WO2014184854A1 - ハイブリッド車両の駆動装置 - Google Patents
ハイブリッド車両の駆動装置 Download PDFInfo
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- WO2014184854A1 WO2014184854A1 PCT/JP2013/063322 JP2013063322W WO2014184854A1 WO 2014184854 A1 WO2014184854 A1 WO 2014184854A1 JP 2013063322 W JP2013063322 W JP 2013063322W WO 2014184854 A1 WO2014184854 A1 WO 2014184854A1
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- gear
- generator
- motor
- internal combustion
- combustion engine
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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
- B60K6/22—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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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
- 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
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
- F16H48/00—Differential gearings
- F16H48/06—Differential gearings with gears having orbital motion
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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
- F16H48/00—Differential gearings
- F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
- F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
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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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- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/182—Selecting between different operative modes, e.g. comfort and performance modes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/80—Control of differentials
- B60Y2300/84—Differential locking
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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
- F16H48/00—Differential gearings
- F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
- F16H2048/204—Control of arrangements for suppressing differential actions
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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
- 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
- Y02T10/72—Electric energy management in electromobility
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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
- Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio
Definitions
- the present invention relates to a drive device for a hybrid vehicle that includes a power split mechanism that includes a differential mechanism and is connected to an internal combustion engine and a motor / generator, and a lock mechanism that can lock a rotation element of the differential mechanism so as not to rotate. .
- the internal combustion engine, the motor / generator, and the output shaft are connected to different rotating elements of the planetary gear mechanism, and the ratio between the rotational speed of the internal combustion engine and the rotational speed of the output shaft, i.e., the gear ratio, is determined by the planetary gear mechanism and the motor / generator.
- Hybrid vehicles that change continuously are known.
- As a driving device for such a hybrid vehicle it is provided with two planetary gear mechanisms and a brake, thereby continuously changing the speed ratio, and the rotational speed of the internal combustion engine is smaller than the rotational speed of the output shaft.
- An apparatus that realizes the overdrive state is known (see Patent Document 1).
- Patent Document 2 there is Patent Document 2 as a prior art document related to the present invention.
- a brake or a clutch is provided in addition to an existing brake, and the rotation ratio of the rotating element of the planetary gear mechanism is limited by the brake or the clutch so that the gear ratio of the driving device is in the overdrive state. It can be fixed to a different gear ratio. Therefore, three drive modes can be realized.
- an object of the present invention is to provide a hybrid vehicle drive device that can realize three drive modes and is advantageous for downsizing.
- a drive device includes an internal combustion engine, a first motor / generator, and a differential mechanism having a plurality of rotating elements that can rotate differentially with each other, and the internal combustion engine and the first motor / generator are coupled to each other.
- the hybrid vehicle drive device comprising: a power split mechanism; an output member to which the power output from the power distribution mechanism is transmitted; and a second motor / generator capable of outputting power to the output member.
- a locking mechanism that can be switched between a locked state in which a rotating element coupled to the first motor / generator among the plurality of rotating elements is non-rotatably locked and a released state in which rotation of the rotating element is allowed; Of the rotating elements, a restricted state for restricting the rotation of a rotating element different from the rotating element connected to the first motor / generator, and the control of the rotation of the rotating element.
- Rotation limiting means that can be switched to a released state for releasing the internal combustion engine, wherein the internal combustion engine, the first motor / generator, the power split mechanism, the lock mechanism, and the rotation limiting means are on the same axis.
- the power split mechanism is disposed between the internal combustion engine and the first motor / generator, and the lock mechanism and the rotation restricting unit sandwich the first motor / generator and the internal combustion engine and the power. It is arranged on the side opposite to the dividing mechanism.
- the drive mode in which the lock mechanism is in the locked state and the rotation restricting means is in the released state the drive mode in which the lock mechanism is in the released state and the rotation restricting means is in the restricted state, and the lock mechanism and rotation Three drive modes can be realized, which are drive modes in which all of the limiting means are released. Since the lock mechanism and the rotation limiting means are disposed on the opposite side of the internal combustion engine and the power split mechanism with the first motor / generator interposed therebetween, it is possible to suppress an increase in size of the lock mechanism and the rotation limiting means. Therefore, the drive device can be reduced in size. In addition, this makes it possible to improve mountability on the vehicle.
- the power split mechanism includes a single pinion type planetary gear mechanism as the differential mechanism, and the plurality of rotating elements are a sun gear, a ring gear, and a carrier of the planetary gear mechanism.
- the internal combustion engine is connected to the ring gear
- the first motor / generator is connected to the sun gear
- the output member is connected to the carrier so as to be able to transmit power
- the rotation limiting means is the limit
- the sun gear and the ring gear may be connected so as to rotate integrally in the state, and the sun gear and the ring gear may be disconnected in the released state.
- the lock mechanism is in the released state and the rotation restricting means is in the restricted state
- the sun gear, the ring gear, and the carrier rotate together.
- the power split mechanism includes a single pinion type first planetary gear mechanism and a second planetary gear mechanism as the differential mechanism, and the plurality of rotating elements include the first planetary gear mechanism.
- the first motor / generator is connected to the sun gear of the first planetary gear mechanism, and the ring gear of the first planetary gear mechanism can transmit power to the output member via a gear train having a first gear ratio.
- the ring gear of the second planetary gear mechanism is capable of transmitting power to the output member via a gear train having a second gear ratio smaller than the first gear ratio.
- the rotation limiting means the lock can not rotate the sun gear of the second planetary gear mechanism in the limit state, it may allow the rotation of the sun gear of the second planetary gear mechanism in the released state.
- the sun gear of the second planetary gear mechanism rotates idle, so that the rotation of the internal combustion engine is output via the first planetary gear mechanism.
- the drive mode transmitted to the member can be realized.
- the rotation restricting means when the lock mechanism is in the released state, the rotation restricting means is in the restricted state, and the torque of the first motor / generator is set to zero, the sun gear of the first planetary gear mechanism rotates idly, so that the internal combustion engine rotates.
- the drive mode transmitted to the output member via the second planetary gear mechanism can be realized. Since the second gear ratio is smaller than the first gear ratio, two drive modes having different ratios between the rotational speed of the internal combustion engine and the rotational speed of the output member can be realized.
- a drive mode in which the gear ratio of the drive device continuously changes can be realized by changing the rotation speed of the first motor / generator.
- the second motor / generator may be arranged on an axis different from the axis on which the lock mechanism and the rotation limiting means are arranged.
- the lock mechanism is switched to the locked state, the rotation limiting unit is switched to the released state, and the operating point of the internal combustion engine is set to maximize the thermal efficiency of the internal combustion engine.
- control means for thermal efficiency causes the output torque from the second motor-generator so as to move to a predetermined operation line defined to be maximum may further include a.
- the internal combustion engine can be operated with high thermal efficiency in both the drive mode in which the lock mechanism is in the locked state and the drive mode in which the rotation restricting means is in the restricted state. Therefore, fuel consumption can be improved.
- the figure which shows schematically the drive device which concerns on the 1st form of this invention The figure which shows an example of the alignment chart of the drive device at the time of low gear mode. The figure which shows an example of the alignment chart of a drive device at the time of a high gear mode.
- FIG. 1 shows a skeleton diagram of a driving apparatus according to the first embodiment of the present invention.
- the drive device 10A is mounted on the hybrid vehicle 1, and may be referred to as an internal combustion engine (hereinafter also referred to as an engine) 11 and a first motor / generator (hereinafter referred to as a first MG). ) 12 and a second motor / generator (hereinafter sometimes abbreviated as second MG) 13.
- the engine 11 is a known spark ignition type internal combustion engine mounted on a hybrid vehicle. Therefore, detailed description is omitted.
- the first MG 12 and the second MG 13 are well-known motor generators that function as an electric motor and a generator.
- the first MG 12 includes a rotor 12b that rotates integrally with the rotor shaft 12a, and a stator 12c that is coaxially disposed on the outer periphery of the rotor 12b and fixed to a case (not shown).
- the second MG 13 includes a rotor 13b that rotates integrally with the rotor shaft 13a, and a stator 13c that is coaxially disposed on the outer periphery of the rotor 13b and fixed to the case.
- Each MG 12, 13 is connected to a battery 15 via a motor control device 14.
- the motor control device 14 converts the electric power generated by each MG 12, 13 into a direct current and stores it in the battery 15, and converts the electric power of the battery 15 into an alternating current and supplies it to each MG 11, 12.
- the output shaft 11 a of the engine 11 and the rotor shaft 12 a of the first MG 12 are connected to the power split mechanism 20.
- An output unit 16 for outputting power to the drive wheels 2 of the vehicle 1 is also connected to the power split mechanism 20.
- the output unit 16 includes a counter shaft 17 as an output member and an output gear 18 that rotates integrally with the counter shaft 17.
- the output gear 18 meshes with a ring gear 19 a provided in the case of the differential mechanism 19.
- the differential mechanism 19 is a well-known mechanism that distributes the power transmitted to the ring gear 19 a to the left and right drive wheels 2.
- the power split mechanism 20 includes a single pinion type planetary gear mechanism 21.
- the planetary gear mechanism 21 is capable of rotating a sun gear S that is an external gear, a ring gear R that is an internal gear that is coaxially disposed with respect to the sun gear S, and a pinion gear P that meshes with these gears S and R. And a carrier C that holds the periphery of S so as to be able to revolve.
- the sun gear S is coupled to rotate integrally with the rotor shaft 12a of the first MG 12.
- the ring gear R is coupled to rotate integrally with the output shaft 11a of the engine 11.
- the carrier C is coupled to rotate integrally with the first drive gear 22.
- the first drive gear 22 meshes with a first driven gear 23 provided on the counter shaft 17.
- the sun gear S is provided with a lock mechanism 24.
- the lock mechanism 24 can be switched between a locked state in which the sun gear S and the rotor shaft 12a are locked so as not to rotate and a released state in which the rotation of the sun gear S and the rotor shaft 12a is allowed.
- the sun gear S is connected to the ring gear R via the clutch mechanism 25.
- the clutch mechanism 25 can be switched between an engaged state in which the sun gear S and the ring gear R are connected and a released state in which the connection between the sun gear S and the ring gear R is released.
- the engine 11, the power split mechanism 20, the first MG 12, the lock mechanism 24, and the clutch mechanism 25 are arranged on the same axis.
- Power split device 20 is arranged between engine 11 and first MG 12.
- the lock mechanism 24 and the clutch mechanism 25 are disposed on the opposite side of the engine 11 with the power split mechanism 20 and the first MG 12 interposed therebetween. In this way, the lock mechanism 24 and the clutch mechanism 25 are arranged together at one end.
- the second drive gear 26 is provided on the rotor shaft 13a of the second MG 13.
- the second drive gear 26 meshes with a second driven gear 27 provided on the counter shaft 17.
- the second MG 13 is arranged on an axis different from the axis on which the lock mechanism 24 and the clutch mechanism 25 are arranged.
- the drive mode can be switched to the low gear mode, the high gear mode, and the continuously variable transmission mode by switching the states of the lock mechanism 24 and the clutch mechanism 25.
- the low gear mode the lock mechanism 24 is switched to the locked state, and the clutch mechanism 25 is switched to the released state.
- the high gear mode the lock mechanism 24 is switched to the released state, and the clutch mechanism 25 is switched to the engaged state.
- the continuously variable transmission mode both the lock mechanism 24 and the clutch mechanism 25 are switched to the released state.
- FIG. 2 shows an example of a collinear diagram of the driving device 10A in the low gear mode.
- FIG. 3 shows an example of an alignment chart of the driving device 10A in the high gear mode.
- ENG indicates the engine 11 and “OUT” indicates the first drive gear 22.
- MG1 indicates the first MG12.
- S indicates the sun gear S, “R” indicates the ring gear R, and “C” indicates the carrier C.
- the lock mechanism 24 In the low gear mode, the lock mechanism 24 is switched to the locked state. Therefore, the sun gear S is locked so as not to rotate. On the other hand, since the clutch mechanism 25 is switched to the released state, the rotation of the ring gear R is allowed. Therefore, as indicated by the solid line L1 in FIG. 2, the rotation speed of the first MG 12 is fixed to zero, and the rotation speed of the first drive gear 22 is lower than the rotation speed of the engine 11.
- the clutch mechanism 25 is switched to the engaged state. Therefore, the sun gear S and the ring gear R are connected. Since the lock mechanism 24 is switched to the released state, the sun gear S and the ring gear R are allowed to rotate. In this case, as indicated by the solid line L2 in FIG. 3, the sun gear S, the ring gear R, and the carrier C rotate together. Therefore, the rotation speed of the first drive gear 22 and the rotation speed of the engine 11 are the same. Therefore, in the high gear mode, the gear ratio of the drive device 10A is smaller than in the low gear mode. That is, it becomes a high gear.
- both the lock mechanism 24 and the clutch mechanism 25 are switched to the released state. Therefore, rotation of the sun gear S, the ring gear R, and the carrier C is allowed. In this case, the ratio between the rotation speed of the engine 11 and the rotation speed of the first drive gear 22 can be continuously changed by changing the rotation speed of the first MG 12.
- the lock mechanism 24 and the clutch mechanism 25 are controlled by the vehicle control device 30.
- the vehicle control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation.
- the vehicle control device 30 holds various control programs for causing the vehicle 1 to travel appropriately.
- the vehicle control device 30 executes control of the control target such as the engine 11 and the MGs 12 and 13 by executing these programs.
- Various sensors for acquiring information related to the vehicle 1 are connected to the vehicle control device 30. For example, a crank angle sensor 31, an accelerator opening sensor 32, and an SOC sensor 33 are connected to the vehicle control device 30.
- the crank angle sensor 31 outputs a signal corresponding to the rotational speed of the output shaft 11 a of the engine 11.
- the accelerator opening sensor 32 outputs a signal corresponding to the depression amount of the accelerator pedal, that is, the accelerator opening.
- the SOC sensor 33 outputs a signal corresponding to the state of charge (SOC) of the battery 15.
- various sensors, switches, and the like are connected to the vehicle control device 30, but these are not shown.
- FIG. 4 shows a drive mode switching control routine executed by the vehicle control device 30 to control the lock mechanism 24, the clutch mechanism 25, and the second MG 13.
- the lock mechanism 24, the clutch mechanism 25, and the second MG 13 are controlled so that the power requested by the driver is output from the drive device 10A and the engine 11 can be operated with high thermal efficiency.
- a broken line L11 in FIG. 5 indicates a driving force required for the engine 11 when the driving mode is the high gear mode and the vehicle 1 is driven only by the engine 11.
- a broken line L12 indicates a driving force required for the engine 11 when the driving mode is the low gear mode and the vehicle 1 is driven only by the engine 11.
- An alternate long and short dash line L13 indicates an operation line of the engine 11 determined so that the thermal efficiency of the engine 11 is maximized.
- this operation line may be referred to as an optimum efficiency line.
- Solid lines L14 to L16 indicate power lines connecting operating points where the output power of the engine 11 is the same.
- the vehicle 1 is driven only by the engine 11, the drive mode is the continuously variable transmission mode, and the operating point of the engine 11 is a section L13 between the broken line L11 and the broken line L12 in the optimum efficiency line L13.
- switch the drive mode to high gear mode or low gear mode For example, the drive mode is switched when the operating point of the engine 11 is a point P1 in the figure.
- the SOC of the battery 15 is equal to or less than a predetermined first determination value ⁇ 1
- the drive mode is switched to the low gear mode.
- the operating point of the engine 11 changes to the point P2, so that the thermal efficiency of the engine 11 is lowered.
- the second MG 13 power is generated by the second MG 13 so that the thermal efficiency of the engine 11 is increased while maintaining the speed of the vehicle 1.
- the second MG 13 generates power so that the operating point of the engine 11 changes from the point P2 to the point P2 '.
- this control may be referred to as charge control.
- This control routine is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling. Further, this control routine is executed in parallel with other routines executed by the vehicle control device 30.
- the vehicle control device 30 first acquires the state of the vehicle 1 in step S11. As the state of the vehicle 1, for example, the rotation speed of the engine 11, the torque required for the vehicle 1, and the charge state of the battery 15 are acquired. In addition, what is necessary is just to calculate the request torque to the vehicle 1 by a known method from the accelerator opening.
- the vehicle control device 30 determines whether or not the drive mode switching condition is satisfied.
- the drive mode switching condition is when the vehicle 1 is running only with the engine 11, the drive mode is the continuously variable transmission mode, and the operating point of the engine 11 is on the section L13 ′ of the optimum efficiency line L13. It is determined that it has been established. This determination may be performed based on the relationship shown in FIG. The relationship shown in FIG. 5 may be obtained in advance through experiments or numerical calculations and stored in the ROM of the vehicle control device 30 as a map. If it is determined that the drive mode switching condition is not satisfied, the current control routine is terminated.
- step S13 it is determined whether the SOC of the battery 15 is equal to or less than the first determination value ⁇ 1.
- step S14 determines whether the charge state of the battery 15 is below 1st determination value (alpha) 1, it progresses to step S14 and the vehicle control apparatus 30 performs the charge control mentioned above.
- step S15 the vehicle control device 30 determines whether or not the drive mode switching condition is satisfied. If it is determined that the drive mode switching condition is not satisfied, the current control routine is terminated.
- step S16 the vehicle control device 30 determines whether or not the SOC of the battery 15 is equal to or greater than a predetermined second determination value ⁇ 2.
- the second determination value ⁇ 2 is set to a value larger than the first determination value ⁇ 1. If it is determined that the SOC of the battery 15 is less than the second determination value ⁇ 2, the process returns to step S14. Then, the processes of steps S14 to S16 are repeatedly executed until the SOC of the battery 15 becomes equal to or higher than the second determination value ⁇ 2 or until it is determined that the drive mode switching condition is not satisfied.
- step S17 the vehicle control device 30 is described above. Assist control is executed.
- step S18 the vehicle control device 30 determines whether or not the drive mode switching condition is satisfied. If it is determined that the drive mode switching condition is not satisfied, the current control routine is terminated.
- step S19 the vehicle control device 30 determines whether or not the SOC of the battery 15 is equal to or less than a predetermined third determination value ⁇ 3.
- the third determination value ⁇ 3 is set to a value smaller than the first determination value ⁇ 1. If it is determined that the SOC of the battery 15 is equal to or less than the third determination value ⁇ 3, the process proceeds to step S14. On the other hand, if it is determined that the SOC of the battery 15 is greater than the third determination value ⁇ 3, the process returns to step S17. Then, the processes of steps S17 to S19 are repeatedly executed until the SOC of the battery 15 becomes equal to or smaller than the third determination value ⁇ 3 or until it is determined that the drive mode switching condition is not satisfied.
- the drive device 10A of the first embodiment includes the lock mechanism 24 and the clutch mechanism 25, three drive modes of the low gear mode, the high gear mode, and the continuously variable transmission mode can be realized. Further, the lock mechanism 24 and the clutch mechanism 25 are arranged on the side opposite to the engine 11 with the power split mechanism 20 and the first MG 12 interposed therebetween. Therefore, the enlargement of the lock mechanism 24 and the clutch mechanism 25 can be suppressed. Therefore, the drive device 10A can be reduced in size. Moreover, the mounting property to the vehicle 1 can thereby be improved.
- the second MG 13 is disposed on an axis different from the axis on which the lock mechanism 24 and the clutch mechanism 25 are disposed, the length of the drive device 10A in the rotation axis direction can be shortened. Therefore, the drive device 10A can be further downsized.
- the drive device 10A executes charge control or assist control when the drive mode switching condition is satisfied. In the low gear mode and the high gear mode, it is not necessary to output the reaction force for transmitting the power of the engine 11 to the counter shaft 17 from the first MG 12. Therefore, the energy consumed by the first MG 12 can be reduced by executing the charge control or the assist control in this way. Further, since the second MG 13 is controlled so that the operating point of the engine 11 is on the optimum efficiency line L13, fuel consumption can be improved. Therefore, the energy efficiency of the drive device 10A can be improved.
- the planetary gear mechanism 21 corresponds to the differential mechanism of the present invention.
- the vehicle control device 30 corresponds to the control means of the present invention.
- the clutch mechanism 25 corresponds to the rotation limiting means of the present invention.
- the engaged state of the clutch mechanism 25 corresponds to the restricted state of the rotation restricting means of the present invention.
- FIG. 6 shows a skeleton diagram of the driving apparatus 10B according to this embodiment. In this figure, parts common to those in FIG.
- the power split mechanism 20 is provided with a first planetary gear mechanism 41 and a second planetary gear mechanism 42.
- These planetary gear mechanisms 41 and 42 are single pinion type planetary gear mechanisms.
- the first planetary gear mechanism 41 can rotate a sun gear S1 that is an external gear, a ring gear R1 that is an internal gear disposed coaxially with the sun gear S1, and a pinion gear P1 that meshes with these gears S1 and R1.
- a carrier C1 that holds the periphery of the sun gear S1 so as to be able to revolve.
- the sun gear S1 of the first planetary gear mechanism 41 may be referred to as a first sun gear S1
- the ring gear R1 may be referred to as a first ring gear R1
- the carrier C1 may be referred to as a first carrier C1.
- the second planetary gear mechanism 42 includes a sun gear S2 that is an external gear, a ring gear R2 that is an internal gear disposed coaxially with the sun gear S2, and a pinion gear P2 that meshes with these gears S2 and R2.
- a carrier C2 capable of rotating and holding around the sun gear S2 so as to be able to revolve.
- the sun gear S2 of the second planetary gear mechanism 42 may be referred to as a second sun gear S2
- the ring gear R2 may be referred to as a second ring gear R2
- the carrier C2 may be referred to as a second carrier C2.
- the first planetary gear mechanism 41 and the second planetary gear mechanism 42 are configured such that the gear ratios among the sun gear, the carrier, and the ring gear are the same.
- the first carrier C1 and the second carrier C2 are connected to rotate integrally with the output shaft 11a of the engine 11.
- the first sun gear S1 is connected to the rotor shaft 12a of the first MG 12.
- the first sun gear S ⁇ b> 1 is connected to the first lock mechanism 43.
- the first lock mechanism 43 can be switched between a locked state in which the first sun gear S1 is locked so as not to rotate and a released state in which the rotation of the first sun gear S1 is allowed.
- the second sun gear S ⁇ b> 2 is connected to the second lock mechanism 44.
- the second lock mechanism 44 can be switched between a locked state in which the second sun gear S2 is locked so as not to rotate and a released state in which the rotation of the second sun gear S2 is allowed.
- the engine 11, the first MG 12, the power split mechanism 20, the first lock mechanism 43, and the second lock mechanism 44 are arranged on the same axis.
- power split device 20 is arranged between engine 11 and first MG 12.
- the first lock mechanism 43 and the second lock mechanism 44 are disposed on the opposite side of the engine 11 with the power split mechanism 20 and the first MG 12 interposed therebetween.
- the 1st lock mechanism 43 and the 2nd lock mechanism 44 are collectively arranged at one end.
- the first ring gear R1 is coupled to rotate integrally with the first drive gear 22.
- the second ring gear R2 is connected to rotate integrally with the third drive gear 45.
- the third drive gear 45 meshes with a third driven gear 46 provided on the counter shaft 17.
- the gear ratio between the first drive gear 22 and the first driven gear 23 (hereinafter sometimes referred to as the first gear ratio) ⁇ 1 is the gear ratio between the third drive gear 45 and the third driven gear 46 (hereinafter referred to as the second gear). (It may be called a ratio.)
- a value larger than ⁇ 2 is set. That is, these gear ratios have a relationship of ⁇ 1> ⁇ 2.
- the drive mode can be switched to the low gear mode, the high gear mode, and the continuously variable transmission mode by switching the states of the first lock mechanism 43 and the second lock mechanism 44.
- the first lock mechanism 43 is switched to the locked state, and the second lock mechanism 44 is switched to the released state.
- the second lock mechanism 44 is switched to the locked state, and the first lock mechanism 43 is switched to the released state.
- the torque of the first MG 12 is set to zero.
- both the first lock mechanism 43 and the second lock mechanism 44 are switched to the released state.
- FIG. 7 shows an example of a collinear diagram of the driving device 10B in the low gear mode.
- FIG. 8 shows an example of a collinear diagram of the driving device 10B in the high gear mode.
- “ENG” indicates the engine 11, and “MG1” indicates the first MG 12.
- “S1” represents the first sun gear S1, “R1” represents the first ring gear R1, and “C1” represents the first carrier C1.
- “S2” indicates the second sun gear S2, “R2” indicates the second ring gear R2, and “C2” indicates the second carrier C2.
- “D1” indicates the first drive gear 22 and “D3” indicates the third drive gear 45.
- a solid line L ⁇ b> 21 in the drawing indicates the relationship between the rotating elements of the first planetary gear mechanism 41.
- a broken line L22 indicates the relationship between the rotating elements of the second planetary gear mechanism 42.
- the first lock mechanism 43 In the low gear mode, the first lock mechanism 43 is switched to the locked state. Therefore, the first sun gear S1 is locked so as not to rotate. On the other hand, since the second lock mechanism 44 is switched to the released state, the second sun gear S2 rotates idly. In this case, the rotation of the engine 11 is transmitted to the counter shaft 17 via the first planetary gear mechanism 41, the first drive gear 22, and the first driven gear 23.
- the second lock mechanism 44 In the high gear mode, the second lock mechanism 44 is switched to the locked state. Therefore, the second sun gear S2 is locked so as not to rotate.
- the first lock mechanism 43 is switched to the released state. Further, the torque of the first MG 12 is set to zero. Therefore, the first sun gear S1 and the rotor shaft 12a are idled. Accordingly, in this case, the rotation of the engine 11 is transmitted to the counter shaft 17 via the second planetary gear mechanism 42, the third drive gear 45, and the third driven gear 46.
- the second gear ratio ⁇ 2 is smaller than the first gear ratio ⁇ 1. Therefore, if the rotation speed of the engine 11 is the same, the rotation speed of the counter shaft 17 is higher in the high gear mode than in the low gear mode.
- both the first lock mechanism 43 and the second lock mechanism 44 are switched to the released state. Therefore, in this case, the ratio between the rotation speed of the engine 11 and the rotation speed of the first drive gear 22 can be continuously changed by changing the rotation speed of the first MG 12.
- the first lock mechanism 43 and the second lock mechanism 44 are controlled by the vehicle control device 30. Also in this embodiment, the vehicle control device 30 executes the drive mode switching control routine of FIG. Then, the first lock mechanism 43 and the second lock mechanism 44 are controlled by executing this control routine. That is, in the charge control, the first lock mechanism 43 and the second lock mechanism 44 are controlled so that the drive mode of the drive device 10B is the low gear mode. On the other hand, in the assist control, the first lock mechanism 43 and the second lock mechanism 44 are controlled so that the drive mode of the drive device 10B becomes the high gear mode.
- the drive device 10B since the drive device 10B includes the first lock mechanism 43 and the second lock mechanism 44, three drive modes of a low gear mode, a high gear mode, and a continuously variable transmission mode can be realized. And these two lock mechanisms 43 and 44 are arrange
- the second MG 13 is arranged on an axis different from the axis on which the two lock mechanisms 43 and 44 are arranged, the length of the driving device 10B in the direction of the rotation axis can be shortened.
- charging control or assist control is executed when the drive mode switching condition is satisfied. Even in the low gear mode and the high gear mode of this form, it is not necessary to output the reaction force for transmitting the power of the engine 12 to the counter shaft 17 from the first MG 12. Therefore, the energy consumed by the first MG 12 can be reduced. And since 2nd MG13 is controlled so that the operating point of the engine 11 may be on the optimal efficiency line L13, a fuel consumption can be improved. Therefore, the energy efficiency of the drive device 10B can be improved.
- first planetary gear mechanism 41 and the second planetary gear mechanism 42 correspond to the differential mechanism of the present invention.
- the first lock mechanism 43 corresponds to the lock mechanism of the present invention.
- the second lock mechanism 44 corresponds to the rotation limiting means of the present invention.
- the locked state of the second lock mechanism 44 corresponds to the restricted state of the rotation restricting means of the present invention.
- the first drive gear 22 and the first driven gear 23 correspond to the first gear ratio gear train of the present invention.
- the third drive gear 45 and the third driven gear 46 correspond to the second gear ratio gear train of the present invention.
- the present invention can be implemented in various forms without being limited to the above-described forms.
- the planetary gear mechanism provided in the driving device of the present invention is not limited to a single pinion type planetary gear mechanism.
- a double pinion type planetary gear mechanism may be used.
- the connection destination of the ring gear and the carrier in each form is appropriately changed.
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Abstract
Description
図1は、本発明の第1の形態に係る駆動装置のスケルトン図を示している。この駆動装置10Aは、ハイブリッド車両1に搭載されるものであり、内燃機関(以下、エンジンと称することがある。)11と、第1モータ・ジェネレータ(以下、第1MGと略称することがある。)12と、第2モータ・ジェネレータ(以下、第2MGと略称することがある。)13とを備えている。エンジン11は、ハイブリッド車両に搭載される周知の火花点火式内燃機関である。そのため、詳細な説明を省略する。
次に図6~図8を参照して本発明の第2の形態に係る駆動装置について説明する。図6は、この形態に係る駆動装置10Bのスケルトン図を示している。なお、この図において図1と共通の部分には同一の符号を付して説明を省略する。
Claims (5)
- 内燃機関と、
第1モータ・ジェネレータと、
相互に差動回転可能な複数の回転要素を有する差動機構を含み、前記内燃機関及び前記第1モータ・ジェネレータが連結された動力分割機構と、
前記動力分配機構から出力された動力が伝達される出力部材と、
前記出力部材に動力を出力可能な第2モータ・ジェネレータと、を備えたハイブリッド車両の駆動装置において、
前記複数の回転要素のうち前記第1モータ・ジェネレータと連結された回転要素を回転不能にロックするロック状態と、その回転要素の回転を許容する解放状態とに切り替え可能なロック機構と、
前記複数の回転要素のうち前記第1モータ・ジェネレータと連結された回転要素とは別の回転要素の回転を制限する制限状態と、その回転要素の回転の制限を解除する解放状態とに切替可能な回転制限手段と、をさらに備え、
前記内燃機関、前記第1モータ・ジェネレータ、前記動力分割機構、前記ロック機構、及び前記回転制限手段が、同一軸線上に配置され、
前記内燃機関と前記第1モータ・ジェネレータとの間に前記動力分割機構が配置され、
前記ロック機構及び前記回転制限手段が、前記第1モータ・ジェネレータを挟んで前記内燃機関及び前記動力分割機構と反対の側に配置されている駆動装置。 - 前記動力分割機構は、前記差動機構としてシングルピニオン型の遊星歯車機構を含み、
前記複数の回転要素は、前記遊星歯車機構のサンギヤ、リングギヤ、及びキャリアであり、
前記内燃機関は、前記リングギヤと連結され、
前記第1モータ・ジェネレータは、前記サンギヤと連結され、
前記出力部材は、前記キャリアと動力伝達可能に接続され、
前記回転制限手段は、前記制限状態において前記サンギヤと前記リングギヤとが一体回転するように連結し、前記解放状態において前記サンギヤと前記リングギヤとの連結を解除する請求項1に記載の駆動装置。 - 前記動力分割機構は、前記差動機構としてシングルピニオン型の第1遊星歯車機構及び第2遊星歯車機構を含み、
前記複数の回転要素は、前記第1遊星歯車機構のサンギヤ、リングギヤ、及びキャリア、及び前記第2遊星歯車機構のサンギヤ、リングギヤ、及びキャリアであり、
前記内燃機関は、前記第1遊星歯車機構のキャリア及び前記第2遊星歯車機構のキャリアと連結され、
前記第1モータ・ジェネレータは、前記第1遊星歯車機構のサンギヤと連結され、
前記第1遊星歯車機構のリングギヤは、第1ギヤ比のギヤ列を介して前記出力部材と動力伝達可能に接続され、
前記第2遊星歯車機構のリングギヤは、前記第1ギヤ比より小さい第2ギヤ比のギヤ列を介して前記出力部材と動力伝達可能に接続され、
前記回転制限手段は、前記制限状態において前記第2遊星歯車機構のサンギヤを回転不能にロックし、前記解放状態において前記第2遊星歯車機構のサンギヤの回転を許容する請求項1に記載の駆動装置。 - 前記第2モータ・ジェネレータは、前記ロック機構及び前記回転制限手段が配置されている軸線とは別の軸線上に配置されている請求項1~3のいずれか一項に記載の駆動装置。
- 前記第1モータ・ジェネレータ及び前記第2モータ・ジェネレータが電気的に接続されたバッテリと、
所定のモード切替条件が成立し、かつ前記バッテリの充電状態が所定の判定値以下の場合には、前記ロック機構を前記ロック状態に切り替えるとともに前記回転制限手段を前記解放状態に切り替え、かつ前記内燃機関の動作点が前記内燃機関の熱効率が最高になるように定められた所定の動作線上に移動するように前記第2モータ・ジェネレータで発電を行い、前記モード切替条件が成立し、かつ前記バッテリの充電状態が前記判定値より大きい場合には、前記ロック機構を前記解放状態に切り替えるとともに前記回転制限手段を前記制限手段に切り替え、かつ前記内燃機関の動作点が前記内燃機関の熱効率が最高になるように定められた所定の動作線上に移動するように前記第2モータ・ジェネレータからトルクを出力させる制御手段と、
をさらに備えている請求項1~4のいずれか一項に記載の駆動装置。
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DE112013007066.9T DE112013007066T5 (de) | 2013-05-13 | 2013-05-13 | Antriebssystem für ein Hybridfahrzeug |
PCT/JP2013/063322 WO2014184854A1 (ja) | 2013-05-13 | 2013-05-13 | ハイブリッド車両の駆動装置 |
JP2015516777A JPWO2014184854A1 (ja) | 2013-05-13 | 2013-05-13 | ハイブリッド車両の駆動装置 |
BR112015028616A BR112015028616A2 (pt) | 2013-05-13 | 2013-05-13 | sistema de acionamento para veículo híbrido |
CN201380076526.1A CN105209278A (zh) | 2013-05-13 | 2013-05-13 | 混合动力车辆的驱动装置 |
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