WO2013137100A1 - Dispositif de transmission d'énergie pour véhicule - Google Patents

Dispositif de transmission d'énergie pour véhicule Download PDF

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Publication number
WO2013137100A1
WO2013137100A1 PCT/JP2013/056286 JP2013056286W WO2013137100A1 WO 2013137100 A1 WO2013137100 A1 WO 2013137100A1 JP 2013056286 W JP2013056286 W JP 2013056286W WO 2013137100 A1 WO2013137100 A1 WO 2013137100A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
continuously variable
gear set
power
power transmission
Prior art date
Application number
PCT/JP2013/056286
Other languages
English (en)
Japanese (ja)
Inventor
啓太 奥平
裕介 細川
伸太郎 大塩
理善 佐々木
Original Assignee
日産自動車株式会社
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Filing date
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2013137100A1 publication Critical patent/WO2013137100A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • 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
    • B60K6/383—One-way clutches or freewheel devices
    • 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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/24—Coasting mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a power transmission device for a vehicle including a continuously variable transmission.
  • a configuration is known in which kinetic energy of a vehicle is regenerated as electric energy during coasting or braking.
  • a hybrid vehicle including an electric motor in addition to an internal combustion engine as a drive source, regeneration is performed by causing the electric motor to function as a generator during coasting.
  • Some general internal combustion engine-equipped vehicles also actively regenerate by increasing the power generation torque of the alternator during deceleration.
  • a continuously variable transmission that transmits power by a pair of pulleys and a belt or chain wound around the pulleys transmits power by frictional force between the belt and the pulleys, and therefore, a stepped transmission that transmits power by gears.
  • Power transmission efficiency between input / output shafts is lower than For this reason, when the transmission of the vehicle is a continuously variable transmission, the energy that can be regenerated is reduced by the transmission loss in the continuously variable transmission between the drive wheels and the electric motor.
  • a gear train that can bypass the variator and transmit power between the input side and the output side of the continuously variable transmission, and a clutch that connects and disconnects the power transmission of the gear train JP2009-186007A describes a direct connection structure in which a gear is arranged in parallel with a variator and a clutch is engaged under a predetermined condition so that a gear train is in a direct connection state.
  • an object of the present invention is to provide a power transmission device that can regenerate power more efficiently.
  • a vehicle power transmission device including a continuously variable transmission having a so-called belt-type transmission mechanism and an electric motor that can regenerate the kinetic energy of the vehicle as electric energy.
  • This vehicle power transmission device includes a gear set that can transmit power by bypassing a speed change mechanism between an input shaft and an output shaft of a continuously variable transmission, and a power connection / disconnection mechanism that can connect / disconnect power transmission by the gear set.
  • the power connection / disconnection mechanism is rotationally driven by a gear set and a sleeve member supported on the input shaft or output shaft of the continuously variable transmission so as to be fixed in the rotational direction and movable in the axial direction, and having an engagement groove on the outer periphery.
  • a ring member having an engagement groove on the inner peripheral portion, and at the time of regeneration, the engagement grooves are engaged with each other.
  • FIG. 1 is a configuration diagram of a system according to the embodiment.
  • FIG. 2 is a diagram illustrating a driving force transmission path in a driving state.
  • FIG. 3 is a diagram showing a driving force transmission path in a coast state.
  • FIG. 4 is a flowchart showing a control routine of the synchro mechanism of the first embodiment.
  • FIG. 5 is a time chart when the control routine of FIG. 4 is executed.
  • FIG. 6 is a flowchart showing a control routine of the synchro mechanism of the second embodiment.
  • FIG. 7 is a time chart when the control routine of FIG. 6 is executed.
  • FIG. 8 is a configuration diagram of a system according to the third embodiment.
  • FIG. 1 is a system configuration diagram of a vehicle according to an embodiment of the present invention.
  • a hybrid vehicle using an internal combustion engine and an electric motor as drive sources will be described as an example.
  • an internal combustion engine 1, an electric motor 4, and a variator 7 that is a transmission mechanism of a continuously variable transmission are arranged in series.
  • a first clutch 2 is disposed between the output shaft 1 A of the internal combustion engine 1 and the output shaft 17 of the electric motor 4, and a second clutch 6 is disposed on the output shaft 17 of the electric motor 4. That is, this system is a so-called 1-motor 2-clutch hybrid system. Note that the output shaft 17 of the electric motor 4 also serves as the input shaft of the variator 7.
  • the variator 7 includes an input-side primary pulley 8, an output-side secondary pulley 9, and a belt 10 as a winding member wound around both pulleys 8, 9, and changes a pulley diameter ratio by hydraulic pressure.
  • This is a belt-type transmission mechanism that can change the transmission ratio steplessly.
  • a chain may be used as the winding member instead of the belt 10. Oil pressure for changing the pulley diameter ratio of the variator 7 is generated by the oil pump 3.
  • the oil pump 3 Since the oil pump 3 is disposed so as to engage with the output shaft 17 of the electric motor 4, if the first clutch 2 is in the engaged state, it can be driven by either the internal combustion engine 1 or the electric motor 4. It can be driven by the electric motor 4 even when the clutch 2 is in the released state.
  • the output shaft 19 of the variator 7 is connected to the drive wheels 16 via a final gear set 13, a differential device 14, and an axle 15.
  • the final gear set 13 includes an input gear 13A fixed to the output shaft 19 of the variator 7, and an output gear set 13B that connects the input gear 13A and the ring gear 14A of the differential device 14.
  • the output shaft 19 of the variator 7 and the output shaft 17 of the electric motor 4 can be connected by the gear set 5 and the synchro mechanism 11 arranged in parallel with the variator 7.
  • the synchronizer 11 includes a synchronizer sleeve (hereinafter referred to as a synchro sleeve) 11A that is supported on the output shaft 19 of the variator 7 so as to be movable in the axial direction, and a synchronizer that is rotatably supported around the output shaft 19 of the variator 7.
  • a ring (hereinafter referred to as a synchro ring) 11B and an actuator 12 for moving the synchro sleeve 11A are included.
  • Spline grooves are formed in the outer peripheral surface of the synchro sleeve 11A and the inner peripheral surface of the synchro ring 11B, and these engage to enable rotation and transmission of power.
  • the sync sleeve 11A and the sync ring 11B include tapered cone portions 11C and 11D that face each other.
  • the sync sleeve 11A moves along the output shaft 19 of the variator 7, the cone portions 11C and 11D are pressed against each other, the rotation of the sync sleeve 11A and the sync ring 11B is synchronized, and both splines are engaged and fastened. It becomes a state. For this reason, when maintaining a fastening state, it is not necessary to operate the actuator 12. Also, when releasing, the actuator 12 only needs to be operated while the sync sleeve 11A is moved until the spline engagement is released, and does not need to be operated to maintain the released state.
  • the synchro ring 11B is a gear having teeth on the outer peripheral surface, and also serves as a second gear 5C that is a part of the gear set 5 described later.
  • the gear set 5 includes the first gear 5A fixed to the output shaft 17 of the electric motor 4, the synchro ring 11B described above, and the counter gear 5B arranged so as to mesh with both of them. By including the counter gear 5B, the first gear 5A and the synchro ring 11B rotate in the same direction.
  • the gear ratio of the gear set 5, that is, the gear ratio of the first gear 5 ⁇ / b> A and the synchro ring 11 ⁇ / b> B may be set arbitrarily. For example, it is set to be the same as the highest of the variator 7 or the same as the lowest.
  • the control unit 200 executes.
  • the control unit 200 includes a microcomputer that includes a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
  • the control unit 200 can be composed of a plurality of microcomputers.
  • the control unit 200 may be composed of an internal combustion engine controller, an electric motor controller, a clutch controller, a transmission controller, and an integrated controller connected to each of the controllers via a network.
  • the first clutch 2 is released from the state shown in FIG. 2, and the synchro mechanism 11 is fastened to the direct connection state.
  • the inertia of the vehicle is transmitted to the output shaft 17 of the electric motor 4 via the axle 15, the differential device 14, the final gear set 13, the synchro mechanism 11, and the gear set 5.
  • the kinetic energy at the time of deceleration can be regenerated as electric power by the electric motor 4.
  • the synchro mechanism 11 and the variator 7 are compared, the synchro mechanism 11 is spline-engaged between the input side and the output side at the time of fastening, and the variator 7 is rotated by the frictional force between the pulleys 8, 9 and the belt 10. The output side rotates synchronously. Therefore, the power transmission efficiency of the synchro mechanism 11 that employs spline engagement is higher than that of the variator 7.
  • FIG. 4 is a flowchart showing a control routine of the synchro mechanism 11 executed by the control unit 200.
  • the control unit 200 repeatedly executes this routine at intervals as short as about 10 milliseconds, for example.
  • step S100 the control unit 200 determines whether or not the input torque to the variator 7 changes from positive to negative.
  • the input torque is calculated by the control unit 200 based on the output torque of the internal combustion engine 1 and the electric motor 4, the inertia of the rotating member accompanying the change in the rotation speed, and the like, as in general transmission control. Therefore, the control unit 200 can determine whether or not the input torque subsequently changes from positive to negative.
  • step S110 if the input torque changes from positive to negative, the process of step S110 is executed, and if not, the process of step S120 is executed.
  • step S110 the control unit 200 fastens the synchro mechanism 11 at the timing when the input torque transitions from positive to negative, that is, when the input torque becomes zero.
  • step S120 the control unit 200 determines whether or not the input torque changes from negative to positive. As a result of the determination, if the input torque transitions from negative to positive, in step S130, the synchro mechanism 11 is released at the timing when the input torque becomes zero, and if not, the current routine is terminated.
  • the synchro mechanism 11 is fastened or released when the input torque becomes zero. That is, the synchro mechanism 11 is fastened at the timing when the drive state is switched from the drive state running with the driving force of the internal combustion engine 1 or the electric motor 4 to the coast state, and the synchro mechanism 11 is released at the timing when the coast state is switched to the drive state.
  • the synchro mechanism 11 synchronizes the rotation of the synchro sleeve 11A by pressing the cone portion 11C of the synchro sleeve 11A against the cone portion 11D of the synchro ring 11B, and further presses the synchro sleeve 11A toward the synchro ring 11B to engage the spline. Conclude. On the other hand, the synchro sleeve 11A and the synchro ring 11B are released by being pulled out in the axial direction from the spline engagement state.
  • the synchro mechanism 11 it is difficult to fasten the synchro mechanism 11 when either positive or negative input torque is applied to the synchro ring 11B.
  • the synchro ring 11B is in a state where no torque is applied.
  • the synchronization mechanism 11 can be easily fastened by synchronizing the rotation by pressing the synchronization sleeve 11A against the synchronization ring 11B.
  • the synchronization sleeve 11A is pressed against the synchronization ring 11B by the negative input torque in the coast state. Since the second clutch 6 is engaged, the negative input torque passing through the variator 7 and the gear set 5 pushes the synchro ring 11B against the synchro sleeve 11A, that is, presses the synchro sleeve 11A against the synchro ring 11B. Acts in the direction of cancellation. However, since there is a transmission loss in the variator 7, as a result, the sync sleeve 11A is pressed against the sync ring 11B. In the drive state, the synchro ring 11B is pressed against the sync sleeve 11A by the positive input torque.
  • the synchro mechanism 11 can be fastened and released at an arbitrary timing. It will be in a running state and give the driver a sense of incongruity.
  • FIG. 5 is a time chart when the above control routine is executed.
  • the pulley pressure in a figure refers to a secondary pulley pressure.
  • This pulley pressure is a value set by the control unit 200 so as not to cause belt slipping according to the input torque and the inertia torque of the belt 10 and the primary pulley 8.
  • the synchro mechanism 11 and the second clutch 6 are in a released state.
  • control unit 200 increases the output torque of the internal combustion engine 1 or the electric motor 4 in accordance with the increase in the accelerator opening, the input torque also increases. For this reason, the control unit 200 increases the pulley pressure so that belt slip does not occur with respect to the increased input torque. Thereafter, since the acceleration is continued at a constant accelerator opening, the input torque becomes constant, the synchro mechanism 11 is maintained in the released state, and the second clutch 6 is engaged.
  • the pulley pressure increases in a transient state where the input torque at the initial stage of acceleration increases and then gradually decreases to a substantially constant state. This corresponds to the fact that the belt slip is more likely to occur in the transient state of the input torque than in the constant state.
  • the pulley pressure is increased to prevent belt slip, and when a constant state is reached, the extra pulley pressure is not applied, thereby reducing the load required to drive the oil pump 3. This is also because the gear ratio of the variator 7 shifts from Low to High.
  • the control unit 200 When the accelerator opening becomes zero and the coasting state is reached at timing t2, the control unit 200 starts the fuel cut and shifts the input torque from positive to negative. At this timing, the control unit 200 operates the actuator 12 to fasten the sync mechanism 11. When the brake pedal is depressed at timing t3, the control unit 200 further increases the absolute value of the negative input torque in order to decelerate the vehicle.
  • the pulley pressure decreases in a stepwise manner at timing t2, and then maintains the value until timing t3. This corresponds to the fact that the absolute value of the input torque is smaller than the constant value between timings t1 and t2, and the pulley pressure necessary for preventing belt slippage has decreased.
  • the depression amount of the brake pedal is constant, and the vehicle speed gradually decreases.
  • the control unit 200 resumes fuel injection to generate a creep force, and transitions the input torque from negative to positive.
  • control unit 200 When the input torque transitions from negative to positive at timing t4, the control unit 200 operates the actuator 12 to release the synchro mechanism 11. When the vehicle speed becomes zero at timing t5, the second clutch 6 is also released.
  • the pulley pressure increases stepwise at the timing t3 when the absolute value of the input torque increases, and further increases because the gear ratio of the variator 7 shifts from High to Low. Then, after the synchronization mechanism 11 is released at the timing t4, the speed gradually decreases, and is constant after the second clutch 6 is released at the timing t5.
  • the second clutch 6 may be released when the synchronization mechanism 11 is engaged. Since the torque transmission path to the output shaft 17 of the electric motor 4 at the time of regeneration is only the gear set 5, the torque transmission efficiency is further improved, so that the regeneration efficiency can be further increased.
  • a power transmission device including a variator 7 and an electric motor 4, and a gear set that can transmit power by bypassing the variator 7 between an input shaft of the variator 7, that is, an output shaft 17 of the electric motor 4 and an output shaft 19 of the variator 7. 5 and a synchro mechanism 11 capable of connecting / disconnecting power transmission by the gear set 5.
  • the synchro mechanism 11 is supported on the output shaft 19 of the variator 7 in a rotational direction and supported so as to be movable in the axial direction.
  • the synchro sleeve 11A has an engagement groove on the outer peripheral portion, and is driven to rotate by the gear set 5 on the inner peripheral portion. It has a synchro ring 11B having an engaging groove, and at the time of regeneration, the engaging groove is engaged with each other.
  • the device Since the switching between the fastening and releasing of the synchro mechanism 11 is performed at the timing when the input torque is switched between positive and negative, the device can be switched to the directly connected state while preventing the device from becoming complicated and giving the driver a sense of incongruity. Note that the transmission efficiency can be further improved by releasing the second clutch 6 after the synchronization mechanism 11 is engaged.
  • the present embodiment is the same as the first embodiment with respect to the system configuration. However, the hydraulic control of the variator 7 after the synchronization mechanism 11 is engaged and the second clutch 6 is released is different.
  • FIG. 6 is a control routine for engaging and releasing the synchronization mechanism 11 and the second clutch 6 executed by the control unit 200 in the second embodiment.
  • Steps S200, S210, S220, and S230 are the same as steps S100, S110, S120, and S130 of FIG.
  • step S210 When the control unit 200 fastens the synchro mechanism 11 in step S210, the control unit 200 releases the second clutch 6 in step S212. In step S214, the hydraulic control of the variator 7 is switched to the clutch release hydraulic control.
  • step S230 when the control unit 200 releases the synchro mechanism 11 in step S230, the second clutch 6 is engaged in step S232. In step S234, the clutch hydraulic pressure control is switched to the normal hydraulic pressure control.
  • FIG. 7 is a time chart when the above control is executed. Here, a description will be given in comparison with FIG. 5 in which normal hydraulic control is performed with the second clutch 6 engaged even after the synchronization mechanism 11 is engaged.
  • timing t0 to timing t2 From timing t0 to timing t2, it is the same as FIG. 5 except that the second clutch 6 is released at timing t2.
  • the hydraulic pulley once decreases from the timing t2 to the timing t3 when the absolute value of the input torque decreases, but increases again after the timing t3 when the absolute value of the input torque increases.
  • the pulley hydraulic pressure decreases at the timing t2.
  • the pulley hydraulic pressure is also decreased after the timing t3 by releasing the second clutch 6 and switching to the clutch release hydraulic control at the timing t2. Has not increased.
  • the pulley oil pressure lower than that of the normal oil pressure control, it is possible to reduce the load required for driving the oil pump 3, and as a result, it is possible to improve the transmission efficiency of the rotational power.
  • the pulley hydraulic pressure can be reduced by the clutch release hydraulic pressure control, and the transmission efficiency of the rotational power can be further improved.
  • FIG. 8 is a configuration diagram of a system according to the third embodiment. The difference from FIG. 1 is that the one-way clutch 30 is included in the gear set 5 and that the gear ratio of the gear set 5 is higher than the highest of the variator 7.
  • the one-way clutch 30 is interposed between the first gear 5A and the output shaft 17 of the electric motor 4, and when the gear ratio of the gear set 5 is higher than the highest level of the variator 7, the electric motor 4 In this structure, the power is not transmitted when the rotational speed of the output shaft 17 is higher than the rotational speed of the first gear 5A.
  • the rotation of the output shaft 17 of the electric motor 4 is decelerated by the variator 7 and transmitted to the output shaft 19 of the variator 7.
  • the rotation of the output shaft 17 of the electric motor 4 is transmitted to the synchro ring 11 ⁇ / b> B via the gear set 5.
  • the variator 7 rotates through the gear set 5 whose gear ratio is higher than that of the variator 7 regardless of the gear ratio state.
  • the synchronizing ring 11B is faster than the output shaft 19 of the variator 7.
  • the one-way clutch 30 idles and power is not transmitted from the first gear 5 ⁇ / b> A to the output shaft 17 of the electric motor 4. Therefore, a torque shock accompanying the fastening of the synchro mechanism 11 can be prevented. Further, when the second clutch 6 is released, the rotation speed of the output shaft 17 of the electric motor 4 decreases, and when the rotation speed becomes lower than the rotation speed of the first gear 5A, the one-way clutch 30 stops idling and regeneration in a directly connected state is performed. Is called.
  • the position where the one-way clutch 30 is provided is not limited to the position between the output shaft 17 of the electric motor 4 and the first gear 5A, and may be provided on any shaft of the gear set 5.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Transmission Devices (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Dispositif de transmission de puissance équipé d'une transmission variable en continu ayant un mécanisme de transmission du type à courroie, (7) et avec un moteur électrique (4) qui récupère l'énergie cinétique d'un véhicule comme énergie électrique, ledit dispositif de transmission d'énergie ayant: un ensemble de roues (5) pouvant transmettre de l'énergie entre un arbre d'entrée (17) et un arbre de sortie (19) de la transmission variable en continu tout en contournant le mécanisme de transmission (7); et un mécanisme (11) de connexion/déconnexion d'alimentation susceptible de connecter/déconnecter la transmission d'énergie par l'ensemble d'engrenages (5). Le mécanisme (11) de connexion/déconnexion d'alimentation comporte un élément de manchon (11A), qui est en appui sur l'arbre d'entrée (17) ou l'arbre de sortie (19) de la transmission variable en continu de manière à pouvoir se déplacer dans la direction axiale, et qui présente une rainure de mise en prise sur la partie circonférentielle externe. Au cours de la régénération, les rainures de mise en prise respectives des éléments viennent en prise entre eux et les éléments sont fixés ensemble, ce qui permet une régénération d'électricité plus efficace.
PCT/JP2013/056286 2012-03-13 2013-03-07 Dispositif de transmission d'énergie pour véhicule WO2013137100A1 (fr)

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JP2012056301A JP2015096735A (ja) 2012-03-13 2012-03-13 車両の動力伝達装置
JP2012-056301 2012-03-13

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2543043A (en) * 2015-10-05 2017-04-12 Gm Global Tech Operations Llc Vehicle power system
CN107406067A (zh) * 2015-03-05 2017-11-28 加特可株式会社 混合动力车辆的控制装置
WO2019201370A1 (fr) * 2018-04-19 2019-10-24 Schaeffler Technologies AG & Co. KG Chaîne cinématique hybride comprenant une transmission à combustion interne et une transmission de puissance électrique
US10626968B2 (en) 2016-02-25 2020-04-21 GM Global Technology Operations LLC Motor vehicle drivetrain
CN111152642A (zh) * 2020-01-03 2020-05-15 浙江吉利汽车研究院有限公司 一种基于汽车cvt的混动传动结构

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Publication number Priority date Publication date Assignee Title
JPH09224303A (ja) * 1996-02-16 1997-08-26 Nippon Soken Inc ハイブリッド自動車の車両制御装置
JPH11222047A (ja) * 1998-02-03 1999-08-17 Akebono Brake Res & Dev Center Ltd 回生ブレーキ装置
JP2008105622A (ja) * 2006-10-27 2008-05-08 Toyota Central R&D Labs Inc ハイブリッド車両の駆動装置
JP2009107425A (ja) * 2007-10-29 2009-05-21 Toyota Central R&D Labs Inc 動力伝達システム
JP2009268256A (ja) * 2008-04-24 2009-11-12 Honda Motor Co Ltd 動力装置
JP2010261544A (ja) * 2009-05-11 2010-11-18 Honda Motor Co Ltd 動力伝達装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09224303A (ja) * 1996-02-16 1997-08-26 Nippon Soken Inc ハイブリッド自動車の車両制御装置
JPH11222047A (ja) * 1998-02-03 1999-08-17 Akebono Brake Res & Dev Center Ltd 回生ブレーキ装置
JP2008105622A (ja) * 2006-10-27 2008-05-08 Toyota Central R&D Labs Inc ハイブリッド車両の駆動装置
JP2009107425A (ja) * 2007-10-29 2009-05-21 Toyota Central R&D Labs Inc 動力伝達システム
JP2009268256A (ja) * 2008-04-24 2009-11-12 Honda Motor Co Ltd 動力装置
JP2010261544A (ja) * 2009-05-11 2010-11-18 Honda Motor Co Ltd 動力伝達装置

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107406067A (zh) * 2015-03-05 2017-11-28 加特可株式会社 混合动力车辆的控制装置
CN107406067B (zh) * 2015-03-05 2020-09-01 加特可株式会社 混合动力车辆的控制装置
GB2543043A (en) * 2015-10-05 2017-04-12 Gm Global Tech Operations Llc Vehicle power system
US10626968B2 (en) 2016-02-25 2020-04-21 GM Global Technology Operations LLC Motor vehicle drivetrain
WO2019201370A1 (fr) * 2018-04-19 2019-10-24 Schaeffler Technologies AG & Co. KG Chaîne cinématique hybride comprenant une transmission à combustion interne et une transmission de puissance électrique
CN111152642A (zh) * 2020-01-03 2020-05-15 浙江吉利汽车研究院有限公司 一种基于汽车cvt的混动传动结构
CN111152642B (zh) * 2020-01-03 2021-04-16 浙江吉利汽车研究院有限公司 一种基于汽车cvt的混动传动结构

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