[go: up one dir, main page]

JP2007326422A - Hybrid drive device - Google Patents

Hybrid drive device Download PDF

Info

Publication number
JP2007326422A
JP2007326422A JP2006157894A JP2006157894A JP2007326422A JP 2007326422 A JP2007326422 A JP 2007326422A JP 2006157894 A JP2006157894 A JP 2006157894A JP 2006157894 A JP2006157894 A JP 2006157894A JP 2007326422 A JP2007326422 A JP 2007326422A
Authority
JP
Japan
Prior art keywords
power
motor
generator
transmission
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2006157894A
Other languages
Japanese (ja)
Inventor
Hidehiro Oba
秀洋 大庭
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2006157894A priority Critical patent/JP2007326422A/en
Priority to PCT/JP2007/061157 priority patent/WO2007142129A1/en
Publication of JP2007326422A publication Critical patent/JP2007326422A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • 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 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 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 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 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
    • 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
    • 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 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 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
    • 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
    • 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 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 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
    • 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 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • 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
    • B60L2240/423—Torque
    • 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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • 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
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • 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
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching means, e.g. to change ranges
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • 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
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Structure Of Transmissions (AREA)

Abstract

【課題】変速比の広範囲に亘り、動力伝達効率を向上させることの可能なハイブリッド駆動装置を提供する。
【解決手段】動力分割機構にエンジンおよび第１のモータ・ジェネレータおよび第２のモータ・ジェネレータが連結されているとともに、第１のモータ・ジェネレータを車輪に動力伝達可能に接続する第１の動力伝達経路が設けられ、第２のモータ・ジェネレータを車輪に動力伝達可能に接続する第２の動力伝達経路が設けられているハイブリッド駆動装置において、第１の動力伝達経路に第１の変速機が設けられ、第２の動力伝達経路に第２の変速機が設けられているとともに、第１の変速機は動力伝達・動力遮断を切り替え可能な機構を有しており、第２の変速機は動力伝達・動力遮断を切り替える機構を有している。
【選択図】図１A hybrid drive device capable of improving power transmission efficiency over a wide range of gear ratios is provided.
An engine, a first motor / generator, and a second motor / generator are coupled to a power split mechanism, and a first power transmission for connecting the first motor / generator to a wheel so as to allow power transmission. In the hybrid drive device in which a second power transmission path is provided to connect the second motor / generator to the wheels so that power can be transmitted, the first transmission is provided in the first power transmission path. The second transmission is provided with a second transmission in the second power transmission path, the first transmission has a mechanism capable of switching between power transmission and power interruption, and the second transmission has power. It has a mechanism for switching between transmission and power interruption.
[Selection] Figure 1

Description

この発明は、エンジンおよびモータ・ジェネレータが、動力分割機構の回転要素に連結されている構成のハイブリッド駆動装置に関するものである。   The present invention relates to a hybrid drive apparatus in which an engine and a motor / generator are coupled to a rotating element of a power split mechanism.

従来、複数の駆動力源としてエンジンおよびモータ・ジェネレータを搭載したハイブリッド車が知られており、このようなハイブリッド車においては、エンジンおよびモータ・ジェネレータの持つ特性を生かしつつ、燃費を向上し、かつ、排気ガスの低減を図ることが可能である。このように、複数の駆動力源としてエンジンおよびモータ・ジェネレータを有するハイブリッド車の一例が、特許文献１に記載されている。   Conventionally, a hybrid vehicle equipped with an engine and a motor / generator as a plurality of driving force sources is known. In such a hybrid vehicle, the fuel consumption is improved while taking advantage of the characteristics of the engine and the motor / generator, and It is possible to reduce the exhaust gas. An example of a hybrid vehicle having an engine and a motor / generator as a plurality of driving force sources is described in Patent Document 1.

この特許文献１に記載されているハイブリッド車は、エンジンおよび第１モータ・ジェネレータおよび第２モータ・ジェネレータを有している。また、これらのエンジンおよび第１モータ・ジェネレータおよび第２モータ・ジェネレータが連結される動力分配機構が設けられている。この動力分配機構は遊星歯車機構により構成されており、反力要素であるサンギヤが前記第１モータ・ジェネレータに連結され、入力要素であるキャリヤがエンジンに連結され、出力要素であるリングギヤが第１中間軸に連結されている。この第１中間軸からアクスル軸に至る経路にはクラッチが設けられている。一方、前記第２モータ・ジェネレータは、減速機を介して第１中間軸ギヤに連結されている、この減速機は遊星歯車機構により構成されており、そのサンギヤに第２モータ・ジェネレータが連結され、リングギヤが第１中間軸に連結され、キャリヤが固定されている。さらに前記第１モータ・ジェネレータには第２中間軸が連結されており、その第２中間軸から前記アクスル軸に至る経路にはクラッチが設けられている。そして、２つのクラッチの係合・解放を制御することにより、前記動力分配機構のサンギヤ（反力要素）またはリングギヤ（出力要素）を、前記アクスル軸に対して選択的に連結することができる。その結果、動力循環状態などの動力伝達損失の大きい状態が回避されると記載されている。   The hybrid vehicle described in Patent Document 1 has an engine, a first motor / generator, and a second motor / generator. In addition, a power distribution mechanism to which these engines, the first motor / generator, and the second motor / generator are coupled is provided. This power distribution mechanism is constituted by a planetary gear mechanism, a sun gear that is a reaction force element is connected to the first motor / generator, a carrier that is an input element is connected to an engine, and a ring gear that is an output element is a first gear. It is connected to the intermediate shaft. A clutch is provided on the path from the first intermediate shaft to the axle shaft. On the other hand, the second motor / generator is connected to a first intermediate shaft gear via a reduction gear. The reduction gear is constituted by a planetary gear mechanism, and the second motor / generator is connected to the sun gear. The ring gear is connected to the first intermediate shaft, and the carrier is fixed. Further, a second intermediate shaft is connected to the first motor / generator, and a clutch is provided on a path from the second intermediate shaft to the axle shaft. By controlling the engagement / release of the two clutches, the sun gear (reaction element) or the ring gear (output element) of the power distribution mechanism can be selectively connected to the axle shaft. As a result, it is described that a state with a large power transmission loss such as a power circulation state is avoided.

特開２００５−１２５８７６号公報Japanese Patent Laying-Open No. 2005-125876

しかしながら、上記の特許文献１に記載されているハイブリッド車においては、より広範囲な走行領域（変速比の制御範囲）にて動力伝達効率を向上させる必要があった。   However, in the hybrid vehicle described in Patent Document 1 described above, it is necessary to improve the power transmission efficiency in a wider travel region (transmission ratio control range).

この発明は上記の事情を背景としてなされたものであり、駆動装置全体として変速比の広範囲に亘り、動力伝達効率を向上させることの可能なハイブリッド駆動装置を提供することを目的としている。   The present invention has been made against the background described above, and an object of the present invention is to provide a hybrid drive device capable of improving power transmission efficiency over a wide range of gear ratios as a whole drive device.

上記の目的を達成するために請求項１の発明は、差動回転可能に連結された第１の回転要素および第２の回転要素および第３の回転要素を有する動力分割機構が設けられ、エンジンが前記第１の回転要素に連結され、第１のモータ・ジェネレータが前記第２の回転要素に連結され、第２のモータ・ジェネレータが前記第３の回転要素に連結されているとともに、前記エンジンの動力を前記第１の回転要素に入力し、かつ、前記第２の回転要素または第３の回転要素から出力して車輪に伝達する場合に、前記第１のモータ・ジェネレータまたは第２のモータ・ジェネレータのいずれか一方でエンジントルクの反力を受け持つように構成されており、前記第１のモータ・ジェネレータおよび前記第２の回転要素を前記車輪に動力伝達可能に接続する第１の動力伝達経路が設けられ、前記第２のモータ・ジェネレータおよび前記第３の回転要素を前記車輪に動力伝達可能に接続する第２の動力伝達経路が設けられているハイブリッド駆動装置において、前記第１の動力伝達経路に第１の変速機が設けられ、前記第２の動力伝達経路に第２の変速機が設けられているとともに、前記第１の変速機は、前記第１のモータ・ジェネレータの動力を前記車輪に伝達する場合に動力伝達可能となる機構と、前記エンジントルクの反力を前記第１のモータ・ジェネレータで受け持つ場合に動力伝達を遮断する機構とを有しており、前記第２の変速機は、前記第２のモータ・ジェネレータの動力を前記車輪に伝達する場合に動力伝達可能となる機構と、前記エンジントルクの反力を前記第２のモータ・ジェネレータで受け持つ場合に動力伝達を遮断する機構とを有していることを特徴とするものである。   In order to achieve the above object, the invention of claim 1 is provided with a power split mechanism having a first rotating element, a second rotating element, and a third rotating element that are connected so as to be differentially rotatable, and an engine. Is coupled to the first rotating element, a first motor / generator is coupled to the second rotating element, a second motor / generator is coupled to the third rotating element, and the engine The first motor generator or the second motor is input to the first rotating element and output from the second rotating element or the third rotating element to be transmitted to the wheel. One of the generators is configured to handle the reaction force of the engine torque, and connects the first motor generator and the second rotating element to the wheels so as to be able to transmit power. In the hybrid drive device provided with a first power transmission path, and provided with a second power transmission path for connecting the second motor / generator and the third rotating element to the wheels so that power can be transmitted, A first transmission is provided in the first power transmission path, a second transmission is provided in the second power transmission path, and the first transmission is the first motor. A mechanism capable of transmitting power when the power of the generator is transmitted to the wheels, and a mechanism for interrupting power transmission when the reaction force of the engine torque is received by the first motor generator The second transmission includes a mechanism capable of transmitting power when the power of the second motor / generator is transmitted to the wheels, and a reaction force of the engine torque to the second motor / generator. And it is characterized in that it has a mechanism for blocking power transmission when in charge in Nereta.

請求項１の発明によれば、エンジンの動力が動力分割機構の入力要素に入力され、その動力分割機構の出力要素から出力された動力が車輪に伝達される。また、前記動力分割機構においてはエンジントルクの反力が、第１のモータ・ジェネレータまたは第２のモータ・ジェネレータにより選択的に受け持たれる。そして、反力を受け持つモータ・ジェネレータの回転数を制御することにより、エンジン回転数と前記動力分割機構の出力要素の回転数との変速比を無段階に制御することが可能である。さらに、前記第１のモータ・ジェネレータまたは前記第２のモータ・ジェネレータのうち、反力を受け持たない方のモータ・ジェネレータの動力を、変速機を経由させて前記車輪に伝達することが可能である。前記動力分割機構における変速に加えて、第１の変速機または第２の変速機でも変速をおこなうことができる。このような制御および作用によって、前記エンジンの動力の一部を一方のモータ・ジェネレータにより回収して電力に変換し、その電力を、エンジントルクの反力を受け持つモータ・ジェネレータに供給して力行制御する現象、すなわち、動力循環を回避できる。したがって、駆動装置全体として変速比の広範囲に亘り、動力伝達効率を向上させることができる。さらに、第１の変速機および第２の変速機が、共に動力伝達・動力遮断を切り換える機構を有しているため、部品点数の増加が抑制されて、構造を簡素化できる。   According to the first aspect of the present invention, engine power is input to the input element of the power split mechanism, and the power output from the output element of the power split mechanism is transmitted to the wheels. In the power split mechanism, the reaction force of the engine torque is selectively received by the first motor / generator or the second motor / generator. Then, by controlling the rotational speed of the motor / generator responsible for the reaction force, the speed ratio between the engine rotational speed and the rotational speed of the output element of the power split mechanism can be controlled steplessly. Furthermore, it is possible to transmit the power of the motor generator that does not receive the reaction force of the first motor generator or the second motor generator to the wheels via a transmission. is there. In addition to the shift in the power split mechanism, the first transmission or the second transmission can also perform a shift. By such control and action, a part of the engine power is recovered by one motor / generator and converted into electric power, and the electric power is supplied to the motor / generator responsible for the reaction force of the engine torque to perform power running control. Phenomenon, that is, power circulation can be avoided. Therefore, it is possible to improve the power transmission efficiency over a wide range of the gear ratio as the entire drive device. Furthermore, since both the first transmission and the second transmission have a mechanism for switching between power transmission and power interruption, an increase in the number of parts can be suppressed and the structure can be simplified.

この発明においては車両の駆動力源としてエンジンおよび第１のモータ・ジェネレータおよび第２のモータ・ジェネレータが設けられている。このエンジンは熱エネルギを運動エネルギに変換する動力装置である。つまり、エンジンは燃料を燃焼させて熱エネルギを発生させ、その熱エネルギを運動エネルギに変換する動力装置である内燃機関を用いることが可能である。より具体的には、内燃機関として、ガソリンエンジン、ディーゼルエンジン、ＬＰＧエンジン、メタノールエンジンなどを用いることができる。前記モータ・ジェネレータは電気エネルギを運動エネルギに変換する力行機能と、運動エネルギを電力に変換する回生機能とを兼備している。すなわち、エンジンとモータ・ジェネレータとでは動力の発生原理が異なる。   In the present invention, an engine, a first motor / generator, and a second motor / generator are provided as a driving force source of the vehicle. This engine is a power unit that converts thermal energy into kinetic energy. That is, the engine can use an internal combustion engine that is a power unit that burns fuel to generate heat energy and converts the heat energy into kinetic energy. More specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, or the like can be used as the internal combustion engine. The motor / generator has both a power running function for converting electrical energy into kinetic energy and a regeneration function for converting kinetic energy into electric power. That is, the principle of power generation differs between the engine and the motor / generator.

この発明では、動力分割機構としてダブルピニオン式の遊星歯車機構またはシングルピニオン式の遊星歯車機構、ラビニョ型遊星歯車機構などを用いることが可能である。また、エンジンおよび第１のモータ・ジェネレータおよび第２のモータ・ジェネレータが前記動力分割機構、より具体的には、動力分割機構の第１の回転要素および第２の回転要素および第３の回転要素に連結される。そして、第１の回転要素が入力要素として機能し、第２の回転要素または第３の回転要素のいずれか一方が反力要素となり、他方が出力要素となる。すなわち、前記エンジンの動力を入力要素に入力し、かつ出力要素から出力する場合に、前記第１のモータ・ジェネレータまたは前記第２のモータ・ジェネレータのいずれか一方により、前記エンジンの反力を受け持つ。さらに、反力を受け持つモータ・ジェネレータで発生した電力を、他のモータ・ジェネレータに供給して力行制御をおこなうことが可能である。   In the present invention, a double pinion planetary gear mechanism, a single pinion planetary gear mechanism, a Ravigneaux planetary gear mechanism, or the like can be used as the power split mechanism. In addition, the engine, the first motor generator, and the second motor generator are the power split mechanism, more specifically, the first rotating element, the second rotating element, and the third rotating element of the power split mechanism. Connected to The first rotation element functions as an input element, and either the second rotation element or the third rotation element is a reaction force element, and the other is an output element. That is, when the engine power is input to the input element and output from the output element, either the first motor generator or the second motor generator is responsible for the reaction force of the engine. . Furthermore, it is possible to perform power running control by supplying the electric power generated by the motor / generator responsible for the reaction force to another motor / generator.

また、この発明において、エンジンと車輪との間に、第１の動力伝達経路と第２の動力伝達経路とが並列に配置されている。さらに、第１の変速機および第２の変速機は、いずれも入力回転数と出力回転数との比である変速比を変更可能な機構である。さらに、前記第１の変速機および第２の変速機は、変速比を段階的（不連続）に変更可能な有段変速機、または変速比を無段階（連続的）に変更可能な無段変速機のいずれでもよい。ここで、前記有段変速機としては、例えば、選択歯車式変速機、遊星歯車式変速機などを用いることができる。前記選択式歯車変速機、遊星歯車変速式変速機を用いる場合、その変速比を切り換える機構としてクラッチ機構を用いることが可能である。さらに、第１の変速機および第２の変速機においては、クラッチ機構を制御することにより伝達トルクが制御される構成を有している。上記クラッチ機構としては、例えば、噛み合いクラッチ、電磁クラッチ、摩擦クラッチなどを用いることが可能である。また、前記摩擦クラッチとしては湿式クラッチ、乾式クラッチなどを用いることが可能である。これに対して、前記無段変速機としては、トロイダル式無段変速機、ベルト式無段変速機などを用いることが可能である。さらに、この発明において、前記第１の変速機で選択される変速比と、前記第２の変速機で選択される変速比とが異なる。   In the present invention, the first power transmission path and the second power transmission path are arranged in parallel between the engine and the wheels. Furthermore, the first transmission and the second transmission are both mechanisms that can change the speed ratio, which is the ratio between the input speed and the output speed. Further, the first transmission and the second transmission are a stepped transmission capable of changing a gear ratio stepwise (discontinuously), or a continuously variable capable of changing a gear ratio steplessly (continuously). Any of the transmissions may be used. Here, as the stepped transmission, for example, a selection gear type transmission, a planetary gear type transmission, or the like can be used. When the selective gear transmission and the planetary gear transmission are used, a clutch mechanism can be used as a mechanism for switching the gear ratio. Further, the first transmission and the second transmission have a configuration in which the transmission torque is controlled by controlling the clutch mechanism. As the clutch mechanism, for example, a meshing clutch, an electromagnetic clutch, a friction clutch, or the like can be used. In addition, a wet clutch, a dry clutch or the like can be used as the friction clutch. On the other hand, as the continuously variable transmission, a toroidal continuously variable transmission, a belt type continuously variable transmission, or the like can be used. Furthermore, in the present invention, the speed ratio selected by the first transmission is different from the speed ratio selected by the second transmission.

つぎに、この発明を図面を参照しながら具体的に説明する。図１は、車両１のパワートレーンの構成例を示す。図１に示された車両１は、Ｆ・Ｆ（フロントエンジン・フロントドライブ；エンジン前置き前輪駆動）形式のハイブリッド車である。図１に示された車両１では、エンジン２およびモータ・ジェネレータＭＧ１およびモータ・ジェネレータＭＧ２が、駆動力源として搭載されている。前記エンジン２は、燃料を燃焼させてその熱エネルギを運動エネルギに変換する動力装置である。このエンジン２は、吸排気装置、燃料噴射装置などを有する公知のものであり、ガソリンエンジンであれば、電子スロットルバルブの開度、燃料噴射量、燃料噴射時期、点火時期などを制御することによりエンジン出力、すなわち、エンジン回転数およびエンジントルクを制御することが可能である。また、モータ・ジェネレータＭＧ１，ＭＧ２は、電気エネルギを運動エネルギに変換する力行機能と、運動エネルギを電気エネルギに変換する回生機能とを兼備した回転装置である。   Next, the present invention will be specifically described with reference to the drawings. FIG. 1 shows a configuration example of a power train of the vehicle 1. A vehicle 1 shown in FIG. 1 is a hybrid vehicle of F / F (front engine / front drive; front wheel drive in front of engine) type. In the vehicle 1 shown in FIG. 1, the engine 2, the motor / generator MG1, and the motor / generator MG2 are mounted as driving force sources. The engine 2 is a power unit that burns fuel and converts its thermal energy into kinetic energy. The engine 2 is a known engine having an intake / exhaust device, a fuel injection device, and the like. In the case of a gasoline engine, the engine 2 is controlled by controlling an opening of an electronic throttle valve, a fuel injection amount, a fuel injection timing, an ignition timing, and the like. It is possible to control the engine output, that is, the engine speed and the engine torque. Motor generators MG1 and MG2 are rotating devices having both a power running function for converting electrical energy into kinetic energy and a regeneration function for converting kinetic energy into electrical energy.

これらの、エンジン２およびモータ・ジェネレータＭＧ１，ＭＧ２が動力伝達可能に連結された動力分割機構３が設けられている。図１において、この動力分割機構３は、ダブルピニオン式の遊星歯車機構により構成されている。具体的には、サンギヤ４と、このサンギヤ４と同軸上に配置され、かつ、このサンギヤ４の周囲を取り囲むように配置されたリングギヤ５と、前記サンギヤ４に噛合されたピニオンギヤ５５と、このピニオンギヤ５５および前記リングギヤ５に噛合された他のピニオンギヤ５６と、これらのピニオンギヤ５５，５６を自転可能、かつ、公転可能に支持するキャリヤ５７とを有している。このように、３個の回転要素、つまり、前記サンギヤ４および前記リングギヤ５および前記キャリヤ５７が、相互に差動回転可能となっている。   A power split mechanism 3 is provided in which the engine 2 and the motor / generators MG1, MG2 are coupled so that power can be transmitted. In FIG. 1, the power split mechanism 3 is a double pinion planetary gear mechanism. Specifically, the sun gear 4, the ring gear 5 that is arranged coaxially with the sun gear 4 and that surrounds the sun gear 4, the pinion gear 55 meshed with the sun gear 4, and the pinion gear 55 and another pinion gear 56 meshed with the ring gear 5, and a carrier 57 that supports the pinion gears 55 and 56 so as to be capable of rotating and revolving. Thus, the three rotating elements, that is, the sun gear 4, the ring gear 5, and the carrier 57 are differentially rotatable with respect to each other.

また、前記動力分割機構３を構成する第１の回転要素ないし第３の回転要素のうち、第１の回転要素が入力要素である。また、第２の回転要素および第３の回転要素は、いずれか一方が反力要素となり、他方が出力要素となる。第１の回転要素ないし第３の回転要素は、回転要素の個数が３個に限定されるわけではなく、４個以上ある回転要素のうち、いずれかが、反力要素として選択され、その他の回転要素が出力要素として選択される構成でもよい。この動力分割機構３の回転要素に対する前記エンジン２および前記モータ・ジェネレータＭＧ１，ＭＧ２の連結関係を説明する。まず、前記リングギヤ５は、前記エンジン２のクランクシャフト８に動力伝達可能に連結されている。また、前記サンギヤ４と一体回転する入力軸９が設けられている。この入力軸９は、前記エンジン２のクランクシャフト８と同軸上に配置されている。前記入力軸９および前記クランクシャフト８の回転軸線Ｂ１は、車両１の幅方向に配置されている。さらに、前記モータ・ジェネレータＭＧ１は、ステータ１１およびロータ１２を有しており、前記ステータ１１がケーシング（図示せず）に固定されている。また前記ロータ１２が前記入力軸９に連結されている。さらに、前記入力軸９の回転軸線方向で、前記エンジン２と前記モータ・ジェネレータＭＧ１との間に、前記モータ・ジェネレータ２が設けられている。また、前記回転軸線方向で、前記エンジン２と前記モータ・ジェネレータＭＧ２との間に前記動力分割機構３が配置されている。このモータ・ジェネレータＭＧ２は、ステータ１５およびロータ１６を有している。このステータ１５がケーシングに固定され、前記ロータ１６が前記キャリヤ５７と一体回転するように連結されている。   Of the first to third rotating elements constituting the power split mechanism 3, the first rotating element is an input element. One of the second rotating element and the third rotating element is a reaction force element, and the other is an output element. The number of rotating elements is not limited to three for the first to third rotating elements, and any one of four or more rotating elements is selected as a reaction force element. The rotation element may be selected as the output element. The connection relationship between the engine 2 and the motor / generators MG1, MG2 with respect to the rotating elements of the power split mechanism 3 will be described. First, the ring gear 5 is connected to the crankshaft 8 of the engine 2 so that power can be transmitted. An input shaft 9 that rotates integrally with the sun gear 4 is also provided. The input shaft 9 is disposed coaxially with the crankshaft 8 of the engine 2. A rotation axis B <b> 1 of the input shaft 9 and the crankshaft 8 is disposed in the width direction of the vehicle 1. Further, the motor / generator MG1 includes a stator 11 and a rotor 12, and the stator 11 is fixed to a casing (not shown). The rotor 12 is connected to the input shaft 9. Further, the motor / generator 2 is provided between the engine 2 and the motor / generator MG <b> 1 in the rotational axis direction of the input shaft 9. The power split mechanism 3 is disposed between the engine 2 and the motor / generator MG2 in the direction of the rotational axis. The motor / generator MG2 includes a stator 15 and a rotor 16. The stator 15 is fixed to the casing, and the rotor 16 is connected so as to rotate integrally with the carrier 57.

さらに、前記入力軸９と同軸上に他の入力軸１７が設けられている。この入力軸１７は中空に構成されており、この入力軸１７内に前記入力軸９が配置されている。すなわち、２本の入力軸９，１７は、共通の回転軸線Ｂ１を中心として相対回転可能である。そして、前記入力軸１７が、前記ロータ１６およびキャリヤ５７と一体回転するように連結されている。一方、前記回転軸線Ｂ１と平行な他の回転軸線Ｃ１を中心として回転可能なカウンタ軸１８が設けられている。そして、前記モータ・ジェネレータＭＧ２と前記カウンタ軸１８との間の動力伝達経路に第１の変速機１９Ａが設けられ、前記モータ・ジェネレータＭＧ１と前記カウンタ軸１８との間の動力伝達経路に第２の変速機１９Ｂが設けられている。前記第１の変速機１９Ａは、前記２のモータ・ジェネレータＭＧ２およびキャリヤ５７の回転数と、前記カウンタ軸１８の回転数との比を制御する機構である。また、前記第２の変速機１９Ｂは、前記モータ・ジェネレータＭＧ１およびサンギヤ４の回転数と、前記カウンタ軸１８の回転数との比を制御する機構である。前記第１の変速機１９Ａは、第１速用ギヤ対２０および第３速用ギヤ対２２を有し、前記第２の変速機１９Ｂは、第２速用ギヤ対２１および第４速用ギヤ対２３を有している。前記第１速用ギヤ対２０は、相互に噛合された第１速用駆動ギヤ２５および第１速用従動ギヤ２６を有している。また、第３速用ギヤ対２２は、相互に噛合された第３速用駆動ギヤ２７および第３速用従動ギヤ２８を有している。そして、前記第１速用駆動ギヤ２５および前記第３速用駆動ギヤ２７が、前記入力軸１７と一体回転するように設けられている。   Further, another input shaft 17 is provided coaxially with the input shaft 9. The input shaft 17 is configured to be hollow, and the input shaft 9 is disposed in the input shaft 17. That is, the two input shafts 9 and 17 are relatively rotatable around a common rotation axis B1. The input shaft 17 is connected so as to rotate integrally with the rotor 16 and the carrier 57. On the other hand, a counter shaft 18 is provided that can rotate around another rotation axis C1 parallel to the rotation axis B1. A first transmission 19A is provided in the power transmission path between the motor / generator MG2 and the counter shaft 18, and a second transmission path is provided in the power transmission path between the motor / generator MG1 and the counter shaft 18. A transmission 19B is provided. The first transmission 19A is a mechanism that controls the ratio of the rotational speeds of the second motor / generator MG2 and the carrier 57 to the rotational speed of the counter shaft 18. The second transmission 19B is a mechanism that controls the ratio of the rotational speeds of the motor / generator MG1 and the sun gear 4 to the rotational speed of the counter shaft 18. The first transmission 19A includes a first speed gear pair 20 and a third speed gear pair 22, and the second transmission 19B includes a second speed gear pair 21 and a fourth speed gear pair. It has a pair 23. The first speed gear pair 20 includes a first speed drive gear 25 and a first speed driven gear 26 that are meshed with each other. The third-speed gear pair 22 has a third-speed drive gear 27 and a third-speed driven gear 28 that are meshed with each other. The first speed driving gear 25 and the third speed driving gear 27 are provided so as to rotate integrally with the input shaft 17.

これに対して、前記１速用従動ギヤ２６および前記第３速用従動ギヤ２８が、前記カウンタ軸１８に取り付けられており、前記１速用従動ギヤ２６および前記第３速用従動ギヤ２８は共に、前記カウンタ軸１８に対して相対回転可能に構成されている。また、第２速用ギヤ対２１は、相互に噛合された第２速用駆動ギヤ２９および第２速用従動ギヤ３１を有しており、第４速用ギヤ対２３は相互に噛合された第４速用駆動ギヤ３０および第４速用従動ギヤ３２を有している。そして、第２速用駆動ギヤ２９および前記第４速用駆動ギヤ３０が、前記入力軸９と一体回転するように連結されている。これに対して、前記２速用従動ギヤ３１および前記第４速用従動ギヤ３２が、前記カウンタ軸１８に取り付けられている。前記２速用従動ギヤ３１および前記第４速用従動ギヤ３２は共に、前記カウンタ軸１８に対して相対回転可能に構成されている。   On the other hand, the first-speed driven gear 26 and the third-speed driven gear 28 are attached to the counter shaft 18, and the first-speed driven gear 26 and the third-speed driven gear 28 are Both are configured to be rotatable relative to the counter shaft 18. The second speed gear pair 21 has a second speed drive gear 29 and a second speed driven gear 31 meshed with each other, and the fourth speed gear pair 23 meshed with each other. A fourth speed drive gear 30 and a fourth speed driven gear 32 are provided. The second speed drive gear 29 and the fourth speed drive gear 30 are coupled to rotate integrally with the input shaft 9. On the other hand, the second-speed driven gear 31 and the fourth-speed driven gear 32 are attached to the counter shaft 18. Both the second-speed driven gear 31 and the fourth-speed driven gear 32 are configured to be rotatable relative to the counter shaft 18.

つぎに、前記第１の変速機１９Ａおよび第２の変速機１９Ｂにおいて、その変速比を制御する機構、より具体的には、前記第１速用ギヤ対２０ないし第４速用ギヤ対２３を、前記カウンタ軸１８に対して動力伝達可能に連結・遮断するクラッチ機構について説明する。まず、第１のクラッチ機構Ｓ１が設けられており、この第１のクラッチ機構Ｓ１により、前記第１速用ギヤ対２０および第３速用ギヤ対２２の動力伝達状態が制御される。この第１のクラッチ機構Ｓ１は、前記第１速用従動ギヤ２６または前記第３速用従動ギヤ２８のいずれか一方を、前記カウンタ軸１８に対して動力伝達可能に連結するとともに、前記第１速用従動ギヤ２６および前記第３速用従動ギヤ２８の両方を、前記カウンタ軸１８に対して動力伝達不可能な状態とする構成を有している。この第１のクラッチ機構Ｓ１としては、例えば、ドグクラッチなどの噛み合いクラッチを用いることが可能であり、この実施例では、前記カウンタ軸１８の回転数に対して、前記第１速用従動ギヤ２６または前記第３速用従動ギヤ２８の回転数を一致させる同期機構（シンクロナイザー機構）を有するクラッチ機構を用いている。   Next, in the first transmission 19A and the second transmission 19B, a mechanism for controlling the transmission ratio, more specifically, the first speed gear pair 20 to the fourth speed gear pair 23 are provided. A clutch mechanism for connecting and disconnecting the counter shaft 18 so that power can be transmitted will be described. First, a first clutch mechanism S1 is provided, and the power transmission state of the first speed gear pair 20 and the third speed gear pair 22 is controlled by the first clutch mechanism S1. The first clutch mechanism S1 connects either the first speed driven gear 26 or the third speed driven gear 28 to the counter shaft 18 so that power can be transmitted, and Both the speed driven gear 26 and the third speed driven gear 28 are configured so that power cannot be transmitted to the counter shaft 18. As the first clutch mechanism S1, for example, a meshing clutch such as a dog clutch can be used. In this embodiment, the first speed driven gear 26 or the rotation speed of the counter shaft 18 is determined. A clutch mechanism having a synchronizing mechanism (synchronizer mechanism) for matching the rotational speed of the third speed driven gear 28 is used.

また、第２のクラッチ機構Ｓ２が設けられており、この第２のクラッチ機構Ｓ２により、前記第２速用ギヤ対２１および第４速用ギヤ対２３の動力伝達状態が制御される。この第２のクラッチ機構Ｓ２は、前記第２速用従動ギヤ３１または前記第４速用従動ギヤ３２のいずれか一方を、前記カウンタ軸１８に対して動力伝達可能に連結するとともに、前記第２速用従動ギヤ３１および前記第４速用従動ギヤ３２の両方を、前記カウンタ軸１８に対して動力伝達不可能な状態とする構成を有している。この第２のクラッチ機構Ｓ２としては、例えば、ドグクラッチなどの噛み合いクラッチを用いることが可能であり、この実施例では、前記カウンタ軸１８の回転数に対して、前記第２速用従動ギヤ３１または前記第４速用従動ギヤ３２の回転数を一致させる同期機構（シンクロナイザー機構）を有するクラッチ機構を用いている。さらに前記第１のクラッチ機構Ｓ１および前記第２のクラッチ機構Ｓ２を制御するアクチュエータ３９が設けられている。このアクチュエータ３９としては、油圧制御式アクチュエータまたは電磁制御式アクチュエータなどを用いることが可能である。   Also, a second clutch mechanism S2 is provided, and the power transmission state of the second speed gear pair 21 and the fourth speed gear pair 23 is controlled by the second clutch mechanism S2. The second clutch mechanism S2 connects either the second speed driven gear 31 or the fourth speed driven gear 32 to the counter shaft 18 so as to be able to transmit power, and Both the speed driven gear 31 and the fourth speed driven gear 32 have a configuration in which power cannot be transmitted to the counter shaft 18. As the second clutch mechanism S2, for example, a meshing clutch such as a dog clutch can be used. In this embodiment, the second speed driven gear 31 or the second gear mechanism S2 or the rotational speed of the counter shaft 18 is used. A clutch mechanism having a synchronization mechanism (synchronizer mechanism) for matching the rotation speed of the fourth speed driven gear 32 is used. Further, an actuator 39 for controlling the first clutch mechanism S1 and the second clutch mechanism S2 is provided. As this actuator 39, a hydraulically controlled actuator or an electromagnetically controlled actuator can be used.

前記第１の変速機１９Ａの変速比は、前記第１速用ギヤ対２０の歯数比、および前記第３速用ギヤ対２２の歯数比により決定される。また、前記第２の変速機１９Ｂの変速比は、前記第２速用ギヤ対２１の歯数比、および前記第４速用ギヤ対２３の歯数比により決定される。具体的には、前記第１速用ギヤ対２０の変速比が最大であり、前記第２速用ギヤ対２１の変速比は前記第１速用ギヤ対２０の変速比よりも小さく構成され、前記第３速用ギヤ対２２の変速比は前記第２速用ギヤ対２１の変速比よりも小さく構成され、前記第４速用ギヤ対２３の変速比は前記第３速用ギヤ対２２の変速比よりも小さく構成されている。   The gear ratio of the first transmission 19 </ b> A is determined by the gear ratio of the first speed gear pair 20 and the gear ratio of the third speed gear pair 22. The gear ratio of the second transmission 19B is determined by the gear ratio of the second gear pair 21 and the gear ratio of the fourth gear pair 23. Specifically, the speed ratio of the first speed gear pair 20 is the maximum, the speed ratio of the second speed gear pair 21 is configured to be smaller than the speed ratio of the first speed gear pair 20, The gear ratio of the third speed gear pair 22 is smaller than the gear ratio of the second speed gear pair 21, and the gear ratio of the fourth speed gear pair 23 is the same as that of the third speed gear pair 22. It is configured smaller than the gear ratio.

一方、前記カウンタ軸１８にはファイナルピニオンギヤ３７が形成されており、そのファイナルピニオンギヤ３７が噛合するリングギヤ４０が設けられている。このファイナルピニオンギヤ３７およびリングギヤ４０により、最終減速機が構成されている。また、このリングギヤ４０はデフケース５０と一体回転するように構成されており、このデフケース５０と車輪（前輪）５１とが、ドライブシャフト５２により動力伝達可能に連結されている。さらに、前記モータ・ジェネレータＭＧ１，ＭＧ２との間で電力の授受をおこなう電力供給装置５３が設けられている。この電力供給装置５３は、二次電池などの蓄電装置（図示せず）を有しており、蓄電装置としてはバッテリまたはキャパシタを用いることができる。この蓄電装置と前記モータ・ジェネレータＭＧ１，ＭＧ２とがインバータ（図示せず）を介して接続されている。また、電力供給装置５３は、蓄電装置の他に、燃料電池システム（図示せず）を備えていてもよい。この燃料電池システムは、水素と酸素を反応させて起電力を得るシステムであり、発生した電力をモータ・ジェネレータＭＧ１，ＭＧ２に供給するか、または蓄電装置に充電することができる。さらに、前記電力供給装置５３は、モータ・ジェネレータＭＧ１とモータ・ジェネレータＭＧ２とを接続する電気回路を有しており、前記蓄電装置を経由することなく、前記モータ・ジェネレータＭＧ１とモータ・ジェネレータＭＧ２との間で直接電力の授受をおこなうことが可能である。   On the other hand, a final pinion gear 37 is formed on the counter shaft 18, and a ring gear 40 with which the final pinion gear 37 meshes is provided. The final pinion gear 37 and the ring gear 40 constitute a final reduction gear. The ring gear 40 is configured to rotate integrally with the differential case 50, and the differential case 50 and a wheel (front wheel) 51 are connected to each other by a drive shaft 52 so that power can be transmitted. Further, a power supply device 53 is provided for transferring power between the motor generators MG1 and MG2. The power supply device 53 includes a power storage device (not shown) such as a secondary battery, and a battery or a capacitor can be used as the power storage device. This power storage device and motor generators MG1, MG2 are connected via an inverter (not shown). The power supply device 53 may include a fuel cell system (not shown) in addition to the power storage device. This fuel cell system is a system that obtains an electromotive force by reacting hydrogen and oxygen, and can supply the generated power to the motor generators MG1 and MG2 or charge the power storage device. Furthermore, the power supply device 53 includes an electric circuit that connects the motor / generator MG1 and the motor / generator MG2, and the motor / generator MG1 and the motor / generator MG2 It is possible to exchange power directly between the two.

つぎに車両の制御系統について説明すると、コントローラとしての電子制御装置５４が設けられており、この電子制御装置５４には、各種のセンサやスイッチなどの検知信号、例えば、加速要求、制動要求、エンジン回転数、前記モータ・ジェネレータＭＧ１，ＭＧ２の回転数、前記入力軸９，１７の回転数、前記カウンタ軸１８の回転数などが入力される一方、この電子制御装置５４からは、前記エンジン２を制御する信号、前記モータ・ジェネレータＭＧ１，ＭＧ２を制御する信号、前記電力供給装置５３における発電状態・充電状態・放電状態などを示す信号、前記アクチュエータ３９を制御する信号などが出力される。   Next, the vehicle control system will be described. An electronic control device 54 is provided as a controller. The electronic control device 54 includes detection signals from various sensors and switches, such as an acceleration request, a braking request, and an engine. The rotational speed, the rotational speeds of the motor / generators MG1 and MG2, the rotational speeds of the input shafts 9 and 17, the rotational speed of the counter shaft 18 and the like are input. A control signal, a signal for controlling the motor / generators MG1 and MG2, a signal indicating a power generation state / charge state / discharge state in the power supply device 53, a signal for controlling the actuator 39, and the like are output.

図１に示す車両１において、エンジントルクが前記動力分割機構３のリングギヤ５に入力されるとともに、いずれか一方のモータ・ジェネレータでエンジントルクの反力を受け持つ制御が実行される。具体的には、前記サンギヤ４に連結されたモータ・ジェネレータＭＧ１で反力を受け持つ場合は、前記キャリヤ５７が前記動力分割機構３の出力要素となる。これに対して、前記キャリヤ５７に連結されたモータ・ジェネレータＭＧ２で反力を受け持つ場合は、前記サンギヤ４が前記動力分割機構３の出力要素となる。ここで、エンジントルクの反力を受け持つモータ・ジェネレータが正回転する場合は、そのモータ・ジェネレータが回生制御される。これに対して、エンジントルクの反力を受け持つモータ・ジェネレータが逆回転する場合は、そのモータ・ジェネレータが力行制御される。   In the vehicle 1 shown in FIG. 1, the engine torque is input to the ring gear 5 of the power split mechanism 3, and control that takes charge of the reaction force of the engine torque is executed by one of the motor / generators. Specifically, when the motor / generator MG <b> 1 connected to the sun gear 4 takes a reaction force, the carrier 57 is an output element of the power split mechanism 3. On the other hand, when the motor / generator MG2 connected to the carrier 57 takes charge of the reaction force, the sun gear 4 serves as an output element of the power split mechanism 3. Here, when the motor / generator responsible for the reaction force of the engine torque rotates forward, the motor / generator is regeneratively controlled. On the other hand, when the motor / generator responsible for the reaction force of the engine torque rotates in the reverse direction, the motor / generator is subjected to power running control.

また、反力トルクを受け持つモータ・ジェネレータが回生制御される場合は、発生した電力を前記蓄電装置に充電したり、他方のモータ・ジェネレータに供給して、そのモータ・ジェネレータで力行制御を実行することも可能である。これに対して、反力トルクを受け持つモータ・ジェネレータが力行制御される場合は、前記蓄電装置の電力を、反力を受け持つモータ・ジェネレータに供給したり、他方のモータ・ジェネレータを回生制御して、発生した電力を反力を受け持つモータ・ジェネレータに供給することも可能である。そして、前記動力分割機構３においては、エンジントルクの反力を受け持つモータ・ジェネレータの回転数を制御すると、前記サンギヤ４およびリングギヤ５およびキャリヤ５７の差動作用により、エンジン回転数と出力要素の回転数との比を無段階（連続的）に制御することが可能である。すなわち、前記動力分割機構３が無段変速機として作用する。   When the motor / generator responsible for the reaction torque is regeneratively controlled, the generated electric power is charged to the power storage device or supplied to the other motor / generator, and power running control is executed by the motor / generator. It is also possible. On the other hand, when the motor / generator responsible for the reaction force torque is subjected to power running control, the electric power of the power storage device is supplied to the motor / generator responsible for the reaction force or the other motor / generator is regeneratively controlled. It is also possible to supply the generated electric power to a motor / generator that handles the reaction force. In the power split mechanism 3, when the rotation speed of the motor / generator responsible for the reaction force of the engine torque is controlled, the engine rotation speed and the rotation of the output element are caused by the differential action of the sun gear 4, the ring gear 5 and the carrier 57. The ratio to the number can be controlled steplessly (continuously). That is, the power split mechanism 3 functions as a continuously variable transmission.

この動力分割機構３の変速比の制御について簡単に説明すると、まず、前記電子制御装置に入力される信号が処理され、目標駆動力および目標エンジン出力などが求められる。例えば、車速およびアクセル開度（加速要求）に基づいて、目標駆動力が求められ、この目標駆動力に基づいて、前記エンジン２で負担する目標エンジン出力が求められる。この目標エンジン出力に基づいて前記エンジン２の出力を制御する場合、前記エンジン２の燃費が最適燃費となるように、最適燃費曲線に応じた目標エンジン回転数および目標エンジントルクが求められる。そして、前記動力分割機構３の変速比を制御することにより、実エンジン回転数を目標エンジン回転数に近づけることが可能であり、電子スロットルバルブの開度などを制御することにより、実エンジントルクを目標エンジントルクに近づけることが可能である。   The control of the speed ratio of the power split mechanism 3 will be briefly described. First, a signal input to the electronic control device is processed to obtain a target driving force and a target engine output. For example, the target driving force is obtained based on the vehicle speed and the accelerator opening (acceleration request), and the target engine output borne by the engine 2 is obtained based on the target driving force. When the output of the engine 2 is controlled based on the target engine output, the target engine speed and the target engine torque corresponding to the optimal fuel consumption curve are obtained so that the fuel consumption of the engine 2 becomes the optimal fuel consumption. By controlling the gear ratio of the power split mechanism 3, it is possible to bring the actual engine speed close to the target engine speed, and by controlling the opening of the electronic throttle valve, the actual engine torque is reduced. It is possible to approach the target engine torque.

一方、前記動力分割機構３で反力を受け持つモータ・ジェネレータを選択したり、目標駆動力に応じたアシストトルクをモータ・ジェネレータで発生させることなどを目的として、前記第１の変速機１９Ａおよび前記第２の変速機１９Ｂの制御が実行される。この第１の変速機１９Ａおよび前記第２の変速機１９Ｂを制御するモードとして選択的に切り換え可能な前進ポジションについて説明する。前記前進ポジションとは、車両１を前進させる向きの駆動力を発生させる場合に用いるポジションである。この前進ポジションでは図２に示すモード（ｍｏｄｅ）、具体的には変速制御モード１（１ｓｔ）および変速制御モード２（２ｎｄ）および変速制御モード３（３ｒｄ）および変速制御モード４（４ｔｈ）を選択的に切り替えることが可能である。これらの変速制御モードは、前記第１の変速機１９Ａおよび前記第２の変速機１９Ｂの変速比を制御し、かつ、前記第１の変速機１９Ａおよび前記第２の変速機１９Ｂにおける動力伝達状態を制御するものである。前記変速制御モード１および変速制御モード３は、エンジントルクを前記リングギヤ５から前記入力軸１７に伝達する場合に選択される変速制御モードである。   On the other hand, for the purpose of selecting a motor / generator responsible for the reaction force in the power split mechanism 3 or generating an assist torque according to the target driving force by the motor / generator, the first transmission 19A and the Control of the second transmission 19B is executed. A forward position that can be selectively switched as a mode for controlling the first transmission 19A and the second transmission 19B will be described. The forward position is a position used when generating a driving force in a direction for moving the vehicle 1 forward. In this forward position, the mode shown in FIG. 2 is selected, specifically, the shift control mode 1 (1st), the shift control mode 2 (2nd), the shift control mode 3 (3rd), and the shift control mode 4 (4th). Can be switched automatically. These shift control modes control the gear ratio of the first transmission 19A and the second transmission 19B, and the power transmission state in the first transmission 19A and the second transmission 19B. Is to control. The shift control mode 1 and the shift control mode 3 are shift control modes that are selected when engine torque is transmitted from the ring gear 5 to the input shaft 17.

図２には、変速制御モード１（１ｓｔ）および変速制御モード２（２ｎｄ）および変速制御モード３（３ｒｄ）および変速制御モード４（４ｔｈ）のそれぞれについて、前記第１のクラッチ機構Ｓ１の係合により連結されるギヤ、前記第２のクラッチ機構Ｓ２の係合により連結されるギヤが示されている。まず、前記変速制御モード１または変速制御モード３が選択された場合は、前記モータ・ジェネレータＭＧ１により反力トルクが受け持たれる。具体的に説明すると、変速制御モード１が選択された場合は、前記第１のクラッチ機構Ｓ１が係合されて、前記カウンタ軸１８と前記第１速用従動ギヤ２６とが連結され、かつ、前記カウンタ軸１８と前記第３速用従動ギヤ２８との間の動力伝達が遮断される。また、前記第２のクラッチ機構Ｓ２が解放されて、前記カウンタ軸１８に対する前記第２速用従動ギヤ３１および第４速用従動ギヤ３２の動力伝達が共に遮断される。このようにして、前記変速制御モード１が選択された場合は、エンジントルクが前記第１速用ギヤ対２０を経由して前記カウンタ軸１８に伝達される。   FIG. 2 shows the engagement of the first clutch mechanism S1 for each of the shift control mode 1 (1st), the shift control mode 2 (2nd), the shift control mode 3 (3rd), and the shift control mode 4 (4th). The gears connected by the engagement of the second clutch mechanism S2 are shown. First, when the shift control mode 1 or the shift control mode 3 is selected, reaction torque is received by the motor / generator MG1. More specifically, when the shift control mode 1 is selected, the first clutch mechanism S1 is engaged, the counter shaft 18 and the first speed driven gear 26 are connected, and Power transmission between the counter shaft 18 and the third speed driven gear 28 is interrupted. Further, the second clutch mechanism S2 is released, and the power transmission of the second speed driven gear 31 and the fourth speed driven gear 32 to the counter shaft 18 is cut off. Thus, when the shift control mode 1 is selected, the engine torque is transmitted to the counter shaft 18 via the first speed gear pair 20.

また、前記変速制御モード３が選択された場合は、前記第１のクラッチ機構Ｓ１が係合されて、前記カウンタ軸１８と前記第３速用従動ギヤ２８とが連結され、かつ、前記カウンタ軸１８と前記第１速用従動ギヤ２６との間の動力伝達が遮断される。また、前記第２のクラッチ機構Ｓ２が解放されて、前記カウンタ軸１８に対する前記第２速用従動ギヤ３１および第４速用従動ギヤ３２の動力伝達が共に遮断される。このようにして、前記変速制御モード３が選択された場合は、前記動力分割機構３のキャリヤ５７から出力されたトルクが、前記第３速用ギヤ対２２を経由して前記カウンタ軸１８に伝達される。   When the shift control mode 3 is selected, the first clutch mechanism S1 is engaged, the counter shaft 18 and the third speed driven gear 28 are connected, and the counter shaft Power transmission between the first speed driven gear 26 and the first speed driven gear 26 is cut off. Further, the second clutch mechanism S2 is released, and the power transmission of the second speed driven gear 31 and the fourth speed driven gear 32 to the counter shaft 18 is cut off. Thus, when the shift control mode 3 is selected, the torque output from the carrier 57 of the power split mechanism 3 is transmitted to the counter shaft 18 via the third speed gear pair 22. Is done.

つぎに、前記変速制御モード２および変速制御モード４について説明する。この変速制御モード２および変速制御モード４は、エンジントルクを前記サンギヤ４から前記入力軸９に伝達する場合に選択されるモードであり、この変速制御モード２または変速制御モード４が選択された場合は、前記モータ・ジェネレータＭＧ２により反力トルクが受け持たれる。具体的に説明すると、前記変速制御モード２が選択された場合は、前記第２のクラッチ機構Ｓ２が係合されて、前記カウンタ軸１８と前記第２速用従動ギヤ３１とが連結され、かつ、前記カウンタ軸１８と前記第４速用従動ギヤ３２との間の動力伝達が遮断される。また、前記第１のクラッチ機構Ｓ１が解放されて、前記カウンタ軸１８に対する前記第１速用従動ギヤ２６および第３速用従動ギヤ２８の動力伝達が共に遮断される。このようにして、前記変速制御モード２が選択された場合は、前記動力分割機構３のサンギヤ４から出力されたトルクが、前記第２速用ギヤ対２１を経由して前記カウンタ軸１８に伝達される。   Next, the shift control mode 2 and the shift control mode 4 will be described. The shift control mode 2 and the shift control mode 4 are modes that are selected when the engine torque is transmitted from the sun gear 4 to the input shaft 9, and when the shift control mode 2 or the shift control mode 4 is selected. Is counteracted by the motor / generator MG2. Specifically, when the shift control mode 2 is selected, the second clutch mechanism S2 is engaged, the counter shaft 18 and the second speed driven gear 31 are connected, and The power transmission between the counter shaft 18 and the fourth speed driven gear 32 is cut off. Further, the first clutch mechanism S1 is released, and the power transmission of the first speed driven gear 26 and the third speed driven gear 28 to the counter shaft 18 is cut off. Thus, when the shift control mode 2 is selected, torque output from the sun gear 4 of the power split mechanism 3 is transmitted to the counter shaft 18 via the second speed gear pair 21. Is done.

これに対して、前記変速制御モード４が選択された場合は、前記第２のクラッチ機構Ｓ２が係合されて、前記カウンタ軸１８と前記第４速用従動ギヤ３２とが連結され、かつ、前記カウンタ軸１８と前記第２速用従動ギヤ３１との間の動力伝達が遮断される。また、前記第１のクラッチ機構Ｓ１が解放されて、前記カウンタ軸１８に対する前記第１速用従動ギヤ２６および第３速用従動ギヤ２８の動力伝達が共に遮断される。このようにして、前記変速制御モード４が選択された場合は、前記動力分割機構３のサンギヤ４から出力されたトルクが、前記第４速用ギヤ対２３を経由して前記カウンタ軸１８に伝達される。このように、複数の変速制御モードを選択的に切り替えることにより、前記第１の変速機１９Ａでは、前記入力軸１７の回転数と、前記カウンタ軸１８との間の回転数の比である変速比を、段階的に変更することができるとともに、前記第２の変速機１９Ｂでは、前記入力軸９の回転数と、前記カウンタ軸１８との間の回転数の比である変速比を、段階的に変更することができる。なお、図２において「×」印は、前記第１のクラッチ機構Ｓ１または前記第２のクラッチ機構Ｓ２が解放されることを示す。   On the other hand, when the shift control mode 4 is selected, the second clutch mechanism S2 is engaged, the counter shaft 18 and the fourth speed driven gear 32 are connected, and Power transmission between the counter shaft 18 and the second speed driven gear 31 is interrupted. Further, the first clutch mechanism S1 is released, and the power transmission of the first speed driven gear 26 and the third speed driven gear 28 to the counter shaft 18 is cut off. Thus, when the shift control mode 4 is selected, torque output from the sun gear 4 of the power split mechanism 3 is transmitted to the counter shaft 18 via the fourth speed gear pair 23. Is done. Thus, by selectively switching a plurality of shift control modes, in the first transmission 19A, a shift that is a ratio of the rotation speed between the input shaft 17 and the rotation speed between the counter shaft 18 is achieved. The ratio can be changed in stages, and in the second transmission 19B, the speed ratio that is the ratio of the rotational speed of the input shaft 9 and the rotational speed between the counter shaft 18 is changed in stages. Can be changed. In FIG. 2, the “x” mark indicates that the first clutch mechanism S1 or the second clutch mechanism S2 is released.

以上のようにして、カウンタ軸１８にトルクが伝達されるとともに、そのトルクがドライブシャフト５２を経由して車輪５１に伝達され、駆動力が発生する。そして、図１に示す車両においては、前記動力分割機構３の変速比の制御と、前記第１の変速機１９Ａまたは第２の変速機１９Ｂの変速比の制御とを並行して実行することにより、エンジン回転数と前記カウンタ軸１８の回転数との比で表される「駆動装置（パワートレーン）全体の変速比」を制御することができる。   As described above, torque is transmitted to the counter shaft 18, and the torque is transmitted to the wheel 51 via the drive shaft 52 to generate a driving force. In the vehicle shown in FIG. 1, the control of the gear ratio of the power split mechanism 3 and the control of the gear ratio of the first transmission 19A or the second transmission 19B are executed in parallel. The "transmission ratio of the entire drive device (power train)" expressed by the ratio between the engine speed and the counter shaft 18 can be controlled.

つぎに、「駆動装置の変速比」を制御する場合に用いられる複数の駆動モードについて説明する。この実施例においては、駆動モード１ないし駆動モード４を選択的に切替可能である。具体的には、駆動モード１が選択された場合は、前記変速制御モード１が用いられ、駆動モード２が選択された場合は、前記変速制御モード２が用いられ、駆動モード３が選択された場合は、前記変速制御モード３が用いられ、駆動モード４が選択された場合は、前記変速制御モード４が用いられる。すなわち、駆動モードとは、前記駆動装置の変速比を制御する場合に選択される車両全体としての制御モードであり、この実施例では、各駆動モード毎に前記駆動装置の変速比の制御範囲が異なる。いずれの駆動モードを選択するかは、車速、アクセル開度、目標駆動力などに基づいて電子制御装置５４により決定される。   Next, a plurality of drive modes used when controlling the “transmission ratio of the drive device” will be described. In this embodiment, drive mode 1 to drive mode 4 can be selectively switched. Specifically, when the drive mode 1 is selected, the shift control mode 1 is used, and when the drive mode 2 is selected, the shift control mode 2 is used and the drive mode 3 is selected. In this case, the shift control mode 3 is used, and when the drive mode 4 is selected, the shift control mode 4 is used. That is, the drive mode is a control mode for the entire vehicle that is selected when the gear ratio of the drive device is controlled. In this embodiment, the control range of the gear ratio of the drive device is different for each drive mode. Different. Which driving mode is selected is determined by the electronic control unit 54 based on the vehicle speed, the accelerator opening, the target driving force, and the like.

つぎに、前記した前進ポジションが選択された場合に実行可能な前記第１の変速機１９Ａおよび第２の変速機１９Ｂの制御、および前記エンジン２の制御、および前記モータ・ジェネレータＭＧ１，ＭＧ２の制御を図３ないし図６の共線図により説明する。これらの共線図上において、前記モータ・ジェネレータＭＧ１と前記モータ・ジェネレータＭＧ２との間に、前記エンジン２（ＥＮＧ）が配置されている。まず、前記車両１の発進時には前記変速制御モード１が選択される。また、図３に示すように、前記エンジン２が正回転し、かつ、前記モータ・ジェネレータＭＧ１が正回転し、かつ、回生制御されてエンジントルクの反力を受け持つ。このモータ・ジェネレータＭＧ１の回生制御により得られた電力を、前記モータ・ジェネレータＭＧ２に供給して力行制御し、かつ、正回転する向きのトルクが発生される。すなわち、動力分割機構３のキャリヤ５７が出力要素となる。   Next, the control of the first transmission 19A and the second transmission 19B, the control of the engine 2, and the control of the motor generators MG1 and MG2 that can be executed when the forward position is selected. Will be described with reference to collinear charts of FIGS. On these nomographs, the engine 2 (ENG) is arranged between the motor / generator MG1 and the motor / generator MG2. First, the shift control mode 1 is selected when the vehicle 1 starts. Further, as shown in FIG. 3, the engine 2 rotates in the forward direction, and the motor / generator MG1 rotates in the forward direction. The electric power obtained by the regenerative control of the motor / generator MG1 is supplied to the motor / generator MG2 for power running control, and torque in the direction of normal rotation is generated. That is, the carrier 57 of the power split mechanism 3 is an output element.

その後、車速が上昇して、前記モータ・ジェネレータＭＧ１の回転数が低下するとともに、そのモータ・ジェネレータＭＧ１の回転数が、その時点の車速および第２速用ギヤ対２１の変速比に応じた回転数に等しくなると、変速制御モード１から車速変速制御モード２に変更可能である。この変速制御モード１から変速制御モード２に変更する途中では、前記第１のクラッチ機構Ｓ１の係合により、前記第１速用従動ギヤ２６と前記カウンタ軸１８とが連結されていることに加えて、前記第２のクラッチ機構Ｓ２が係合されて、前記第２速用従動ギヤ３１と前記カウンタ軸１８とが連結される。そして、図４の共線図に示すように、モータ・ジェネレータＭＧ１，ＭＧ２を共に空転させる制御がおこなわれる。つまり、モータ・ジェネレータＭＧ１，ＭＧ２は力行も回生もおこなわない無負荷状態となる。そして、前記第１のクラッチ機構Ｓ１が解放され、かつ、前記第２のクラッチ機構Ｓ２が係合状態に維持されて、変速制御モード２が達成される。この変速制御モード２が達成された場合は、図５の共線図に示すように、前記モータ・ジェネレータＭＧ２が正回転し、かつ、回生制御されてエンジントルクの反力を受け持ち、動力分割機構３のサンギヤ４が出力要素となる。また、前記モータ・ジェネレータＭＧ２で発生した電力が前記モータ・ジェネレータＭＧ１に供給されて、そのモータ・ジェネレータＭＧ１が力行制御される。   Thereafter, the vehicle speed increases, the rotation speed of the motor / generator MG1 decreases, and the rotation speed of the motor / generator MG1 rotates according to the vehicle speed at that time and the gear ratio of the second speed gear pair 21. When equal to the number, the shift control mode 1 can be changed to the vehicle speed shift control mode 2. In the middle of changing from the shift control mode 1 to the shift control mode 2, the first speed driven gear 26 and the counter shaft 18 are connected by the engagement of the first clutch mechanism S1. Thus, the second clutch mechanism S2 is engaged, and the second speed driven gear 31 and the counter shaft 18 are coupled. Then, as shown in the collinear diagram of FIG. 4, the motor generators MG <b> 1 and MG <b> 2 are both idled. That is, the motor generators MG1 and MG2 are in a no-load state in which neither power running nor regeneration is performed. Then, the first clutch mechanism S1 is released, and the second clutch mechanism S2 is maintained in the engaged state, whereby the shift control mode 2 is achieved. When this speed change control mode 2 is achieved, as shown in the collinear diagram of FIG. 5, the motor / generator MG2 rotates forward and is regeneratively controlled to handle the reaction force of the engine torque. 3 is the output element. Further, the electric power generated by the motor / generator MG2 is supplied to the motor / generator MG1, and the motor / generator MG1 is subjected to power running control.

前記変速制御モード２が選択されてから、車速がさらに上昇して、モータ・ジェネレータＭＧ２の回転数が、その時点の車速および第３速用ギヤ対２２の変速比に応じた回転数に等しくなると、前記第１のクラッチ機構Ｓ１が係合されて、第３速用従動ギヤ２８と前記カウンタ軸１８とが連結される。すなわち、第１のクラッチ機構Ｓ１および第２のクラッチ機構Ｓ２が共に係合される。また、図６の共線図に示すように、モータ・ジェネレータＭＧ１，ＭＧ２が共に空転される。ついで、前記第２のクラッチ機構Ｓ２が解放され、かつ、前記第１のクラッチ機構Ｓ１が係合状態に維持されて、変速制御モード３が達成される。この変速制御モード３が達成された場合は、前記モータ・ジェネレータＭＧ１が正回転し、かつ、回生制御されてエンジントルクの反力を受け持ち、動力分割機構３のキャリヤ５７が出力要素となる。また、前記モータ・ジェネレータＭＧ１で発生した電力をモータ・ジェネレータＭＧ２に供給し、そのモータ・ジェネレータＭＧ２が力行制御される。   When the speed change mode 2 is selected, the vehicle speed further increases, and the rotational speed of the motor / generator MG2 becomes equal to the rotational speed corresponding to the vehicle speed at that time and the gear ratio of the third speed gear pair 22. The first clutch mechanism S1 is engaged, and the third speed driven gear 28 and the counter shaft 18 are connected. That is, both the first clutch mechanism S1 and the second clutch mechanism S2 are engaged. Further, as shown in the collinear diagram of FIG. 6, both the motor generators MG1 and MG2 are idled. Next, the second clutch mechanism S2 is released, and the first clutch mechanism S1 is maintained in the engaged state, and the shift control mode 3 is achieved. When the speed change control mode 3 is achieved, the motor / generator MG1 rotates forward and is regeneratively controlled to handle the reaction force of the engine torque, and the carrier 57 of the power split mechanism 3 serves as an output element. Further, the electric power generated by the motor / generator MG1 is supplied to the motor / generator MG2, and the motor / generator MG2 is subjected to power running control.

前記変速制御モード３が選択されてから、車速がさらに上昇して、モータ・ジェネレータＭＧ１の回転数が、その時点の車速および第４速用ギヤ対２３の変速比に応じた回転数に等しくなると、前記第２のクラッチ機構Ｓ２が係合されて、第４速用従動ギヤ３２が前記カウンタ軸１８に連結される。すなわち、第１のクラッチ機構Ｓ１および第２のクラッチ機構Ｓ２が共に係合される。また、モータ・ジェネレータＭＧ１，ＭＧ２が共に空転される。そして、前記第１のクラッチ機構Ｓ１が解放され、かつ、前記第２のクラッチ機構Ｓ２が係合状態に維持されて、変速制御モード４が達成される。この変速制御モード４が達成された場合は、前記モータ・ジェネレータＭＧ２が回生制御されてエンジントルクの反力を受け持ち、動力分割機構３のサンギヤ４が出力要素となる。また、前記モータ・ジェネレータＭＧ２で発生した電力をモータ・ジェネレータＭＧ１に供給し、そのモータ・ジェネレータＭＧ１が力行制御される。なお、この実施例において、変速制御モード４から変速制御モード３に変更する制御、および変速制御モード３から変速制御モード２に変更する制御、および変速制御モード２から変速制御モード１に変更する制御も実行可能である。   When the speed change mode 3 is selected, the vehicle speed further increases, and the rotation speed of the motor / generator MG1 becomes equal to the rotation speed corresponding to the vehicle speed at that time and the gear ratio of the fourth speed gear pair 23. The second clutch mechanism S2 is engaged, and the fourth speed driven gear 32 is connected to the counter shaft 18. That is, both the first clutch mechanism S1 and the second clutch mechanism S2 are engaged. Motor generators MG1 and MG2 are both idled. Then, the first clutch mechanism S1 is released, and the second clutch mechanism S2 is maintained in the engaged state, whereby the shift control mode 4 is achieved. When the shift control mode 4 is achieved, the motor / generator MG2 is regeneratively controlled to take a reaction force of the engine torque, and the sun gear 4 of the power split mechanism 3 serves as an output element. Further, the electric power generated by the motor / generator MG2 is supplied to the motor / generator MG1, and the motor / generator MG1 is subjected to power running control. In this embodiment, the control for changing from the shift control mode 4 to the shift control mode 3, the control for changing from the shift control mode 3 to the shift control mode 2, and the control for changing from the shift control mode 2 to the shift control mode 1. Is also feasible.

つぎに、前記各駆動モードの特性を図７の線図に基づいて説明する。図７においては、エンジン回転数と前記カウンタ軸１８の回転数との比である変速比（ｉ）が横軸に示され、理論伝達効率が縦軸に示されている。ここで、理論伝達効率とは、前記エンジン２の動力が機械的にカウンタ軸１８に伝達される割合である。ここに示す理論伝達効率は、前記電力供給装置５３からモータ・ジェネレータＭＧ１，ＭＧ２に電力が供給されないことを前提とするものである。   Next, the characteristics of each drive mode will be described with reference to the diagram of FIG. In FIG. 7, the transmission ratio (i), which is the ratio between the engine speed and the counter shaft 18, is shown on the horizontal axis, and the theoretical transmission efficiency is shown on the vertical axis. Here, the theoretical transmission efficiency is a rate at which the power of the engine 2 is mechanically transmitted to the counter shaft 18. The theoretical transmission efficiency shown here is based on the premise that no power is supplied from the power supply device 53 to the motor generators MG1 and MG2.

前記モータ・ジェネレータが停止された場合を、理論伝達効率が１．０として表している。理論伝達効率が１．０未満になるということは、前記エンジン２の動力が電気エネルギに変換されたり、電気エネルギがモータ・ジェネレータの動力に変換されたりして、電力供給装置５３における電気流通量が増加すること、つまり、車両１における全体としての電気依存度が大きく（高く）なることを意味する。また、図７には、駆動モード１ないし駆動モード４が特性線で示されている。各駆動モードに対応する特性線は、上向きに突出された山形の特性を備えている。各駆動モードを示す特性線の頂点で、いずれも、電気エネルギの理論伝達効率が１．０となっている。これに対して、モータ・ジェネレータＭＧ１，ＭＧ２で力行制御または回生制御が実行される場合は、機械的エネルギと電気エネルギとの変換がおこなわれるため、理論伝達効率が１．０未満となっている。   When the motor / generator is stopped, the theoretical transmission efficiency is 1.0. The theoretical transmission efficiency of less than 1.0 means that the power of the engine 2 is converted into electric energy, or the electric energy is converted into the power of the motor / generator. That is, that is, the electrical dependence of the vehicle 1 as a whole becomes larger (higher). In FIG. 7, drive modes 1 to 4 are indicated by characteristic lines. The characteristic line corresponding to each drive mode has a mountain-shaped characteristic protruding upward. The theoretical transmission efficiency of electric energy is 1.0 at the apex of the characteristic line indicating each drive mode. On the other hand, when power running control or regenerative control is executed by motor generators MG1 and MG2, conversion between mechanical energy and electrical energy is performed, so the theoretical transmission efficiency is less than 1.0. .

また、各駆動モードを示す特性線の頂点を境として、左側の領域がモータ・ジェネレータＭＧ１が逆回転し、かつ、力行制御されることを示し、右側領域がモータ・ジェネレータＭＧ１が正回転し、かつ、回生制御されることを示している。図７に示すように、各駆動モード毎に、前記変速比（ｉ）の制御範囲が異なる。具体的には、駆動モード２における変速比（ｉ）の制御範囲は、駆動モード１における変速比（ｉ）の制御範囲よりも小さな変速比の領域である。また、駆動モード３における変速比（ｉ）の制御範囲は、前記駆動モード２に対応する変速比（ｉ）の制御範囲よりも小さな変速比の領域である。さらに、駆動モード４における変速比（ｉ）の制御範囲は、前記駆動モード３に対応する変速比（ｉ）の制御範囲よりも小さな変速比の領域である。   Further, with the vertex of the characteristic line indicating each drive mode as a boundary, the left region indicates that the motor / generator MG1 is reversely rotated and power running is controlled, and the right region is the motor / generator MG1 is normally rotated, And it shows that regenerative control is performed. As shown in FIG. 7, the control range of the speed ratio (i) differs for each drive mode. Specifically, the control range of the gear ratio (i) in the drive mode 2 is a region of a gear ratio smaller than the control range of the gear ratio (i) in the drive mode 1. Further, the control range of the gear ratio (i) in the drive mode 3 is a region of the gear ratio smaller than the control range of the gear ratio (i) corresponding to the drive mode 2. Further, the control range of the gear ratio (i) in the drive mode 4 is a region of a gear ratio smaller than the control range of the gear ratio (i) corresponding to the drive mode 3.

以上のように、図１の車両１においては、前記動力分割機構３の変速比を制御するとともに、前記エンジン２の反力トルクを、モータ・ジェネレータＭＧ１またはモータ・ジェネレータＭＧ２により選択的に受け持つ制御を実行可能である。さらには、前記モータ・ジェネレータＭＧ１，ＭＧ２からカウンタ軸１８に至る動力伝達経路に、前記第１の変速機１９Ａおよび前記第２の変速機１９Ｂが設けられており、前記モータ・ジェネレータＭＧ１，ＭＧ２の回転数とカウンタ軸１８の回転数との比をそれぞれ制御することができる。これらの制御により、駆動装置の変速比（ｉ）の選択範囲（レンジ）を拡大することができる。また、エンジントルクの反力を受けるモータ・ジェネレータを力行制御（特に逆回転で）させ、かつ、前記動力分割機構３の出力要素に連結されるモータ・ジェネレータで回生制御をおこない、その回生制御で得られた電力を、力行制御するモータ・ジェネレータに供給する現象、いわゆる動力循環を抑制することができる。したがって、エンジン２から車輪５１に伝達される機械的な動力伝達量を増加させ、電力の流通量を低減させることができ、駆動装置全体における動力伝達効率が向上する。   As described above, in the vehicle 1 of FIG. 1, the transmission ratio of the power split mechanism 3 is controlled, and the reaction torque of the engine 2 is selectively received by the motor / generator MG1 or the motor / generator MG2. Can be executed. Further, the first transmission 19A and the second transmission 19B are provided in a power transmission path from the motor / generators MG1, MG2 to the counter shaft 18, and the motor / generators MG1, MG2 The ratio between the rotational speed and the rotational speed of the counter shaft 18 can be controlled. By these controls, the selection range (range) of the gear ratio (i) of the drive device can be expanded. Further, the motor / generator that receives the reaction force of the engine torque is subjected to power running control (particularly in reverse rotation), and the motor / generator connected to the output element of the power split mechanism 3 performs regenerative control. A phenomenon of supplying the obtained electric power to a motor / generator for power running control, so-called power circulation, can be suppressed. Therefore, the amount of mechanical power transmission transmitted from the engine 2 to the wheels 51 can be increased, the amount of power flow can be reduced, and the power transmission efficiency of the entire drive device is improved.

また、前記モータ・ジェネレータＭＧ１のトルクが、第２の変速機１９Ｂを経由して車輪５１に伝達され、前記モータ・ジェネレータＭＧ２のトルクが、第１の変速機１９Ａを経由して車輪５１に伝達されるように構成されている。このため、第１の変速機１９Ａおよび第２の変速機１９Ｂで回転速度が減速される場合は伝達トルクが増幅されるため、前記モータ・ジェネレータＭＧ１，ＭＧ２の最大トルクを低減し、モータ・ジェネレータＭＧ１，ＭＧ２の小型化を図ることができる。さらに、前記動力分割機構３および第１の変速機１９Ａおよび第２の変速機１９Ｂを組み合わせて用いているため、第１の変速機１９Ａおよび第２の変速機１９Ｂの変速比を制御することにより、モータ・ジェネレータＭＧ１，ＭＧ２の最高回転数を低減することができる。   The torque of the motor / generator MG1 is transmitted to the wheels 51 via the second transmission 19B, and the torque of the motor / generator MG2 is transmitted to the wheels 51 via the first transmission 19A. It is configured to be. For this reason, when the rotational speed is reduced by the first transmission 19A and the second transmission 19B, the transmission torque is amplified. Therefore, the maximum torque of the motor generators MG1 and MG2 is reduced, and the motor generator is reduced. Miniaturization of MG1 and MG2 can be achieved. Further, since the power split mechanism 3 and the first transmission 19A and the second transmission 19B are used in combination, by controlling the transmission ratio of the first transmission 19A and the second transmission 19B, The maximum number of revolutions of the motor generators MG1 and MG2 can be reduced.

さらに、図１においては、前記動力分割機構３をダブルピニオン式の遊星歯車機構により構成しているため、共線図上でエンジン２の両側にモータ・ジェネレータＭＧ１，ＭＧ２が別々に配置されている。したがって、いずれのモータ・ジェネレータによりエンジントルクの反力を受け持つ場合でも、その反力トルクの大きさを略同程度とすることができる。したがって、モータ・ジェネレータＭＧ１，ＭＧ２として同程度の機能や体格を有するものを用いることができる。なお、図１において、前記第１のクラッチ機構Ｓ１および第２のクラッチ機構Ｓ２としては、摩擦クラッチの一種である湿式多板クラッチでもよいが、これらのクラッチ機構の油圧を制御する油圧室に圧油を供給する油圧源がオイルポンプである場合、そのクラッチ機構のスリップによる動力損失が少ない機械式噛み合いクラッチの方がよい。さらに、第１の変速機１９Ａおよび第２の変速機１９Ｂが、共に動力伝達・動力遮断を切り換える機構を有しているため、部品点数の増加が抑制されて、構造を簡素化できる。   Further, in FIG. 1, since the power split mechanism 3 is constituted by a double pinion type planetary gear mechanism, motor generators MG1 and MG2 are separately arranged on both sides of the engine 2 on the alignment chart. . Therefore, regardless of which motor / generator is responsible for the reaction force of the engine torque, the magnitude of the reaction force torque can be made substantially the same. Therefore, motor generators MG1 and MG2 having the same function and physique can be used. In FIG. 1, the first clutch mechanism S1 and the second clutch mechanism S2 may be wet multi-plate clutches, which are a type of friction clutch. When the hydraulic pressure source for supplying oil is an oil pump, it is better to use a mechanical meshing clutch with less power loss due to slippage of the clutch mechanism. Furthermore, since both the first transmission 19A and the second transmission 19B have a mechanism for switching between power transmission and power interruption, an increase in the number of parts can be suppressed and the structure can be simplified.

なお、図１に示された変速機は、変速制御モード１ないし４を選択的に切り替えて、第１の変速機１９Ａおよび第２の変速機１９Ｂで、４種類の異なる変速比を段階的に切り替えることが可能な有段変速機であるが、両方の変速機で、３種類の変速段または５種類以上の変速段を切替可能に構成された有段変速機を有する車両であってもよい。この場合、変速段の数に応じた変速制御モードを選択可能となる。さらに、図１の例では、車両を後進させる向きの駆動力を発生させるための後進用ギヤ列が省略されている。   In the transmission shown in FIG. 1, the shift control modes 1 to 4 are selectively switched, and four different gear ratios are changed stepwise by the first transmission 19A and the second transmission 19B. Although it is a stepped transmission that can be switched, it may be a vehicle having a stepped transmission configured to be able to switch between three types of gears or five or more gears with both transmissions. . In this case, a shift control mode corresponding to the number of shift stages can be selected. Further, in the example of FIG. 1, the reverse gear train for generating the driving force in the direction of moving the vehicle backward is omitted.

ここで、実施例で説明した構成と、この発明の構成との対応関係を説明すると、リングギヤ５が、この発明の第１の回転要素に相当し、サンギヤ４が、この発明の第２の回転要素に相当し、キャリヤ５７が、この発明の第３の回転要素に相当し、入力軸９およびカウンタ軸１８により、この発明の第１の動力伝達経路が構成されており、入力軸１７およびカウンタ軸１８により、この発明の第２の動力伝達経路が構成されている。また、第１のクラッチ機構Ｓ１が、この発明の第１の変速機を動力伝達を可能とし、かつ、動力伝達を遮断する機構に相当し、第２のクラッチ機構Ｓ２が、この発明の第２の変速機を動力伝達を可能とし、かつ、動力伝達を遮断する機構に相当する。さらにモータ・ジェネレータＭＧ１が、この発明の第１のモータ・ジェネレータに相当し、モータ・ジェネレータＭＧ２が、この発明の第２のモータ・ジェネレータに相当する。   Here, the correspondence between the configuration described in the embodiment and the configuration of the present invention will be described. The ring gear 5 corresponds to the first rotating element of the present invention, and the sun gear 4 corresponds to the second rotation of the present invention. The carrier 57 corresponds to the element, corresponds to the third rotating element of the present invention, and the input shaft 9 and the counter shaft 18 constitute the first power transmission path of the present invention. The input shaft 17 and the counter The shaft 18 constitutes the second power transmission path of the present invention. Further, the first clutch mechanism S1 corresponds to a mechanism that enables power transmission to the first transmission of the present invention and that interrupts power transmission, and the second clutch mechanism S2 is a second mechanism of the present invention. This transmission corresponds to a mechanism that enables power transmission and interrupts power transmission. Furthermore, motor generator MG1 corresponds to the first motor generator of the present invention, and motor generator MG2 corresponds to the second motor generator of the present invention.

この発明のハイブリッド駆動装置を有する車両のパワートレーンおよび制御系統の一例を示す概念図である。It is a conceptual diagram which shows an example of the power train and control system of a vehicle which have the hybrid drive device of this invention. 図１に示された変速機の変速制御モードにおけるクラッチ機構の作動を示す図表である。FIG. 2 is a table showing the operation of a clutch mechanism in a shift control mode of the transmission shown in FIG. 図１に示された動力分割機構の共線図である。FIG. 2 is a collinear diagram of the power split mechanism shown in FIG. 1. 図１に示された動力分割機構の共線図である。FIG. 2 is a collinear diagram of the power split mechanism shown in FIG. 1. 図１に示された動力分割機構の共線図である。FIG. 2 is a collinear diagram of the power split mechanism shown in FIG. 1. 図１に示された動力分割機構の共線図である。FIG. 2 is a collinear diagram of the power split mechanism shown in FIG. 1. 図１に示されたハイブリッド駆動装置において、動力の理論伝達効率と、駆動装置全体の変速比との関係を示す線図である。FIG. 2 is a diagram showing a relationship between the theoretical power transmission efficiency of the hybrid drive device shown in FIG. 1 and the gear ratio of the entire drive device.

符号の説明Explanation of symbols

１…車両、 ２…エンジン、 ３…動力分割機構、 ４…サンギヤ、 ５…リングギヤ、 ５５，５６…ピニオンギヤ、 ５７…キャリヤ、 ９，１７…入力軸、 １８…カウンタ軸、 １９Ａ…第１の変速機、 １９Ｂ…第２の変速機、 ５１…車輪、 ＭＧ１，ＭＧ２…モータ・ジェネレータ、 Ｓ１…第１のクラッチ機構、 Ｓ２…第２のクラッチ機構。   DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 3 ... Power split mechanism, 4 ... Sun gear, 5 ... Ring gear, 55, 56 ... Pinion gear, 57 ... Carrier, 9, 17 ... Input shaft, 18 ... Counter shaft, 19A ... First speed change 19B ... 2nd transmission, 51 ... wheel, MG1, MG2 ... motor / generator, S1 ... first clutch mechanism, S2 ... second clutch mechanism.

Claims (1)

差動回転可能に連結された第１の回転要素および第２の回転要素および第３の回転要素を有する動力分割機構が設けられ、エンジンが前記第１の回転要素に連結され、第１のモータ・ジェネレータが前記第２の回転要素に連結され、第２のモータ・ジェネレータが前記第３の回転要素に連結されているとともに、前記エンジンの動力を前記第１の回転要素に入力し、かつ、前記第２の回転要素または第３の回転要素から出力して車輪に伝達する場合に、前記第１のモータ・ジェネレータまたは第２のモータ・ジェネレータのいずれか一方でエンジントルクの反力を受け持つように構成されており、前記第１のモータ・ジェネレータおよび前記第２の回転要素を前記車輪に動力伝達可能に接続する第１の動力伝達経路が設けられ、前記第２のモータ・ジェネレータおよび前記第３の回転要素を前記車輪に動力伝達可能に接続する第２の動力伝達経路が設けられているハイブリッド駆動装置において、
前記第１の動力伝達経路に第１の変速機が設けられ、前記第２の動力伝達経路に第２の変速機が設けられているとともに、
前記第１の変速機は、前記第１のモータ・ジェネレータの動力を前記車輪に伝達する場合に動力伝達可能となる機構と、前記エンジントルクの反力を前記第１のモータ・ジェネレータで受け持つ場合に動力伝達を遮断する機構とを有しており、
前記第２の変速機は、前記第２のモータ・ジェネレータの動力を前記車輪に伝達する場合に動力伝達可能となる機構と、前記エンジントルクの反力を前記第２のモータ・ジェネレータで受け持つ場合に動力伝達を遮断する機構と
を有していることを特徴とするハイブリッド駆動装置。 A power split mechanism having a first rotating element, a second rotating element, and a third rotating element that are coupled so as to be differentially rotatable is provided, an engine is coupled to the first rotating element, and a first motor A generator is coupled to the second rotating element, a second motor generator is coupled to the third rotating element, and power of the engine is input to the first rotating element; and When output from the second rotating element or the third rotating element and transmitted to the wheel, either the first motor generator or the second motor generator is responsible for the reaction force of the engine torque. A first power transmission path that connects the first motor / generator and the second rotating element to the wheels so that power can be transmitted. In the hybrid driving apparatus of the second power transmission path connecting the power can be transmitted is provided data generator and the third rotary element to the wheel,
A first transmission is provided in the first power transmission path, a second transmission is provided in the second power transmission path, and
The first transmission has a mechanism capable of transmitting power when the power of the first motor / generator is transmitted to the wheels, and a case where the first motor / generator takes a reaction force of the engine torque. And a mechanism for interrupting power transmission,
The second transmission has a mechanism capable of transmitting power when the power of the second motor / generator is transmitted to the wheels, and a case where the second motor / generator takes charge of the reaction force of the engine torque. And a mechanism for interrupting power transmission.
JP2006157894A 2006-06-06 2006-06-06 Hybrid drive device Pending JP2007326422A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2006157894A JP2007326422A (en) 2006-06-06 2006-06-06 Hybrid drive device
PCT/JP2007/061157 WO2007142129A1 (en) 2006-06-06 2007-06-01 Hybrid driver

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2006157894A JP2007326422A (en) 2006-06-06 2006-06-06 Hybrid drive device

Publications (1)

Publication Number Publication Date
JP2007326422A true JP2007326422A (en) 2007-12-20

Family

ID=38801385

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2006157894A Pending JP2007326422A (en) 2006-06-06 2006-06-06 Hybrid drive device

Country Status (2)

Country Link
JP (1) JP2007326422A (en)
WO (1) WO2007142129A1 (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008290603A (en) * 2007-05-25 2008-12-04 Toyota Motor Corp POWER OUTPUT DEVICE, HYBRID VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE
JP2009196533A (en) * 2008-02-22 2009-09-03 Aisin Aw Co Ltd Dynamo-electric machine control system and vehicle driving system having the dynamo-electric machine control system
WO2011108408A1 (en) * 2010-03-02 2011-09-09 アイシン精機株式会社 Hybrid drive device
CN103347765A (en) * 2010-09-15 2013-10-09 克莱斯勒集团有限责任公司 Multi-mode drive unit
WO2016156566A1 (en) * 2015-04-02 2016-10-06 Borgwarner Torqtransfer Systems Ab An electrical axle
CN112937279A (en) * 2021-03-24 2021-06-11 王飞 Hybrid vehicle
CN114475206A (en) * 2022-03-01 2022-05-13 重庆嘉陵全域机动车辆有限公司 Range-extending hybrid power transmission mechanism of high-speed amphibious vehicle

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4610654B2 (en) * 2009-02-09 2011-01-12 本田技研工業株式会社 Power transmission device
CN102348568B (en) * 2009-03-30 2014-06-25 本田技研工业株式会社 Power transmitting device for hybrid vehicle
DE112011103566B4 (en) 2010-10-25 2023-12-14 Magna Pt B.V. & Co. Kg Additional electrical unit for a transmission
CN105398323B (en) * 2015-10-28 2017-10-31 北京理工大学 Commerial vehicle power shifting hybrid power gearbox
WO2017080571A1 (en) * 2015-11-09 2017-05-18 Volvo Truck Corporation A vehicle powertrain

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3988949A (en) * 1974-06-12 1976-11-02 Orshansky Transmission Corporation Split-torque power transmission
JP2000326739A (en) * 1999-05-19 2000-11-28 Kyowa Gokin Kk Driving device for automobile
JP3861803B2 (en) * 2002-12-02 2006-12-27 トヨタ自動車株式会社 Power transmission device for vehicle
JP3588356B1 (en) * 2003-06-18 2004-11-10 本田技研工業株式会社 Power transmission device of hybrid vehicle
JP2005125876A (en) * 2003-10-22 2005-05-19 Toyota Motor Corp Hybrid vehicle drive system
JP4228954B2 (en) * 2003-11-06 2009-02-25 トヨタ自動車株式会社 Hybrid vehicle drive system
JP4000529B2 (en) * 2003-12-10 2007-10-31 アイシン・エィ・ダブリュ株式会社 Hybrid drive device

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008290603A (en) * 2007-05-25 2008-12-04 Toyota Motor Corp POWER OUTPUT DEVICE, HYBRID VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE
JP2009196533A (en) * 2008-02-22 2009-09-03 Aisin Aw Co Ltd Dynamo-electric machine control system and vehicle driving system having the dynamo-electric machine control system
WO2011108408A1 (en) * 2010-03-02 2011-09-09 アイシン精機株式会社 Hybrid drive device
JP2011178307A (en) * 2010-03-02 2011-09-15 Aisin Seiki Co Ltd Hybrid driving device
CN102781698A (en) * 2010-03-02 2012-11-14 爱信精机株式会社 Hybrid drive device
US9046156B2 (en) 2010-03-02 2015-06-02 Aisin Seiki Kabushiki Kaisha Hybrid drive device
CN103347765A (en) * 2010-09-15 2013-10-09 克莱斯勒集团有限责任公司 Multi-mode drive unit
CN103347765B (en) * 2010-09-15 2016-01-20 克莱斯勒集团有限责任公司 Multi-mode drive unit
WO2016156566A1 (en) * 2015-04-02 2016-10-06 Borgwarner Torqtransfer Systems Ab An electrical axle
CN112937279A (en) * 2021-03-24 2021-06-11 王飞 Hybrid vehicle
CN114475206A (en) * 2022-03-01 2022-05-13 重庆嘉陵全域机动车辆有限公司 Range-extending hybrid power transmission mechanism of high-speed amphibious vehicle

Also Published As

Publication number Publication date
WO2007142129A1 (en) 2007-12-13

Similar Documents

Publication Publication Date Title
JP4222387B2 (en) Hybrid drive device
JP2007326422A (en) Hybrid drive device
JP4079186B1 (en) POWER OUTPUT DEVICE, HYBRID VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE
JP4229156B2 (en) Power output device and hybrid vehicle
JP4140647B2 (en) Power output device and hybrid vehicle
US7341534B2 (en) Electrically variable hybrid transmission and powertrain
RU2585501C2 (en) Actuator for hybrid vehicle
JP4228954B2 (en) Hybrid vehicle drive system
JP4069898B2 (en) Hybrid vehicle drive system
CN102781698B (en) Hybrid drive device
JP4229205B1 (en) Control device for hybrid drive
JP4240091B2 (en) Power output device and hybrid vehicle
CN111376700B (en) Hybrid power coupling system and vehicle
CN101563252A (en) Hybrid drive device
JP2007118728A (en) Engine start control device
CN104279274A (en) Power transmission system of hybrid electric vehicle
JP4306633B2 (en) Hybrid drive device
CN101535077A (en) Coupling device, power output device having it, and hybrid automobile
JP4400676B2 (en) Hybrid vehicle drive system
JP4179211B2 (en) Hybrid vehicle drive system
JP4419988B2 (en) Hybrid drive unit
JP2009166793A (en) Hybrid drive device
JP4384152B2 (en) Power output device and hybrid vehicle
CN114789652B (en) Hybrid drive system and vehicle
CN111376703B (en) Hybrid drive systems and hybrid vehicles

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20080111

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20080311

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20080512

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20080722