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JP6725697B2 - Electric drive device and vehicle control device - Google Patents

Electric drive device and vehicle control device Download PDF

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Publication number
JP6725697B2
JP6725697B2 JP2018560327A JP2018560327A JP6725697B2 JP 6725697 B2 JP6725697 B2 JP 6725697B2 JP 2018560327 A JP2018560327 A JP 2018560327A JP 2018560327 A JP2018560327 A JP 2018560327A JP 6725697 B2 JP6725697 B2 JP 6725697B2
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power
sun gear
gear
power transmission
electric motor
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JPWO2018128012A1 (en
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正悟 宮本
正悟 宮本
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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    • 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
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • 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
    • B60K6/22—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
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • 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
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • 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
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/58—Gearings having only two central gears, connected by orbital gears with sets of orbital gears, each consisting of two or more intermeshing 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
    • 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
    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • F16H3/62—Gearings having three or more central gears
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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

Description

本発明は、概して、内燃機関と電動モータとを駆動源として走行可能なハイブリッド車両の電動駆動装置、及び車両制御装置に関するものである。 TECHNICAL FIELD The present invention generally relates to an electric drive device for a hybrid vehicle and a vehicle control device that can travel using an internal combustion engine and an electric motor as drive sources.

近年、内燃機関（以下、エンジンとも言う）と、電動機（以下、モータジェネレータ、単に、モータとも言う）とを駆動源として備え、エンジン単独走行と、モータ単独走行と、エンジン及びモータの動力を合成する合成走行と、を達成可能なハイブリッド車両が実用化されている。 In recent years, an internal combustion engine (hereinafter, also referred to as an engine) and an electric motor (hereinafter, also referred to as a motor generator, simply referred to as a motor) are provided as drive sources, and the engine alone traveling, the motor alone traveling, and the power of the engine and the motor are combined. Hybrid vehicles have been put to practical use that are capable of achieving combined driving that achieves.

下記特許文献１は、ハイブリッド車両の駆動装置として、無段変速機ＣＶＴ（Ｃｏｎｔｉｎｕｏｕｓｌｙ Ｖａｒｉａｂｌｅ Ｔｒａｎｓｍｉｓｓｉｏｎ）をベースとしたハイブリッド車両の構成例が開示されている。同文献のハイブリッド車両は、モータ単独走行時に無段変速機構を連れ回りさせることがなく、エンジン単独走行時に、無段変速機構のレシカバ（レシオカバレージ、変速比幅）の拡大に頼ることなく、要求される駆動力を得ることができるように、遊星歯車機構とクラッチとを組み合せている。 Patent Document 1 below discloses a configuration example of a hybrid vehicle based on a continuously variable transmission (CVT) as a drive device for the hybrid vehicle. The hybrid vehicle of the document does not rotate the continuously variable transmission mechanism when the motor is traveling alone, and does not rely on the expansion of the continuously variable transmission mechanism's recessive coverage (ratio coverage, gear ratio width) when the engine is traveling alone. The planetary gear mechanism and the clutch are combined so that the required driving force can be obtained.

また、下記特許文献２は、ハイブリッド車両の駆動装置として、ＭＴ（Ｍａｎｕａｌ Ｔｒａｎｓｍｉｓｓｉｏｎ）構造のＡＭＴ（Ａｕｔｏｍａｔｅｄ Ｍａｎｕａｌ Ｔｒａｎｓｍｉｓｓｉｏｎ）をベースとしたハイブリッド車両の構成例が開示されている。同文献のハイブリッド車両は、車輪の停止時にも発電ができるように、駆動輪に動力を伝達する経路を切断可能なクラッチを設けている。 Patent Document 2 below discloses a configuration example of a hybrid vehicle based on an AMT (Automated Manual Transmission) having an MT (Manual Transmission) structure as a hybrid vehicle drive device. The hybrid vehicle of the document is provided with a clutch capable of disconnecting the path for transmitting power to the drive wheels so that power can be generated even when the wheels are stopped.

特開２０１６-１３２２７０号公報JP, 2016-132270, A 特開２０１２-２３６５０８号公報JP, 2012-236508, A

上記特許文献１のハイブリッド車両は、バッテリ容量の低下時に、エンジン単独走行モードに移行することによって、車両の走行状態を確保している。特許文献１では、車輪の停止時に発電する方法は述べられていない。 The hybrid vehicle of Patent Document 1 secures the traveling state of the vehicle by shifting to the engine independent traveling mode when the battery capacity decreases. Patent Document 1 does not describe a method of generating power when the wheels are stopped.

上記特許文献２には、バッテリ容量の低下時に、車輪の停止状態でも発電する方法として、駆動輪に動力を伝達する経路を切断することが記載されている。しかし、特許文献２のハイブリッド車両は、例えば、車両走行中に電動機が異常状態となった場合に、電動機を切り離すと、エンジンの動力伝達が途切れ、走行を維持できない。 The above-mentioned Patent Document 2 describes disconnecting the path for transmitting power to the drive wheels as a method of generating power even when the wheels are in a stopped state when the battery capacity decreases. However, in the hybrid vehicle of Patent Document 2, for example, if the electric motor is disconnected when the electric motor is in an abnormal state while the vehicle is traveling, the power transmission of the engine is interrupted and the traveling cannot be maintained.

本発明は、上記のような課題に鑑みてなされたものであり、車輪の停止時にも発電ができ、且つ、車両走行中に電動機を切り離しても、エンジン単独で走行可能な電動駆動装置、及び車両制御装置を提供することを目的とする。 The present invention has been made in view of the above problems, and can generate power even when the wheels are stopped, and even if the electric motor is disconnected while the vehicle is traveling, the electric drive device capable of traveling by the engine alone, and An object is to provide a vehicle control device.

上記の目的を達成するために、本発明の電動駆動装置は、内燃機関と変速機との間の動力の伝達経路を断続する第１の動力断続機構と、前記変速機と車輪との間に接続される動力伝達機構と、前記動力伝達機構に接続される電動機とを備え、前記動力伝達機構は、サンギヤと、キャリアと、リングギヤとを有する電動駆動装置であって、前記リングギヤと前記電動機との間の動力の伝達経路を断続する第２の動力断続機構と、前記サンギヤと固定部との間の動力の伝達経路を断続する第３の動力断続機構とを備えることを特徴としている。 In order to achieve the above object, an electric drive system of the present invention includes a first power connection/disconnection mechanism that connects and disconnects a power transmission path between an internal combustion engine and a transmission, and the transmission and the wheels. A power transmission mechanism that is connected, and an electric motor that is connected to the power transmission mechanism. The power transmission mechanism is an electric drive device that includes a sun gear, a carrier, and a ring gear, and the ring gear and the electric motor. A second power connection/disconnection mechanism for connecting/disconnecting the power transfer path between the sun gear and the fixed portion, and a third power connection/disconnection mechanism for connecting/disconnecting the power transfer path between the sun gear and the fixed portion.

本発明に係る電動駆動装置によれば、車輪の停止時に、第１の動力断続機構及び第２の動力断続機構を締結し、且つ第３の動力断続機構を開放状態にすることによって、エンジンからの動力が車輪に伝達されるのを防止しつつ、そのエンジンからの動力を電動機に伝達して発電することができる。
また、車両が走行中に第２の動力断続機構を開放状態にすることによって、電動機を異常状態のまま回転させることを回避でき、且つ、エンジン単独で走行状態を維持できる。According to the electric drive apparatus of the present invention, when the wheels are stopped, the first power connection/disconnection mechanism and the second power connection/disconnection mechanism are fastened, and the third power connection/disconnection mechanism is opened to allow the engine to operate. The power from the engine can be transmitted to the electric motor to generate electric power while preventing the power from the vehicle from being transmitted to the wheels.
Further, by opening the second power connection/disconnection mechanism while the vehicle is traveling, it is possible to avoid rotating the electric motor in an abnormal state, and it is possible to maintain the traveling state by the engine alone.

本実施例のハイブリッド車両の駆動系の構成例を示す図である。It is a figure which shows the structural example of the drive system of the hybrid vehicle of a present Example. 本実施例のハイブリッド車両の概略スケルトン図である。It is a schematic skeleton diagram of the hybrid vehicle of the present embodiment. 本実施例における停車時の発電動作を示す図である。It is a figure which shows the electric power generation operation at the time of a vehicle stop in a present Example. 本実施例における後進時の動作を示す図である。It is a figure which shows operation|movement at the time of a reverse drive in a present Example.

図１は、本実施例のハイブリッド車両の駆動系の構成例を示す図である。本実施例のハイブリッド車両に搭載される車両制御装置は、「内燃機関」としてのエンジン２００と、電動駆動装置３００と、制御部１１０とを備えている。 FIG. 1 is a diagram showing a configuration example of a drive system of a hybrid vehicle of this embodiment. The vehicle control device mounted on the hybrid vehicle of this embodiment includes an engine 200 as an “internal combustion engine”, an electric drive device 300, and a control unit 110.

電動駆動装置３００は、変速機３１０と、「第１の動力断続機構」としての第１クラッチ３２０と、変速機３１０からの動力を車輪５００に伝達する動力伝達機構３６０と、動力伝達機構３６０に接続される電動機４００と、を備えている。 The electric drive device 300 includes a transmission 310, a first clutch 320 as a “first power connection/disconnection mechanism”, a power transmission mechanism 360 for transmitting power from the transmission 310 to the wheels 500, and a power transmission mechanism 360. And a connected electric motor 400.

変速機３１０は、エンジン２００からの動力を、変速比を変えて、動力伝達機構３６０に伝達する。 The transmission 310 transmits the power from the engine 200 to the power transmission mechanism 360 by changing the gear ratio.

第１クラッチ３２０は、エンジン２００と変速機３１０との間を接続する。第１クラッチ３２０は、エンジン２００と変速機３１０との間の動力の伝達経路を締結状態と開放状態とに切り替えて、これらエンジン２００と変速機３１０との間の動力の伝達経路を断続する。 The first clutch 320 connects the engine 200 and the transmission 310. The first clutch 320 switches the power transmission path between the engine 200 and the transmission 310 between the engaged state and the disengaged state, and disconnects the power transmission path between the engine 200 and the transmission 310.

動力伝達機構３６０は、ラビニヨ式の遊星歯車機構である。動力伝達機構３６０は、変速機３１０と車輪５００との間に接続される。動力伝達機構３６０は、第１及び第２サンギヤ３５１，３５２と、キャリア３５３と、リングギヤ３５４と、第１及び第２ピニオンギヤ３５５，３５６と、を備えている。 The power transmission mechanism 360 is a Ravigneaux type planetary gear mechanism. Power transmission mechanism 360 is connected between transmission 310 and wheel 500. The power transmission mechanism 360 includes first and second sun gears 351 and 352, a carrier 353, a ring gear 354, and first and second pinion gears 355 and 356.

第1サンギヤ３５１は、エンジン２００側に延設された回動軸を有する。第1サンギヤ３５１は、回動軸の端部が変速機３１０に接続され、車輪５００側の外歯が第１ピニオンギヤ３５５に噛合する。 The first sun gear 351 has a rotary shaft extending toward the engine 200. The first sun gear 351 has an end of a rotating shaft connected to the transmission 310, and external teeth on the wheel 500 side mesh with the first pinion gear 355.

第１ピニオンギヤ３５５は、第1サンギヤ３５１の外側に配置される。第１ピニオンギヤ３５５は、車輪５００側に延設された回動軸を有する。第１ピニオンギヤ３５５は、第1サンギヤ３５１に噛合し、回動軸の端部がキャリア３５３に接続される。 The first pinion gear 355 is arranged outside the first sun gear 351. The first pinion gear 355 has a rotating shaft extending toward the wheel 500. The first pinion gear 355 meshes with the first sun gear 351 and the end of the rotating shaft is connected to the carrier 353.

キャリア３５３は、エンジン側の内面が第１ピニオンギヤ３５５の回動軸に接続され、当該第１ピニオンギヤ３５５よりも外側の内面が第２ピニオンギヤ３５６の回動軸に接続される。 The inner surface of the carrier 353 on the engine side is connected to the rotation shaft of the first pinion gear 355, and the inner surface outside the first pinion gear 355 is connected to the rotation shaft of the second pinion gear 356.

第２ピニオンギヤ３５６は、第１サンギヤ３５１と、第２サンギヤ３５２と、リングギヤ３５４との間に配置される。第２ピニオンギヤ３５６は、車輪５００側の内側が第１サンギヤ３５１に噛合し、エンジン２００側の内側が第２サンギヤ３５２に噛合し、車輪５００側の外側がリングギヤ３５４に噛合する。 The second pinion gear 356 is arranged between the first sun gear 351, the second sun gear 352, and the ring gear 354. In the second pinion gear 356, the inner side on the wheel 500 side meshes with the first sun gear 351, the inner side on the engine 200 side meshes with the second sun gear 352, and the outer side on the wheel 500 side meshes with the ring gear 354.

リングギヤ３５４と電動機４００との間には、「第２の動力断続機構」としての第２クラッチ３３０が配置される。第２クラッチ３３０は、リングギヤ３５４と電動機４００との間を接続する。第２クラッチ３３０は、リングギヤ３５４と電動機４００との間の動力の伝達経路を締結状態と開放状態とに切り替えて、これらリングギヤ３５４と電動機４００との間の動力の伝達経路を断続する。 A second clutch 330 serving as a “second power connecting/disconnecting mechanism” is arranged between the ring gear 354 and the electric motor 400. The second clutch 330 connects between the ring gear 354 and the electric motor 400. The second clutch 330 switches the power transmission path between the ring gear 354 and the electric motor 400 between the engaged state and the released state, and disconnects the power transmission path between the ring gear 354 and the electric motor 400.

第２サンギヤ３５２と、「固定部」としてのトランスミッションケース３５７との間には、「第３の動力断続機構」としての第３クラッチ（ブレーキ）３４０が配置される。第３クラッチ３４０は、第２サンギヤ３５２とトランスミッションケース３５７との間を接続する。第３クラッチ３４０は、第２サンギヤ３５２とトランスミッションケース３５７との間の動力の伝達経路を締結状態と開放状態とに切り替えて、これら第２サンギヤ３５２とトランスミッションケース３５７との間の動力の伝達経路を断続する。 A third clutch (brake) 340 serving as a “third power connection/disconnection mechanism” is arranged between the second sun gear 352 and the transmission case 357 serving as a “fixed portion”. The third clutch 340 connects between the second sun gear 352 and the transmission case 357. The third clutch 340 switches the power transmission path between the second sun gear 352 and the transmission case 357 between the engaged state and the released state, and the power transmission path between the second sun gear 352 and the transmission case 357. Intermittently.

キャリア３５３とリングギヤ３５４との間には、「第４の動力断続機構」としての第４クラッチ３５０が配置される。第４クラッチ３５０は、キャリア３５３とリングギヤ３５４との間を接続する。第４クラッチ３５０は、キャリア３５３とリングギヤ３５４との間の動力の伝達経路を締結状態と開放状態とに切り替えて、これらキャリア３５３とリングギヤ３５４との間の動力の伝達経路を断続する。 A fourth clutch 350 serving as a “fourth power connection/disconnection mechanism” is arranged between the carrier 353 and the ring gear 354. The fourth clutch 350 connects between the carrier 353 and the ring gear 354. The fourth clutch 350 switches the power transmission path between the carrier 353 and the ring gear 354 between the engaged state and the released state, and disconnects the power transmission path between the carrier 353 and the ring gear 354.

電動機４００には、インバータ１００を介して図示しないバッテリが接続されている。電動機４００は、バッテリからの直流電流をインバータ１００を介して交流電流に変換し、車輪５００を駆動する動力を発生する。電動機４００は、車輪５００から伝達される動力によって発電し、その発電した交流電流をインバータ１００を介して直流電流に変換し、バッテリに充電する。 A battery (not shown) is connected to the electric motor 400 via the inverter 100. The electric motor 400 converts a direct current from the battery into an alternating current via the inverter 100 to generate power for driving the wheels 500. The electric motor 400 generates power by the power transmitted from the wheels 500, converts the generated alternating current into direct current through the inverter 100, and charges the battery.

図２は、本実施例の電動駆動装置の概略スケルトン図であり、図３は、本実施例の車輪５００の停止時に、電動機（Ｍ）を発電機として作動させる場合の共線図を示している。尚、図２，３では、第１〜第４クラッチのうちの、開放状態のクラッチを枠線のみ（白）で示し、締結状態のクラッチを枠線内の塗りつぶし（黒）で示している。 FIG. 2 is a schematic skeleton diagram of the electric drive apparatus of the present embodiment, and FIG. 3 shows a nomographic chart when the electric motor (M) is operated as a generator when the wheels 500 of the present embodiment are stopped. There is. In FIGS. 2 and 3, among the first to fourth clutches, the clutches in the released state are shown only by the frame line (white), and the clutches in the engaged state are shown by filling the inside of the frame line (black).

停車時は、車輪５００に繋がるキャリア（Ｃ）が固定（停止）となる。この時、エンジン（Ｅｎｇ）からの動力は、変速機（ＴＭ）を介して第１サンギヤ（Ｓ１）に伝わり、第１サンギヤ（Ｓ１）とキャリア（Ｃ）との間に介在するリングギヤ（Ｒ）に伝わる。このため、第２クラッチ３３０を締結することによって、電動機（Ｍ）に回転力が伝わり、電動機（Ｍ）を発電機として作動させることができる。なお、リングギヤ（Ｒ）の回転数は、動力伝達機構３６０の状態に基づいて定まるギヤ比に応じて決まる。ここでは、第１サンギヤ（Ｓ１）の回転数に対して減速されることを示している。 When the vehicle is stopped, the carrier (C) connected to the wheel 500 is fixed (stopped). At this time, the power from the engine (Eng) is transmitted to the first sun gear (S1) via the transmission (TM) and is interposed between the first sun gear (S1) and the carrier (C). Be transmitted to. Therefore, by engaging the second clutch 330, the rotational force is transmitted to the electric motor (M), and the electric motor (M) can be operated as a generator. The rotation speed of the ring gear (R) is determined according to the gear ratio determined based on the state of the power transmission mechanism 360. Here, it is shown that the speed is reduced with respect to the rotation speed of the first sun gear (S1).

図４は、本実施例の車輪５００の逆回転時（後進時）に、電動機（Ｍ）をゼロ回転（固定）させる場合の共線図を示している。 FIG. 4 shows a collinear diagram in the case where the electric motor (M) is rotated zero (fixed) when the wheel 500 of the present embodiment rotates in the reverse direction (reverse).

リングギヤ（Ｒ）をゼロ回転とするために、第２クラッチ３３０を締結することによって、電動機（Ｍ）がゼロ回転として作動し、リングギヤ（Ｒ）が固定状態となる。この時、エンジン（Ｅｎｇ）からの動力は、変速機（ＴＭ）を介して第１サンギヤ（Ｓ１）に伝わり、リングギヤ（Ｒ）を基点にキャリア（Ｃ）が逆回転となり、キャリア（Ｃ）と繋ながる車輪５００も逆回転することによって、後進走行が可能となる。 By engaging the second clutch 330 in order to make the ring gear (R) zero rotation, the electric motor (M) operates as zero rotation and the ring gear (R) becomes fixed. At this time, the power from the engine (Eng) is transmitted to the first sun gear (S1) via the transmission (TM), and the carrier (C) rotates in the reverse direction with the ring gear (R) as a base point, so that the carrier (C) and the carrier (C) rotate. By rotating the connected wheels 500 in reverse, it is possible to travel backward.

この時、電動機４００を変速機３１０の出力軸の回転方向と逆に駆動させることによって、エンジン２００の動力に電動機４００の動力を加えた、アシスト走行が可能となる。 At this time, by driving the electric motor 400 in the direction opposite to the rotation direction of the output shaft of the transmission 310, it becomes possible to perform assisted travel by adding the power of the electric motor 400 to the power of the engine 200.

尚、電動機４００の単独走行（ＥＶ走行）時に、第１クラッチ３２０を開放し、第２クラッチ３３０及び第３クラッチ３４０を締結し、電動機４００をエンジン２００からの動力による前進方向とは逆の回転方向に回転させることによって、発進することができる。 When the electric motor 400 is traveling alone (EV traveling), the first clutch 320 is disengaged, the second clutch 330 and the third clutch 340 are engaged, and the electric motor 400 is rotated in the direction opposite to the forward direction by the power from the engine 200. It can be started by rotating in the direction.

本実施例によれば、電動駆動装置３００は、エンジン２００と変速機３１０との間の動力の伝達経路を断続する第１クラッチと、変速機３１０と車輪５００との間に接続される動力伝達機構３６０と、動力伝達機構３６０に接続される電動機４００と、を備える。動力伝達機構３６０は、サンギヤ３５１と、キャリア３５３と、リングギヤ３５４とを有する。電動駆動装置３００は、リングギヤ３５４と電動機４００との間の動力の伝達経路を断続する第２クラッチ３３０と、サンギヤ３５１とトランスミッションケース３５７との間の動力の伝達経路を断続する第３クラッチ３４０とを備えている。これにより、停車時に、第３クラッチ３４０を開放することによって、エンジン２００からの動力が車輪５００に伝達されることを回避しつつ、第２クラッチ３３０を締結することによって、エンジン２００からの動力を電動機４００に伝達することが可能となる。したがって、電動機４００に伝達された動力によって電動機４００を発電作動させ、図示しないバッテリに対し、インバータＩＮＶ１００を介して充電することが可能となる。 According to this embodiment, the electric drive device 300 includes the first clutch that connects and disconnects the power transmission path between the engine 200 and the transmission 310, and the power transmission that is connected between the transmission 310 and the wheels 500. The mechanism 360 and the electric motor 400 connected to the power transmission mechanism 360 are provided. The power transmission mechanism 360 has a sun gear 351, a carrier 353, and a ring gear 354. The electric drive device 300 includes a second clutch 330 that connects and disconnects the power transmission path between the ring gear 354 and the electric motor 400, and a third clutch 340 that connects and disconnects the power transmission path between the sun gear 351 and the transmission case 357. Equipped with. Thus, when the vehicle is stopped, the third clutch 340 is released to prevent the power from the engine 200 from being transmitted to the wheels 500, and the second clutch 330 is engaged to prevent the power from the engine 200 from being transmitted. It becomes possible to transmit to the electric motor 400. Therefore, it becomes possible to operate the electric motor 400 to generate electric power by the power transmitted to the electric motor 400 and charge the battery (not shown) through the inverter INV100.

また、車両走行中は、第３クラッチ３４０を締結することによって、エンジン２００からの動力を車輪５００に伝達することを可能とする。仮に電動機４００が異常状態となり、動力伝達機構３６０から電動機４００を切り離したい場合には、第２クラッチ３３０を開放することによって、エンジン２００単独での走行状態を維持することができる。 Further, while the vehicle is traveling, by engaging the third clutch 340, the power from the engine 200 can be transmitted to the wheels 500. If the electric motor 400 is in an abnormal state and it is desired to disconnect the electric motor 400 from the power transmission mechanism 360, the second clutch 330 can be opened to maintain the traveling state of the engine 200 alone.

ここで、第２クラッチ３３０を開放状態にする条件として、電動機４００の異常状態を説明した。電動機４００の過熱、電動機４００で発生する誘起電圧、電動機４００の連れ回りによる引きずりトルクが許容されない場合にも、同様の動作を行うものであり、特定の条件に限定するものではない。 Here, the abnormal state of the electric motor 400 has been described as the condition for opening the second clutch 330. The same operation is performed even when the overheat of the electric motor 400, the induced voltage generated in the electric motor 400, and the drag torque due to the accompanying rotation of the electric motor 400 are not permitted, and the present invention is not limited to a specific condition.

キャリア３５３とリングギヤ３５４との間の動力の伝達経路を断続する第４クラッチ３５０を備える。これにより、車両を前進させる場合に、変速機３１０からの動力を車輪５００に伝達する動力伝達機構３６０に対し、二段の変速比を選択することが可能となる。二段の変速比は、高速走行時のエンジン２００の回転数や電動機４００の回転数を低くすることを可能とし、燃料消費や損失の低減に繋る。 A fourth clutch 350 that connects and disconnects a power transmission path between the carrier 353 and the ring gear 354 is provided. This makes it possible to select a two-speed gear ratio for the power transmission mechanism 360 that transmits the power from the transmission 310 to the wheels 500 when moving the vehicle forward. The two-speed gear ratio makes it possible to reduce the number of revolutions of the engine 200 and the number of revolutions of the electric motor 400 during high-speed traveling, which leads to reduction of fuel consumption and loss.

サンギヤは、第１サンギヤ３５１と、第２サンギヤ３５２とで構成され、第１サンギヤ３５１は、変速機３１０に接続され、第３クラッチ３４０は、第２サンギヤ３５２とトランスミッションケース３５７との間に接続される。これにより、車両を前進させる場合に、第１クラッチ３２０と第３クラッチ３４０とを締結状態とすることによって、変速機３１０からの動力を車輪５００に伝達することを可能とする。走行中にアクセルペダルをＯＦＦにした時のエンジンブレーキを作用させることが可能となる。 The sun gear is composed of a first sun gear 351 and a second sun gear 352, the first sun gear 351 is connected to the transmission 310, and the third clutch 340 is connected between the second sun gear 352 and the transmission case 357. To be done. This allows the power from the transmission 310 to be transmitted to the wheels 500 by engaging the first clutch 320 and the third clutch 340 when the vehicle moves forward. It is possible to apply the engine brake when the accelerator pedal is turned off during traveling.

動力伝達機構３６０は、キャリア３５３に接続されると共に、第１サンギヤ３５１に噛合する第１ピニオンギヤ３５５を有する。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The power transmission mechanism 360 has a first pinion gear 355 that is connected to the carrier 353 and meshes with the first sun gear 351. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

動力伝達機構３６０は、キャリア３５３に接続されると共に、第１サンギヤ３５１に噛合するピニオンギヤ３５５を有する。サンギヤは、第１サンギヤ３５１と、第２サンギヤ３５２とで構成され、第１サンギヤ３５１は、変速機３１０と、第１ピニオンギヤ３５５との間に接続され、第３クラッチ３４０は、第２サンギヤ３５２とトランスミッションケース３５７との間に接続される。これにより、車両を前進させる場合に、第１クラッチ３２０と第３クラッチ３４０とを締結状態とすることによって、変速機３１０からの動力を車輪５００に伝達することと、走行中にアクセルペダルをＯＦＦにした時のエンジンブレーキを作用させることとが可能となる。動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The power transmission mechanism 360 has a pinion gear 355 that is connected to the carrier 353 and meshes with the first sun gear 351. The sun gear is composed of a first sun gear 351 and a second sun gear 352, the first sun gear 351 is connected between the transmission 310 and the first pinion gear 355, and the third clutch 340 is the second sun gear 352. And a transmission case 357. As a result, when the vehicle is moved forward, the first clutch 320 and the third clutch 340 are engaged to transmit the power from the transmission 310 to the wheels 500 and to turn off the accelerator pedal during traveling. It is possible to apply the engine brake when the setting is made. The power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

ピニオンギヤは、第１ピニオンギヤ３５５と、第２ピニオンギヤ３５６とで構成され、第２ピニオンギヤ３５６は、第１ピニオンギヤ３５５と、第１サンギヤ３５１との各々に噛合する。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The pinion gear includes a first pinion gear 355 and a second pinion gear 356, and the second pinion gear 356 meshes with each of the first pinion gear 355 and the first sun gear 351. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

第２ピニオンギヤ３５６は、第１ピニオンギヤ３５５と、第２サンギヤ３５２と、リングギヤ３５４との各々に噛合する。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The second pinion gear 356 meshes with each of the first pinion gear 355, the second sun gear 352, and the ring gear 354. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

第１ピニオンギヤ３５５は、第１サンギヤ３５１に噛合する。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The first pinion gear 355 meshes with the first sun gear 351. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

ピニオンギヤは、第１ピニオンギヤ３５５と、第２ピニオンギヤ３５６とで構成され、キャリア３５３は、第１ピニオンギヤ３５５と、第２ピニオンギヤ３５６との間に接続される。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The pinion gear includes a first pinion gear 355 and a second pinion gear 356, and the carrier 353 is connected between the first pinion gear 355 and the second pinion gear 356. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

サンギヤは、第１サンギヤ３５１と、第２サンギヤ３５２とで構成される。動力伝達機構３６０は、キャリア３５３に接続されると共に第１サンギヤ３５１に噛合する第１ピニオンギヤ３５５と、キャリア３５３に接続されると共に第２サンギヤ３５２に噛合する第２ピニオンギヤ３５６とを有する。第３クラッチ３４０は、第２サンギヤ３５１とトランスミッションケース３５７との間に接続される。これにより、車両を前進させる場合に、第１クラッチ３２０と第３クラッチ３４０とを締結状態とすることによって、変速機３１０からの動力を車輪５００に伝達することと、走行中にアクセルペダルをＯＦＦした時のエンジンブレーキを作用させることとが可能となる。動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The sun gear includes a first sun gear 351 and a second sun gear 352. The power transmission mechanism 360 has a first pinion gear 355 connected to the carrier 353 and meshed with the first sun gear 351 and a second pinion gear 356 connected to the carrier 353 and meshed with the second sun gear 352. The third clutch 340 is connected between the second sun gear 351 and the transmission case 357. As a result, when the vehicle is moved forward, the first clutch 320 and the third clutch 340 are engaged to transmit the power from the transmission 310 to the wheels 500 and to turn off the accelerator pedal during traveling. It is possible to apply the engine brake at the time of doing. The power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

第２ピニオンギヤ３５６は、第１ピニオンギヤ３５５に噛合する。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The second pinion gear 356 meshes with the first pinion gear 355. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

第２ピニオンギヤ３５６は、第１ピニオンギヤ３５５と、リングギヤ３５４との各々に噛合する。これにより、動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The second pinion gear 356 meshes with each of the first pinion gear 355 and the ring gear 354. As a result, the power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

車輪５００の停止時に、第１の動力断続機構３２０と第２の動力断続機構３３０との各々を締結した状態で、電動機４００を発電機として動作させる。これにより、停車時にエンジン２００の動力を電動機４００に伝達することが可能となる。 When the wheels 500 are stopped, the electric motor 400 is operated as a generator in a state where the first power connection/disconnection mechanism 320 and the second power connection/disconnection mechanism 330 are each fastened. As a result, the power of the engine 200 can be transmitted to the electric motor 400 when the vehicle is stopped.

車輪５００の停止時に、第１の動力断続機構３２０と第２の動力断続機構３３０との各々を締結し、且つ、第３クラッチ３４０を開放した状態で、電動機４００を発電機として動作させる。これにより、停車時に、第３クラッチ３４０を開放することによって、エンジン２００の動力を車輪５００に伝達することを回避しつつ、第２クラッチ３３０を締結することによって、エンジン２００の動力を電動機４００に伝達することが可能となる。電動機４００に伝達された動力によって電動機４００を発電作動させ、図示しないバッテリに対し、インバータＩＮＶ１００を介して充電することが可能となる。 When the wheels 500 are stopped, the first power connection/disconnection mechanism 320 and the second power connection/disconnection mechanism 330 are each engaged, and the third clutch 340 is opened, and the electric motor 400 is operated as a generator. Thus, when the vehicle is stopped, the third clutch 340 is released to prevent the power of the engine 200 from being transmitted to the wheels 500, and the second clutch 330 is engaged to transfer the power of the engine 200 to the electric motor 400. It becomes possible to transmit. The power transmitted to the electric motor 400 causes the electric motor 400 to generate electric power, and a battery (not shown) can be charged via the inverter INV100.

車輪５００の停止時に、第１クラッチ３２０と第２クラッチ３３０との各々を締結し、且つ、第３クラッチ３４０と第４クラッチ３５０との各々を開放した状態で、電動機４００を発電機として動作させる。停車時に、第３クラッチ３４０と第４クラッチ３５０とを共に開放することによって、エンジン２００の動力を車輪５００に伝達することを回避しつつ、第２クラッチ３３０を締結することによって、エンジン２００の動力を電動機４００に伝達することが可能となる。電動機４００に伝達された動力によって電動機４００を発電作動させ、図示しないバッテリに対し、インバータＩＮＶ１００を介して充電することが可能となる。 When the wheel 500 is stopped, the first clutch 320 and the second clutch 330 are each engaged, and the third clutch 340 and the fourth clutch 350 are each opened, and the electric motor 400 is operated as a generator. .. When the vehicle is stopped, the third clutch 340 and the fourth clutch 350 are both released to avoid transmitting the power of the engine 200 to the wheels 500, and the second clutch 330 is engaged to prevent the power of the engine 200 from being transmitted. Can be transmitted to the electric motor 400. The power transmitted to the electric motor 400 causes the electric motor 400 to generate electric power, and a battery (not shown) can be charged via the inverter INV100.

車輪５００の回転時に、第２クラッチ３３０を開放した状態で、電動機４００を切り離す。これにより、車輪５００の回転時、即ち、車両走行中でも、電動機４００を動力伝達機構３６０から切り離すことが可能となる。 When the wheel 500 is rotating, the electric motor 400 is disconnected with the second clutch 330 opened. This allows the electric motor 400 to be separated from the power transmission mechanism 360 while the wheels 500 are rotating, that is, while the vehicle is traveling.

車両制御装置は、内燃機関２００と、内燃機関２００と変速機３１０との間の動力の伝達経路を断続する第１クラッチ３２０と、変速機３１０と車輪５００との間に接続される動力伝達機構３６０と、動力伝達機構３６０に接続される電動機４００と、動力伝達機構３６０と電動機４００との間の動力の伝達経路を断続する第２クラッチ３３０と、を備えた車両を制御する。車両制御装置は、車輪５００の停止時に、第１クラッチ３２０と第２クラッチ３３０との各々を締結し、且つ、動力伝達機構３６０から車輪５００への動力伝達を遮断した状態で、電動機４００を発電機として動作させる制御部１１０を備える。これにより、停車時に、動力伝達機構３６０から車輪５００への動力伝達を遮断することによって、エンジン２００の動力が車輪５００に伝達することを回避できる。第２クラッチ３３０を締結することによって、エンジン２００の動力を電動機４００に伝達することができる。電動機４００に伝達された動力によって電動機４００を発電作動させ、図示しないバッテリに対し、インバータＩＮＶ１００を介して充電することが可能となる。 The vehicle control device includes an internal combustion engine 200, a first clutch 320 that connects and disconnects a power transmission path between the internal combustion engine 200 and the transmission 310, and a power transmission mechanism connected between the transmission 310 and the wheels 500. A vehicle including 360, the electric motor 400 connected to the power transmission mechanism 360, and the second clutch 330 that connects and disconnects the power transmission path between the power transmission mechanism 360 and the electric motor 400 is controlled. The vehicle control device generates the electric motor 400 in a state in which the first clutch 320 and the second clutch 330 are engaged and the power transmission from the power transmission mechanism 360 to the wheels 500 is shut off when the wheels 500 are stopped. A control unit 110 that operates as a machine is provided. Accordingly, when the vehicle is stopped, the power transmission from the power transmission mechanism 360 to the wheels 500 is interrupted, so that the power of the engine 200 can be prevented from being transmitted to the wheels 500. By engaging the second clutch 330, the power of the engine 200 can be transmitted to the electric motor 400. The power transmitted to the electric motor 400 causes the electric motor 400 to generate electric power, and a battery (not shown) can be charged via the inverter INV100.

電動駆動装置３００は、バッテリ容量が所定値以上であって、且つ、車両走行中にブレーキペダルが操作された場合に、第１クラッチ３２０を締結状態とする。これにより、電動機４００による回生ブレーキが十分な時間に発生できないと想定される場合に、エンジンブレーキを効果的に作用することが可能となる。 The electric drive device 300 sets the first clutch 320 to the engaged state when the battery capacity is equal to or greater than a predetermined value and the brake pedal is operated while the vehicle is traveling. This makes it possible to effectively act the engine brake when it is assumed that the regenerative braking by the electric motor 400 cannot be generated in a sufficient time.

尚、制御部１１０は、自動変速機を制御するコントロールユニット、またはハイブリッドシステムを制御するコントロールユニットでも良く、特定のコントロールユニットに限定するものではない。従って、図１のＩＮＶ１００内に設けることも可能である。 The control unit 110 may be a control unit that controls the automatic transmission or a control unit that controls the hybrid system, and is not limited to a specific control unit. Therefore, it can be provided in the INV 100 of FIG.

電動駆動装置３００は、車両加速度が所定値以上であって、且つ、アクセルペダルが操作されない場合に、第１クラッチ３１０を締結する。これにより、アクセルペダルが踏まれていない時は、ドライバーの加速意思はないと推定できる。その時に車両が所定の加速状態である場合には、エンジンブレーキを効果的に作用することによって、ドライバーの意思に近づけることが可能となる。尚、変速機３１０の変速比を変化させることによって、エンジンブレーキを効果的に作用させることができる。 The electric drive device 300 engages the first clutch 310 when the vehicle acceleration is equal to or higher than a predetermined value and the accelerator pedal is not operated. From this, it can be estimated that the driver does not intend to accelerate when the accelerator pedal is not depressed. At that time, when the vehicle is in a predetermined acceleration state, it is possible to approach the driver's intention by effectively operating the engine brake. By changing the gear ratio of the transmission 310, the engine brake can be effectively operated.

電動駆動装置３００は、下り勾配が所定値以上であって、且つ、アクセルペダルが操作されない場合に、第１クラッチ３１０を締結する。これにより、アクセルペダルが踏まれていない時は、ドライバーの加速意思はないと推定できる。その時に、道路勾配情報と車両情報（例えば、転がり抵抗、空気抵抗、勾配抵抗等）に基づいて、車両が所定の加速状態になることが予測された場合には、エンジンブレーキを効果的に作用させることによって、ドライバーの意思に近づけることが可能となる。 The electric drive device 300 engages the first clutch 310 when the downward gradient is equal to or greater than a predetermined value and the accelerator pedal is not operated. From this, it can be estimated that the driver does not intend to accelerate when the accelerator pedal is not depressed. At that time, if it is predicted that the vehicle will be in a predetermined acceleration state based on the road gradient information and the vehicle information (for example, rolling resistance, air resistance, gradient resistance, etc.), the engine braking is effectively operated. By doing so, it becomes possible to approach the intention of the driver.

動力伝達機構３６０は、第１サンギヤ３５１と、第２サンギヤ３５２と、リングギヤ３５４と、キャリア３５３とを有する遊星歯車機構である。エンジン２００から伝達される動力伝達経路は、第１サンギヤ３５１に接続され、第２サンギヤ３５２の回転を固定可能な第３クラッチ３４０を備える。リングギヤ３５４は、電動機４００の出力軸に接続され、キャリア３５３から動力を出力する。これにより、車両を前進させる場合に、変速機３１０からの動力を車輪５００に伝達する動力伝達機構３６０は、二段の変速比を選択することが可能となる。二段の変速比は、高速走行時のエンジン２００及び電動機４００の回転数を低くすることを可能とし、燃料消費や損失の低減に繋がる。動力伝達機構３６０は、変速機３１０からの動力を同軸上に配置することが可能となり、小型化や搭載性向上に繋がる。 The power transmission mechanism 360 is a planetary gear mechanism including a first sun gear 351, a second sun gear 352, a ring gear 354, and a carrier 353. The power transmission path transmitted from the engine 200 includes a third clutch 340 that is connected to the first sun gear 351 and can fix the rotation of the second sun gear 352. The ring gear 354 is connected to the output shaft of the electric motor 400 and outputs power from the carrier 353. Accordingly, when the vehicle is moved forward, power transmission mechanism 360 that transmits the power from transmission 310 to wheels 500 can select a two-speed gear ratio. The two-speed gear ratio makes it possible to reduce the rotational speeds of the engine 200 and the electric motor 400 during high-speed traveling, which leads to reduction of fuel consumption and loss. The power transmission mechanism 360 can arrange the power from the transmission 310 coaxially, which leads to downsizing and improvement of mountability.

シフトポジションが後進レンジの時に、電動機４００の出力軸を、変速機３１０の出力軸とは逆転させて、エンジン２００の動力を発生させる。これにより、エンジン２００が発生した動力によって、車両が後進方向に進むように車輪に動力を伝達することが可能となる。 When the shift position is in the reverse range, the output shaft of the electric motor 400 is reversely rotated to the output shaft of the transmission 310 to generate the power of the engine 200. This allows the power generated by engine 200 to be transmitted to the wheels so that the vehicle travels in the reverse direction.

上記実施例では、変速機３１０を無段変速機の一例としたが、これに限定するものではなく、有段ＡＴ（Ａｕｔｏｍａｔｉｃ Ｔｒａｎｓｍｉｓｓｉｏｎ）、ＤＣＴ（Ｄｕａｌ
Ｃｌｔｃｈ Ｔｒａｎｓｍｉｓｓｉｏｎ）、ＡＭＴ等を用いることも可能である。In the above-described embodiment, the transmission 310 is an example of a continuously variable transmission, but the present invention is not limited to this, and a stepped AT (Automatic Transmission), a DCT (Dual) may be used.
It is also possible to use Cltch Transmission), AMT, or the like.

１１０：制御部、２００：エンジン、３００：電動駆動装置、３１０：変速機、３２０：第１クラッチ、３３０：第２クラッチ、３４０：第３クラッチ、３５０：第４クラッチ、３５１：第１サンギヤ、３５２：第２サンギヤ、３５３：キャリア、３５４：リングギヤ、３５５：第１ピニオンギヤ、３５６：第２ピニオンギヤ、３５７：トランスミッションケース、３６０：動力伝達機構、４００：電動機、５００：車輪 110: control part, 200: engine, 300: electric drive device, 310: transmission, 320: first clutch, 330: second clutch, 340: third clutch, 350: fourth clutch, 351: first sun gear, 352: second sun gear, 353: carrier, 354: ring gear, 355: first pinion gear, 356: second pinion gear, 357: transmission case, 360: power transmission mechanism, 400: electric motor, 500: wheel

Claims (13)

内燃機関と変速機との間の動力の伝達経路を断続する第１の動力断続機構と、前記変速機と車輪との間に接続される動力伝達機構と、前記動力伝達機構に接続される電動機と、を備え、前記動力伝達機構は、前記内燃機関から伝達される動力の伝達経路と接続されるサンギヤと、前記車輪に接続されるキャリアと、リングギヤとを有する電動駆動装置であって、
前記リングギヤと前記電動機との間の動力の伝達経路を断続する第２の動力断続機構と、前記サンギヤと固定部との間の動力の伝達経路を断続する第３の動力断続機構と、
前記キャリアと前記リングギヤとの間の動力の伝達経路を断続する第４の動力断続機構とを備え、
前記車輪の停止時に、前記第１の動力断続機構と前記第２の動力断続機構との各々を締結し、且つ、前記第３の動力断続機構と前記第４の動力断続機構との各々を開放した状態とすることで前記動力伝達機構から前記車輪への動力の伝達を遮断し、前記電動機を発電機として動作させる、
電動駆動装置。 A first power connection/disconnection mechanism for connecting/disconnecting a power transmission path between an internal combustion engine and a transmission, a power transmission mechanism connected between the transmission and wheels, and an electric motor connected to the power transmission mechanism. Wherein the power transmission mechanism is an electric drive device having a sun gear connected to a transmission path of power transmitted from the internal combustion engine , a carrier connected to the wheels, and a ring gear,
A second power connection/disconnection mechanism for connecting/disconnecting a power transmission path between the ring gear and the electric motor; and a third power connection/disconnection mechanism for connecting/disconnecting a power transmission path between the sun gear and the fixed portion .
A fourth power connection/disconnection mechanism for connecting/disconnecting a power transmission path between the carrier and the ring gear ,
When the wheels are stopped, each of the first power connection/disconnection mechanism and the second power connection/disconnection mechanism is fastened, and each of the third power connection/disconnection mechanism and the fourth power connection/disconnection mechanism is opened. the cut off power transmission from the power transmission mechanism to the wheels or by supplying the motor as a generator by the state,
Electric drive. 前記サンギヤは、第１サンギヤと、第２サンギヤとで構成され、
前記第１サンギヤは、前記変速機に接続され、
前記第３の動力断続機構は、前記第２サンギヤと固定部との間に接続される、
請求項１に記載の電動駆動装置。 The sun gear includes a first sun gear and a second sun gear,
The first sun gear is connected to the transmission,
It said third power interrupting mechanism is Ru is connected between the second sun gear and the fixed part,
The electric drive device according to claim 1 . 前記動力伝達機構は、前記キャリアに接続されると共に前記サンギヤに噛合するピニオンギヤを有する、
請求項１または請求項２に記載の電動駆動装置。 The power transmission mechanism has a pinion gear that is connected to the carrier and meshes with the sun gear.
The electric drive device according to claim 1 or 2 . 前記動力伝達機構は、前記キャリアに接続されると共に前記サンギヤに噛合するピニオンギヤを有し、
前記サンギヤは、第１サンギヤと、第２サンギヤとで構成され、
前記第１サンギヤは、前記変速機に接続されると共に、前記ピニオンギヤに噛合し、
前記第３の動力断続機構は、前記第２サンギヤと固定部との間に接続される、
請求項１に記載の電動駆動装置。 The power transmission mechanism has a pinion gear that is connected to the carrier and meshes with the sun gear,
The sun gear includes a first sun gear and a second sun gear,
The first sun gear is connected to the transmission and meshes with the pinion gear,
The third power connection/disconnection mechanism is connected between the second sun gear and the fixed portion.
The electric drive device according to claim 1. 前記ピニオンギヤは、第１ピニオンギヤと、第２ピニオンギヤとで構成され、
前記第２ピニオンギヤは、前記第１ピニオンギヤと、前記第２サンギヤとの各々に噛合する、
請求項４に記載の電動駆動装置。 The pinion gear includes a first pinion gear and a second pinion gear,
The second pinion gear meshes with each of the first pinion gear and the second sun gear,
The electric drive device according to claim 4 . 前記第２ピニオンギヤは、前記第１ピニオンギヤと、前記第２サンギヤと、前記リングギヤとの各々に噛合する、
請求項５に記載の電動駆動装置。 The second pinion gear meshes with each of the first pinion gear, the second sun gear, and the ring gear,
The electric drive device according to claim 5 . 前記第１ピニオンギヤは、前記第１サンギヤに噛合する、
請求項５に記載の電動駆動装置。 The first pinion gear meshes with the first sun gear,
The electric drive device according to claim 5 . 前記ピニオンギヤは、第１ピニオンギヤと、第２ピニオンギヤとで構成され、
前記キャリアは、前記第１ピニオンギヤと、前記第２ピニオンギヤとの間に接続される、
請求項４に記載の電動駆動装置。 Before SL pinion gear, a first pinion gear, is composed of a second pinion,
The carrier is connected between the first pinion gear and the second pinion gear.
The electric drive device according to claim 4 . 前記動力伝達機構は、前記キャリアに接続されると共に前記第１サンギヤに噛合する第１ピニオンギヤと、前記キャリアに接続されると共に前記第２サンギヤに噛合する第２ピニオンギヤとを備え、
前記第３の動力断続機構は、前記第２サンギヤと前記固定部との間に接続される、
請求項４に記載の電動駆動装置。 Before SL power transmission mechanism includes a first pinion gear meshing with the first sun gear is connected to the carrier, and a second pinion gear meshing with the second sun gear is connected to said carrier,
The third power connection/disconnection mechanism is connected between the second sun gear and the fixed portion,
The electric drive device according to claim 4 . 前記車輪の回転時に、前記第２の動力断続機構を開放した状態で、前記電動機を切り離す、請求項１乃至９の何れか一項に記載の電動駆動装置。 The electric drive device according to any one of claims 1 to 9 , wherein the electric motor is disconnected while the second power connection/disconnection mechanism is opened when the wheel is rotated. 内燃機関と、前記内燃機関と変速機との間の動力の伝達経路を断続する第１の動力断続機構と、前記変速機と車輪との間に接続される動力伝達機構と、前記動力伝達機構に接続される電動機と、前記動力伝達機構と前記電動機との間の動力の伝達経路を断続する第２の動力断続機構と、を備え、前記動力伝達機構は、前記内燃機関から伝達される動力の伝達経路と接続されるサンギヤと、前記車輪に接続されるキャリアと、前記電動機に接続されるリングギヤとを有する車両を制御する車両制御装置であって、
前記キャリアと前記リングギヤとの間の動力の伝達経路を断続する第４の動力断続機構を備え、
前記車輪の停止時に、前記第１の動力断続機構と前記第２の動力断続機構との各々を締結し、且つ、前記第４の動力断続機構を開放した状態とすることで前記動力伝達機構から前記車輪への動力の伝達を遮断し、前記電動機を発電機として動作させる制御部を備える、
車両制御装置。 An internal combustion engine, a first power connection/disconnection mechanism for connecting/disconnecting a power transmission path between the internal combustion engine and a transmission, a power transmission mechanism connected between the transmission and wheels, and the power transmission mechanism. And a second power connection/disconnection mechanism for connecting/disconnecting a power transmission path between the power transmission mechanism and the electric motor , the power transmission mechanism transmitting power from the internal combustion engine. A vehicle control device for controlling a vehicle having a sun gear connected to the transmission path of, a carrier connected to the wheel, and a ring gear connected to the electric motor ,
A fourth power connection/disconnection mechanism for connecting/disconnecting a power transmission path between the carrier and the ring gear,
When stopping of the wheel, said first dynamic force interrupting mechanism and entered into each of said second power interrupting mechanism, and said power transmission mechanism by a state of opening the fourth power interrupting mechanism blocking the transmission of power to the wheels from a control unit for operating the electric motor as a generator,
Vehicle control device. 前記動力伝達機構は、第１サンギヤと、第２サンギヤと、前記リングギヤと、前記キャリアとを有する遊星歯車機構であり、
前記内燃機関から伝達される動力の伝達経路は、前記第１サンギヤと接続され、
前記第２サンギヤの回転を固定可能な第３の動力断続機構を備え、
前記リングギヤは、前記電動機の出力軸に接続され、
前記キャリアから動力を出力する、
請求項１１に記載の車両制御装置。 The power transmission mechanism includes a first sun gear, a second sun gear, said ring gear, a planetary gear mechanism having said carrier,
A transmission path of power transmitted from the internal combustion engine is connected to the first sun gear,
A third power connection/disconnection mechanism capable of fixing the rotation of the second sun gear,
The ring gear is connected to the output shaft of the electric motor,
Power is output from the carrier,
The vehicle control device according to claim 1 1. シフトポジションが後進レンジの時に、前記電動機の出力軸を、前記変速機の出力軸とは逆転させて、前記内燃機関の動力を発生させる、
請求項１１または請求項１２に記載の車両制御装置。 When the shift position is in the reverse range, the output shaft of the electric motor is reversely rotated with respect to the output shaft of the transmission to generate power of the internal combustion engine.
The vehicle control device according to claim 11 or 12 .
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