving force in the backward direction is generated. Is different.
- the rotation state of each rotation element on the first planetary gear unit 18 side and the brake B1 being in the engaged state are the same as in FIG.
- the second carrier Cr rotates in the negative direction, and the traveling load is generated in the direction of braking the second carrier Cr as indicated by an arrow AR44. ing.
- the second sun gear Sr Since the brake B1 is in the engaged state, the second sun gear Sr is also rotating in the negative direction, and the electronic control unit 50 is shown in the arrow AR45 in the negative direction against the travel load (arrow AR44). Thus, the second electric motor torque Tm is output.
- FIG. 18 is a diagram for explaining control in which the traveling mode of the vehicle 8 is switched from the parallel HV traveling to the EV traveling during the parallel HV traveling in the forward traveling at a low vehicle speed.
- (D) is a collinear diagram of the first planetary gear unit 18 and the second planetary gear unit 20 arranged in time series.
- FIG. 18A shows the parallel HV traveling in the forward traveling at a low vehicle speed, and the rotational state of each rotating element shown in FIG. 18A is the same as the collinear diagram of FIG. The same. That is, in the alignment chart of FIG. 18A, the arrow AR51 represents the engine torque Te, and the arrow AR52 represents the reaction torque (first motor rotation speed Ng) of the first electric motor MG1 that opposes the engine torque Te.
- the arrow AR53 represents the engine direct torque in the first ring gear Rf and the second ring gear Rr
- the arrow AR54 represents the second motor torque Tm
- the arrow AR55 represents the traveling load transmitted from the drive wheels 30.
- the electronic control unit 50 releases the brake B1, the second electric motor MG2 rotates in the positive direction, and the first electric motor MG1 has the first electric motor rotation speed Ng of zero or substantially zero in the positive rotation direction. It is controlled by the electronic control unit 50 so as to be.
- the electronic control unit 50 In order to switch the parallel HV traveling to the EV traveling, the electronic control unit 50 needs to stop the engine 12 after engaging the brake B1 while suppressing the influence on the rotation of the drive wheels 30. Therefore, the electronic control unit 50 maintains the vehicle speed V and the travel load (arrow AR55) and reduces the rotation speeds of the first ring gear Rf and the second ring gear Rr to zero in order to reduce the shock when the brake B1 is engaged.
- the first electric motor MG1 and the second electric motor MG2 are controlled so that the rotation of the gears Rf and Rr stops. In other words, the first motor MG1 and the second motor MG2 are controlled to increase the first motor rotation speed Ng and the second motor rotation speed Nm while maintaining the vehicle speed V and the traveling load (arrow AR55).
- the rotational speeds of the first ring gear Rf and the second ring gear Rr are brought close to zero.
- the rotational elements of the first planetary gear unit 18 and the second planetary gear unit 20 are specifically shown in FIG. 18 (a) as shown in the collinear diagram of FIG. 18 (b). From the broken line L05 indicating the same rotational state to the rotational state indicated by the solid line L06. For example, the rotation speeds of the first ring gear Rf and the second ring gear Rr on the solid line L06 are zero or substantially zero.
- the electronic control unit 50 maintains the vehicle speed V and the traveling load (arrow AR55), and the first motor MG1 and the second motor MG2 so that the rotation speeds of the first ring gear Rf and the second ring gear Rr approach zero.
- the brake B1 is operated so that the first ring gear Rf and the second ring gear Rr cannot be rotated.
- the electronic control unit 50 is experimentally tested in advance so that the rotational speeds of the first ring gear Rf and the second ring gear Rr sufficiently reduce the shock when the brake B1 is engaged and include zero rotation.
- the brake B1 is engaged when it falls within the allowable rotational speed range set to.
- FIG. 18C shows an alignment chart after the brake B1 is engaged.
- FIG. 18C is an alignment chart during the series HV traveling in forward traveling, as can be seen from the alignment chart equivalent to the alignment chart of FIG. 6 described above.
- FIG. 18 (d) shows a nomographic chart after the engine 12 is stopped.
- FIG. 18 (d) is a collinear chart equivalent to FIG. It is an alignment chart in EV driving
- FIG. 19 is a diagram for explaining control in which the engine 12 is started during the EV traveling in the forward traveling and the traveling mode of the vehicle 8 is switched from the EV traveling to the parallel HV traveling.
- To (d) are collinear diagrams of the first planetary gear unit 18 and the second planetary gear unit 20 arranged in chronological order. Since FIG. 19A represents the EV traveling in forward traveling, the arrow AR56 in FIG. 19A represents the second motor torque Tm, as in the collinear diagram of FIG. The arrow AR57 represents the travel load transmitted from the drive wheel 30.
- the brake reaction torque generated by the brake B1 against the travel load is represented by an arrow AR58.
- the brake reaction force torque represented by the arrow AR58 is shared by the brake B1 and the second electric motor MG2 respectively in the EV traveling because the reaction force torque that opposes the traveling load is shared by the brake B1 and the second electric motor MG2.
- Arrow AR58 corresponds to the share of the brake B1 of the reaction torque that opposes the traveling load.
- the electronic control unit 50 starts the engine 12 during the EV traveling shown in FIG. 19A.
- the engine 12 is driven by the first electric motor MG1 in the same manner as the engine start described in FIG.
- the engine 12 is started.
- the electronic control unit 50 keeps the engine 12 in the first electric motor MG1 while keeping the brake B1 engaged, that is, with the first ring gear Rf and the second ring gear Rr being unrotatable by the brake B1. Rotate with.
- the cranking of the engine 12 is performed.
- the engine rotational speed Ne becomes equal to or higher than a predetermined rotational speed at which engine ignition is started, fuel supply to the engine 12 is started and engine ignition is started.
- FIG. 19B shows the series HV traveling in forward traveling
- the arrow AR59 in FIG. 19B indicates the regenerative torque (first motor MG1) as in the collinear diagram of FIG.
- the arrow AR60 represents the engine torque Te that opposes the regenerative torque.
- the engine direct torque at the first ring gear Rf and the second ring gear Rr that is, the torque applied to the brake B1 by the power of the engine 12 is represented by an arrow AR61.
- the electronic control unit 50 switches the traveling mode of the vehicle 8 to the series HV traveling as shown in FIG. 19B, the torque applied to the brake B1 by the power of the engine 12, that is, the engine direct torque (arrow AR61) Of the first electric motor torque Tg and the engine torque Te so that the torque is applied to the torque applied to the brake B1 by the travel load (arrow AR57), that is, the torque represented by the arrow AR62 in FIG.
- the brake zero torque control means that the torque applied to the brake B1 in the first planetary gear device 18 and the second planetary gear device 20 during the series HV traveling approaches zero, that is, the brake in the engaged state.
- the first electric motor MG1 and the engine 12 are controlled so that the torque generated by B1 approaches zero.
- the electronic control unit 50 calculates the engine direct torque (arrow AR61) based on the first motor torque Tg and the gear ratio of the first planetary gear unit 18 and applies the brake B1 by the traveling load.
- Torque (arrow AR62) is calculated based on the second motor torque Tm and the gear ratio of the second planetary gear unit 20.
- FIG. 19C shows the rotation state of each rotating element of the first planetary gear device 18 and the second planetary gear device 20 in the execution of the brake zero torque control.
- the torque (arrow AR62) applied to the brake B1 by the traveling load is the same magnitude as the reverse direction of the brake reaction force torque (arrow AR58). Since the brake zero torque control is a control executed transiently and the inertia of the engine 12 is large, the electronic control unit 50 adjusts the first motor torque Tg without adjusting the engine torque Te.
- the brake zero torque control may be executed.
- the engine direct torque (arrow AR61) is balanced with the torque (arrow AR62) applied to the brake B1 by the traveling load. Then, the brake zero torque control is completed (finished) and the brake B1 is released.
- the brake torque difference absolute value
- the brake torque difference is less than or equal to an allowable torque difference that is experimentally determined in advance so that the shock when releasing the brake B1 is sufficiently reduced.
- FIG. 19D shows the rotation state of each rotating element of the first planetary gear device 18 and the second planetary gear device 20 during the parallel HV traveling after the release of the brake B1.
- the switching from the EV traveling to the parallel HV traveling is completed by releasing the brake B1, and the parallel HV traveling is started after releasing the brake B1.
- the electronic control unit 50 causes the first electric motor MG1 to generate power, while causing the second electric motor MG2 to power.
- FIGS. 19 (a) to 19 (d) when switching the EV travel to the parallel HV travel, the electronic control unit 50 temporarily releases the brake B1 after the series HV travel. Then, the parallel HV traveling is started.
- FIG. 20 is a diagram for explaining control in which the reverse driving force from the driving wheel 30 is regenerated during the parallel HV traveling in forward traveling.
- FIGS. 20 (a) to 20 (c) are diagrams illustrating the first planet.
- FIG. 3 is a collinear diagram of a gear device 18 and a second planetary gear device 20. In any of FIGS. 20A to 20C, the brake B1 is released.
- FIG. 20 (a) is a collinear diagram when the drive wheels 30 are driven by the engine 12 and the second electric motor MG2 during the parallel HV traveling in forward traveling.
- the arrow AR63 represents the engine torque Te
- the arrow AR64 represents the reaction of the first electric motor MG1 that opposes the engine torque Te.
- the arrow AR65 represents the engine direct torque in the first ring gear Rf and the second ring gear Rr
- the arrow AR66 represents the second motor torque Tm
- the arrow AR67 represents the drive wheel 30.
- the travel load transmitted from the vehicle is represented.
- FIG. 20B is a collinear diagram when the reverse driving force is regenerated by releasing the accelerator pedal or the like during the parallel HV traveling shown in FIG. It is a collinear chart for demonstrating the 1st regeneration control pattern in force regeneration. That is, in FIG. 20B, the travel load (arrow AR67) in FIG. 20A is switched to the reverse drive torque (arrow AR68) in which the reverse drive force rotates the second carrier Cr. As shown in FIG. 20B, in the first regenerative control pattern, the electronic control unit 50 puts the engine 12 into a non-driving state by shutting off the fuel supply (fuel cut).
- the first electric motor torque Tg (arrow AR69) is set so as not to rotate the first electric motor MG1 in the positive direction and, in other words, to converge the first electric motor rotation speed Ng to zero, in other words, to approach zero. Control. Therefore, on the first planetary gear unit 18 side in FIG. 20B, the engine 12 is dragged and rotated by the reverse driving force in the non-driven state, so the engine 12 generates rotational resistance as indicated by an arrow AR70. To do. That is, the first motor torque Tg indicated by the arrow AR69 is a reaction torque that opposes the rotational resistance (arrow AR70) of the engine 12.
- the electronic control unit 50 since the first electric motor torque Tg (arrow AR69) is generated and the engine 12 is dragged and rotated, the rotational resistance of the engine 12 is transmitted to the first ring gear Rf and the second ring gear Rr, and the arrow AR71 Thus, negative torque is generated.
- the electronic control unit 50 On the other hand, on the second planetary gear unit 20 side in FIG. 20B, the electronic control unit 50 generates a regenerative torque (arrow AR72) for braking the second motor MG2 in the second motor MG2 rotating in the forward direction.
- the negative direction torque (arrow AR71) in the first ring gear Rf and the second ring gear Rr and the regenerative torque (arrow AR72) of the second electric motor MG2 are driven wheels 30.
- the counter driving force from the counter counters the counter driving torque (arrow AR68) for rotating the second carrier Cr.
- the first electric motor MG1 has the first electric motor rotational speed Ng. Is controlled to converge to zero, the generated electric power of the first electric motor MG1 is zero or substantially zero, and the second electric motor MG2 generates exclusively. That is, in the first regenerative control pattern, the electronic control unit 50 regenerates with the second electric motor MG2.
- FIG. 20C is a collinear diagram when the reverse driving force is regenerated by releasing the accelerator pedal during the parallel HV traveling shown in FIG. It is a collinear chart for demonstrating the 2nd regeneration control pattern in force regeneration. Accordingly, each torque (arrows AR68 to AR72) shown in FIG. 20C is the same as that shown in FIG. 20B. However, in the second regenerative control pattern, as shown in FIG. 20C, the electronic control unit 50 does not converge the first motor rotational speed Ng to zero, but is a predetermined rotational speed in the negative direction. The first motor torque Tg (arrow AR69) is controlled so that the first motor MG1 is rotated at the first motor target rotation speed during regeneration.
- the predetermined first motor target rotational speed at the time of regeneration is experimentally set in advance so that the first motor MG1 is regeneratively operated at an operating point at which good regeneration efficiency of the first motor MG1 is obtained, for example.
- the first electric motor MG1 has a rotational speed in the negative direction. Since the regenerative operation is performed by rotating, the first electric motor MG1 and the second electric motor MG2 generate electric power. That is, in the second regenerative control pattern, the electronic control unit 50 regenerates with the first electric motor MG1 and the second electric motor MG2.
- the first regeneration control pattern or the second regeneration control pattern increases the regeneration efficiency of the entire first motor MG1 and the second motor MG2 with the vehicle speed V or the like as a parameter.
- the electronic control unit 50 regenerates the reverse driving force during the parallel HV traveling
- the first regenerative control is determined from the predetermined regenerative efficiency map. Either a pattern or the second regeneration control pattern is selected.
- the vehicle drive device 10 includes a first planetary gear device 18 including a first sun gear Sf, a first ring gear Rf, and a first carrier Cf, and a second sun gear.
- a second planetary gear unit 20 including Sr, a second ring gear Rr, and a second carrier Cr is provided.
- the first sun gear Sf is connected to the first electric motor MG1
- the first ring gear Rf is connected to the second ring gear Rr
- the first carrier Cf is connected to the engine 12
- the second sun gear Sr is connected to the second electric motor MG2.
- the second carrier Cr is connected to the drive wheel 30.
- the electronic control unit 50 can arbitrarily control the vehicle speed V by changing the second motor rotation speed Nm even when the engine rotation speed Ne and the first motor rotation speed Ng are constant. Therefore, even when the vehicle travels at a high vehicle speed, the operating point of the first electric motor MG1 can be freely controlled regardless of the vehicle speed V and the engine rotational speed Ne. For example, the first electric motor can be controlled regardless of the vehicle speed V and the engine rotational speed Ne. Since MG1 can be maintained in the normal rotation, it is possible to reduce the occurrence of power circulation in which the first electric motor MG1 functions as a motor and the second electric motor MG2 functions as a generator. As a result, it is possible to obtain good fuel efficiency of the vehicle 8. Thus, in the vehicle drive device 10 of the present embodiment, the reduction in the power circulation will be specifically described by comparing FIGS. 21 (a) and 21 (b).
- FIG. 21 is a collinear diagram for explaining that the power circulation is reduced in the vehicle drive device 10 by comparing (a) and (b) in the figure.
- FIGS. 21A and 21B are collinear diagrams of the first planetary gear unit 18 and the second planetary gear unit 20, and the engine rotation speed between FIGS. 21A and 21B. Ne is equal to each other, and the output rotation speed Nout is also equal to each other.
- the engine 12 is driven such that the operating point of the engine 12 is on the fuel efficiency optimum line.
- FIG. 21B is a collinear diagram of the vehicle drive device 10
- FIG. 21A is a collinear diagram of the drive device 810 different from the vehicle drive device 10 of the present embodiment.
- the drive device 810 in FIG. 21A is basically the same as the vehicle drive device 10 except that (i) the brake B1 is not provided, and (ii) the second planetary gear device 20 is the second.
- the vehicle Cr is different from the vehicle drive device 10 in that the carrier Cr is always non-rotatable and (iii) the output gear 22 is connected to the first ring gear Rf and the second ring gear Rr instead of the second carrier Cr. .
- the engine 12 is controlled in accordance with the fuel efficiency optimum line. Therefore, even if the vehicle speed V increases, the engine speed Ne cannot be increased so much. Therefore, at high vehicle speeds, for example, as shown in FIG. 21 (a), the first electric motor MG1 rotates in the negative direction as the rotational speeds of the first ring gear Rf and the second ring gear Rr increase. While the electric motor MG1 is powered, the second electric motor MG2 generates power, thereby forming an electric path (arrow AR73) through which electric energy is transmitted from the second electric motor MG2 to the first electric motor MG1. That is, in FIG. 21A, a part of the power of the engine 12 is eventually circulated through the electric path. Specifically, in FIG.
- the first electric motor torque Tg (arrow AR75) is output as the reaction torque that opposes the engine torque Te (arrow AR74), whereby the engine torque Te is output to the first ring gear Rf and The engine direct torque transmitted to the second ring gear Rr and transmitted to the first ring gear Rf and the second ring gear Rr is indicated by an arrow AR76. Since the first motor torque Tg (arrow AR75) is a negative torque and the first motor rotation speed Ng is also a negative direction, the first motor MG1 functions as a motor and performs powering.
- the second electric motor MG2 is caused to function as a generator, and the second electric motor torque Tm (arrow AR77), that is, the electric power generation torque is output in a direction to brake the rotation of the second electric motor MG2.
- the torque that causes the second electric motor torque Tm (arrow AR77) to rotate the first ring gear Rf and the second ring gear Rr is represented as an arrow AR78.
- the engine direct torque (arrow AR76) counteracts and balances the torque expressed by the arrow AR78 and the combined torque of the travel load (arrow AR79). .
- FIG. 21A a part of the engine output is used for power generation by the second electric motor MG2.
- the vehicle drive device 10 includes the brake B1 that suppresses the rotation of the first ring gear Rf and the second ring gear Rr. Therefore, in the vehicle drive device 10, the electronic control unit 50 can make the first ring gear Rf and the second ring gear Rr non-rotatable by the operation (engagement) of the brake B1, and as such, the first ring gear Rf and By making the second ring gear Rr non-rotatable, independent control can be performed on the engine side (first planetary gear unit 18 side) and on the second motor side (second planetary gear unit 20 side). . For example, the series HV traveling can be performed.
- the driving device 810 of FIG. 21A described above does not include a brake corresponding to the brake B1 of the present embodiment, and therefore, the engine 12 as indicated by broken arrows AR80 and AR81 shown in the alignment chart of FIG. Are transmitted to the drive wheels 30 and the second electric motor MG2.
- the vibration of the engine 12 in FIG. 21A when the series HV traveling is performed in the vehicle drive device 10 of the present embodiment, the vibration of the engine 12 in FIG.
- the electronic control device 50 basically releases the brake B1, but as shown in the collinear diagram of FIG. Further, during the parallel HV traveling, the half-clutch control for slipping the brake B1 with a slight engagement force can be performed to block or suppress the transmission of the vibration of the engine 12 to the second planetary gear unit 20 side. .
- the vehicle drive device 10 can avoid or reduce the generation of abnormal noise such as rattling noise caused by vibration from the engine 12 not only during the series HV traveling but also during the parallel HV traveling.
- 22 is a collinear diagram of the drive device 810
- FIGS. 23 and 24 are collinear diagrams of the vehicle drive device 10 of the present embodiment.
- the arrows AR82, AR87, AR91 represent the engine torque Te
- the arrows AR83, AR88, AR92 represent the first motor torque Tg
- the arrows AR84, AR89, AR93 represent the second An electric motor torque Tm
- arrows AR85, AR90, AR94 indicate the traveling load.
- an arrow AR95 in FIG. 24 represents the engine direct torque at the first ring gear Rf and the second ring gear Rr
- an arrow AR96 represents the braking torque generated by the brake B1 by the half-clutch control.
- the electronic control unit 50 included in the vehicle drive device 10 disables the first ring gear Rf and the second ring gear Rr by the brake B1, so that the engine 12 is brought into a non-driven state. Then, the electric motor traveling (EV traveling) that travels by the power of the second electric motor MG2 is performed. Therefore, for example, it is easy to improve the fuel consumption of the vehicle 8 compared to a hybrid vehicle or the like in which the engine 12 cannot be stopped while the vehicle is running. Further, during the EV travel of the vehicle drive device 10, as shown in FIG. 12, not only the rotation of the engine 12 but also the rotation of the first electric motor MG1 is stopped, so that no drag loss of the first electric motor MG1 occurs. Even when compared with a hybrid vehicle in which the first electric motor MG1 is idled during the EV travel, it is easy to improve the fuel consumption of the vehicle 8.
- the drive device 810 of FIG. 21A can perform the EV traveling with the power of the second electric motor MG2 by idling the first electric motor MG1, but the drive device 810 increases the vehicle speed V.
- the rotational speed of the first pinion gear Pf of the first planetary gear device 18 is also increased. Therefore, in the drive device 810, there is a restriction on the maximum vehicle speed in the EV traveling from the allowable rotational speed of the first pinion gear Pf.
- the vehicle drive device 10 of this embodiment rotates the first electric motor MG1 during the EV traveling. Therefore, as compared with the driving device 810, there is an advantage that the maximum vehicle speed in the EV traveling is hardly restricted.
- the electronic control unit 50 mechanically transmits the power of the engine 12 to the drive wheels 30 by disabling the first ring gear Rf and the second ring gear Rr by the brake B1.
- the series HV traveling is performed in which the first electric motor MG1 generates electric power with the power of the engine 12 and the electric motor 2 travels with the power of the second electric motor MG2. Therefore, in a traveling state where good fuel efficiency is obtained in the series HV traveling, the fuel consumption of the vehicle 8 can be improved by making the first ring gear Rf and the second ring gear Rr non-rotatable by the brake B1. .
- the electronic control unit 50 performs the parallel HV traveling that travels by the power of the engine 12 and the second electric motor MG2 by releasing the brake B1. Therefore, it is possible to improve the fuel consumption of the vehicle 8 by releasing the brake B1 in a traveling state in which good fuel efficiency is obtained by the parallel HV traveling.
- the electronic control unit 50 when starting the engine 12 during the EV traveling, the electronic control unit 50 keeps the first ring gear Rf and the second ring gear Rr from being rotated by the brake B1, and the engine 12 Is rotated by the first electric motor MG1 to perform cranking. Therefore, the brake B1 can easily block a series of controls performed at engine start, such as cranking of the engine 12 and ignition start, from affecting the vehicle speed V or the driving force of the vehicle 8.
- the electronic control unit 50 does not need to control the second electric motor MG2 for cranking the engine 12, and the cranking of the engine 12 can be performed by controlling the first electric motor MG1.
- the engine speed Ne can be easily controlled. Further, vibration is likely to be generated from the engine 12 during cranking at the time of engine start, and transmission of engine vibration at the time of cranking to the drive wheels 30 is greatly suppressed by the engagement of the brake B1. .
- the electronic control unit 50 releases the brake B1 after the engine 12 is started, the torque applied to the brake B1 by the power of the engine 12 as shown in FIG.
- the first electric motor MG1 is controlled before the brake B1 is released so that (arrow AR61) has a magnitude that balances the torque (arrow AR62) applied to the brake B1 by the travel load (travel resistance). Therefore, it is possible to reduce a shock that may occur when the brake B1 is released.
- the rotational speeds of the first ring gear Rf and the second ring gear Rr are set as shown in FIG.
- the brake B1 is operated so that the first ring gear Rf and the second ring gear Rr cannot rotate, and in short, the brake B1 is engaged, After the engagement operation of the brake B1 is completed, the engine 12 is stopped. Accordingly, it is possible to reduce the shock from the brake B1 that may occur when the brake B1 is engaged, and the shock that may occur when the engine 12 is switched from the driving state to the non-driving state.
- the brake B1 is a wet multi-plate hydraulic friction engagement device.
- the operation type is not particularly limited as long as it is a power connection / disconnection device capable of connecting / disconnecting power transmission. It may be a magnetic powder type, electromagnetic type, mechanical type engaging device such as a powder (magnetic powder) brake, an electromagnetic brake, and a meshing type dog brake.
- the brake B1 is engaged to suppress the rotation of the first ring gear Rf and the rotation of the second ring gear Rr, but the rotation of the first ring gear Rf is performed by an operation other than the engagement operation.
- the brake may be of a type that suppresses the rotation of the second ring gear Rr.
- the vehicle drive device 10 includes the brake B1, but the brake B1 may be omitted. This is because the parallel HV traveling can be executed without the brake B1.
- the vehicle drive device 10 of FIG. 1 is a front wheel drive, that is, a drive device that is placed horizontally in front of the FF (front engine / front drive) type vehicle 8. It may be replaced with a vehicle drive device 210 suitably used for an FR (front engine / rear drive) type vehicle 208 as shown in FIG.
- the vehicle drive device 210 is basically the same as the vehicle drive device 10 of FIG. 1, except that the second carrier Cr of the second planetary gear device 20 is connected to the propeller shaft 212 of FIG. This is different from the vehicle drive device 10. Therefore, in the vehicle 208 in FIG. 25, the power from the second carrier Cr is transmitted to the pair of drive wheels 216 via the propeller shaft 212, the differential gear device 214, the pair of axles, and the like in order.
- the second sun gear Sr of the second planetary gear device 20 is connected to rotate at the same rotational speed as the second electric motor MG2, but as shown in the skeleton diagram of FIG.
- a reduction gear 250 may be interposed between the second sun gear Sr and the second electric motor MG2. Even if the speed reducer 250 is interposed between the second sun gear Sr and the second electric motor MG2, the second sun gear Sr and the second electric motor MG2 are still connected to each other.
- the engine 12, the first electric motor MG1, the first planetary gear unit 18, the second planetary gear unit 20, and the second electric motor MG2 are disposed on a common axis RCa. However, they may be arranged on different axes.
- a vehicle drive device 310 as shown in FIGS. 27 and 28 can be considered.
- FIG. 27 is a skeleton view of the engine 12, the first electric motor MG1, the first planetary gear device 312, the second planetary gear device 314, and the second electric motor MG2 that the vehicle drive device 310 has developed on a single plane. .
- FIG. 27 is a skeleton view of the engine 12, the first electric motor MG1, the first planetary gear device 312, the second planetary gear device 314, and the second electric motor MG2 that the vehicle drive device 310 has developed on a single plane. .
- FIG. 28 is a view of the vehicle drive device 310 as viewed in the direction of the rotation axis (first axis RC1) of the engine 12, and each of the shaft centers RC1, RC2, It is the schematic diagram which showed the relative positional relationship of RC3.
- the axes RC1, RC2, and RC3 are parallel to each other.
- the first axial center RC1 is an axial center of the engine 12, etc.
- the second axial center RC2 is an axial center of the second electric motor MG2, etc.
- the third axial center RC3 receives a pair of power from the vehicle drive device 310.
- It is an axis of a differential gear device or the like that distributes to the drive wheels 30. As shown in FIG.
- the vehicle drive device 310 includes the engine 12, the first planetary gear device 312, the first electric motor MG1, and the brake B1 on the first shaft RC1, and the first drive on the second shaft RC2.
- a two planetary gear unit 314 and a second electric motor MG2 are provided.
- the first planetary gear device 312 and the second planetary gear device 314 are basically the same as the first planetary gear device 18 and the second planetary gear device 20 of FIG. 1, respectively, but the first planetary gear device 312 is the first planetary gear device 312.
- the first planetary gear device 18 is different from the first planetary gear device 18 in that a first ring gear R1 is provided instead of the ring gear Rf, and the second planetary gear device 314 is provided with a second ring gear R2 instead of the second ring gear Rr. This is different from the second planetary gear device 20.
- both the first ring gear R1 of the first planetary gear device 312 and the second ring gear R2 of the second planetary gear device 20 have outer peripheral teeth in addition to the inner peripheral teeth that mesh with the pinion gears Pf and Pr.
- the outer peripheral teeth of the first ring gear R1 and the outer peripheral teeth of the second ring gear R2 mesh with each other.
- the brake B1 is interposed between the first ring gear R1 and the transaxle case 316 that is a non-rotating member, and selectively connects the first ring gear R1 and the transaxle case 316. Since the outer peripheral teeth of the first ring gear R1 and the outer peripheral teeth of the second ring gear R2 are engaged with each other, the brake B1 is engaged so that not only the rotation of the first ring gear R1 but also the second ring gear Rr. Suppresses rotation.
- the second carrier Cr is coupled to a drive pinion 318 corresponding to the output gear 22.
- the drive pinion 318 meshes with a diff ring gear 320 (see FIG. 28) included in the differential gear device on the third axis RC3, and the power output from the drive pinion 318 is transmitted to the differential gear device. It is transmitted to the pair of drive wheels 30 through the pair of axles 26 in order.
- the members and the like connected to the rotating elements of the first planetary gear device 18 and the second planetary gear device 20 are as shown in FIG.
- a part of a member or the like connected to the element may be replaced with a vehicle drive device different from that shown in FIG.
- vehicle drive devices 410, 510, and 610 shown in FIGS. 29 to 31 can be considered as an example of replacing the vehicle drive device 10.
- FIG. 29 the first sun gear Sf of the first planetary gear device 18 is connected to the second ring gear Rr of the second planetary gear device 20, as compared with the vehicle drive device 10 of FIG. The difference is that the first ring gear Rf of the first planetary gear unit 18 is connected to the first electric motor MG1.
- the first sun gear Sf and the second ring gear Rr are connected to each other, so that the brake B1 is interposed between the case 16 and the first sun gear Sf and the second ring gear Rr.
- the case 16 is selectively connected to the first sun gear Sf and the second ring gear Rr.
- the vehicle drive device 410 is the same as the vehicle drive device 10 of FIG. 1 except for these points.
- the vehicle drive device 510 is connected to the second sun gear Sr of the second planetary gear unit 20 in comparison with the vehicle drive unit 10 of FIG.
- the second ring gear Rr of the second planetary gear unit 20 is connected to the second electric motor MG2.
- the first ring gear Rf and the second sun gear Sr are coupled to each other, so that the brake B1 is interposed between the case 16 and the first ring gear Rf and the second sun gear Sr.
- the case 16 is selectively connected to the first ring gear Rf and the second sun gear Sr.
- the vehicle drive device 510 is the same as the vehicle drive device 10 of FIG. 1 except for these points.
- the first sun gear Sf of the first planetary gear device 18 is connected to the second sun gear Sr of the second planetary gear device 20 as compared with the vehicle drive device 10 of FIG.
- the first ring gear Rf of the first planetary gear unit 18 is connected to the first electric motor MG1
- the second ring gear Rr of the second planetary gear unit 20 is connected to the second electric motor MG2.
- first sun gear Sf and second sun gear Sr are connected to each other, so that brake B1 is interposed between case 16 and its first sun gear Sf and second sun gear Sr.
- the case 16 is selectively connected to the first sun gear Sf and the second sun gear Sr.
- the vehicle drive device 610 is the same as the vehicle drive device 10 of FIG. 1 except for these points.
- FIG. 33 shows the driving device 510
- FIG. 34 shows the driving device 610 for the vehicle.
- the electronic control device 50 adjusts the engine rotational speed Ne and the vehicle speed V.
- the rotation direction of the first motor MG1 can be arbitrarily controlled by changing the second motor rotation speed Nm
- the second motor MG2 is operated while the first motor MG1 is regeneratively operated with zero or positive rotation. It is possible to power. Therefore, any of the vehicle drive devices 410, 510, and 610 has an advantage that the generation of the power circulation can be reduced as in the vehicle drive device 10.
- both the first planetary gear device 18 and the second planetary gear device 20 are single pinion types, but one or both of them may be double pinion types.
- the first electric motor MG1 and the first sun gear Sf of the first planetary gear unit 18 rotate integrally, but like the speed reducer 250 of FIG. 26 with respect to the second electric motor MG2.
- a reduction gear or the like may be interposed between the first electric motor MG1 and the first sun gear Sf.
- the same applies to the engine 12, and a reduction gear or the like may be interposed between the engine 12 and the first carrier Cf.
Abstract
Description
10,210,310,410,510,610:車両用駆動装置
12:エンジン
18,312:第1遊星歯車装置
20,314:第2遊星歯車装置
30,216:駆動輪
50:電子制御装置(制御装置)
MG1:第1電動機
MG2:第2電動機
B1:ブレーキ
Sf:第1サンギヤ(一方の第1遊星歯車装置構成部材)
Pf:第1ピニオンギヤ
Cf:第1キャリヤ
Rf,R1:第1リングギヤ(他方の第1遊星歯車装置構成部材)
Sr:第2サンギヤ(他方の第2遊星歯車装置構成部材)
Pr:第2ピニオンギヤ
Cr:第2キャリヤ
Rr,R2:第2リングギヤ(一方の第2遊星歯車装置構成部材)
Claims (8)
- エンジンと第1電動機と第2電動機とを備えた車両用駆動装置であって、
第1サンギヤと第1リングギヤと前記エンジンに連結された第1キャリヤとを備えた第1遊星歯車装置と、
第2サンギヤと第2リングギヤと駆動輪に連結された第2キャリヤとを備えた第2遊星歯車装置と
を備え、
前記第1サンギヤと前記第1リングギヤとのうちの一方の第1遊星歯車装置構成部材は前記第1電動機に連結され、該第1サンギヤと該第1リングギヤとのうちの他方の第1遊星歯車装置構成部材は前記第2サンギヤと前記第2リングギヤとのうちの一方の第2遊星歯車装置構成部材に連結され、該第2サンギヤと該第2リングギヤとのうちの他方の第2遊星歯車装置構成部材は前記第2電動機に連結されている
ことを特徴とする車両用駆動装置。 - 前記他方の第1遊星歯車装置構成部材の回転および前記一方の第2遊星歯車装置構成部材の回転を抑制するブレーキを備えている
ことを特徴とする請求項1に記載の車両用駆動装置。 - 前記他方の第1遊星歯車装置構成部材および前記一方の第2遊星歯車装置構成部材を前記ブレーキにより回転不能とすることで、前記エンジンが非駆動状態とされて前記第2電動機の動力により走行する電動機走行を行う制御装置
を含むことを特徴とする請求項2に記載の車両用駆動装置。 - 前記制御装置は、前記他方の第1遊星歯車装置構成部材および前記一方の第2遊星歯車装置構成部材を前記ブレーキにより回転不能とすることで、前記エンジンの動力が前記駆動輪には機械的に伝達されずに該エンジンの動力により前記第1電動機で発電しつつ前記第2電動機の動力により走行するシリーズハイブリッド走行を行う
ことを特徴とする請求項3に記載の車両用駆動装置。 - 前記制御装置は、前記ブレーキを解放することで、前記エンジンおよび前記第2電動機の動力により走行するパラレルハイブリッド走行を行う
ことを特徴とする請求項3又は4に記載の車両用駆動装置。 - 前記制御装置は、前記電動機走行中に前記エンジンを始動する場合には、前記他方の第1遊星歯車装置構成部材および前記一方の第2遊星歯車装置構成部材を前記ブレーキにより回転不能としたまま、前記エンジンを前記第1電動機により回転させる
ことを特徴とする請求項3に記載の車両用駆動装置。 - 前記制御装置は、前記エンジンの始動後において前記ブレーキを解放する場合には、前記エンジンの動力により前記ブレーキにかかるトルクが、走行抵抗により前記ブレーキにかかるトルクに対して釣り合う大きさになるように、前記第1電動機を前記ブレーキの解放前に制御する
ことを特徴とする請求項6に記載の車両用駆動装置。 - 前記制御装置は、前記パラレルハイブリッド走行中に前記エンジンを停止する場合には、前記他方の第1遊星歯車装置構成部材および前記一方の第2遊星歯車装置構成部材の回転速度が零に近付くように前記第1電動機および前記第2電動機を制御した後に、前記他方の第1遊星歯車装置構成部材および前記一方の第2遊星歯車装置構成部材を回転不能とするように前記ブレーキを作動させ、該ブレーキの作動終了後に前記エンジンを停止する
ことを特徴とする請求項5に記載の車両用駆動装置。
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PCT/JP2011/079565 WO2013094029A1 (ja) | 2011-12-20 | 2011-12-20 | 車両用駆動装置 |
US14/366,600 US9446760B2 (en) | 2011-12-20 | 2011-12-20 | Vehicle drive device |
CN201180075602.8A CN103998269B (zh) | 2011-12-20 | 2011-12-20 | 车辆用驱动装置 |
JP2013550004A JP5796637B2 (ja) | 2011-12-20 | 2011-12-20 | 車両用駆動装置 |
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JP (1) | JP5796637B2 (ja) |
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Also Published As
Publication number | Publication date |
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US9446760B2 (en) | 2016-09-20 |
JPWO2013094029A1 (ja) | 2015-04-27 |
JP5796637B2 (ja) | 2015-10-21 |
CN103998269A (zh) | 2014-08-20 |
CN103998269B (zh) | 2016-09-14 |
US20150031487A1 (en) | 2015-01-29 |
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