JP2002204504A - Power-transmitting system for vehicle and automobile mounted with the system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem of a requiring coupling gear ratio which is decreased for preventing the overspeed of a motor at high-speed running time and increased for obtaining large torque, when an engine is stated or accelerated for starting, consequently, when a speed changer for an exclusive use of the motor is additionally provided, and requiring even its actuator to increase costs. SOLUTION: In a hybrid drive method regenerating torque assist energy by a motor in addition to the drive force of an engine, a motor coupling ratio is switched by making the most of a gear idling in a speed changer for running. A necessary coupling ratio at starting time and that at high-speed time are made compatible by turning the motor with the difference of gear ratios between a gear in use for running and a gear not in use.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular power transmission system and a vehicle equipped with the vehicular power transmission system. More particularly, the invention provides an electric motor in addition to an engine to assist the insufficient driving force or to regenerate the surplus driving force to a battery. In addition, the present invention relates to a drive system control system that improves fuel efficiency by smoothing the engine load, that is, a so-called motor generator system.

[0002]

2. Description of the Related Art The output power of the engine as a whole is reduced by temporarily assisting the driving force during running with a motor to suppress the peak output of the engine and by regenerating the energy of the vehicle body as a generator during braking to a battery. There has been proposed a system for suppressing fuel consumption and improving fuel efficiency.

[0003] Further, a system has been proposed in which so-called idle stop control is adopted in which the engine is stopped when the vehicle is stopped and the engine is automatically started when the vehicle starts running, thereby eliminating unnecessary idle operation and further improving fuel efficiency. ing. In order to perform these controls efficiently, it is effective to switch the gear ratio that couples the engine and the motor, and a technique of a motor generator system including a method of changing the gear ratio is disclosed in, for example, Japanese Patent Application Laid-Open No. H11-153038. And JP-A-2000-156904 and JP-A-2000-230430.

[0004]

A normal engine has a rotation speed limit of about 6000 rpm, but it is said that the maximum rotation speed should be designed to be about 15,000 rpm in order to reduce the size of the motor. Therefore, in order to generate power efficiently, it is preferable to set the combined gear ratio to (15000/6000) = about 2.5.

On the other hand, consider the case of starting the engine with this motor. For example, assuming that the maximum value of the engine friction torque is 150 Nm (at a very low temperature or the like), in order to run the engine with the gear ratio of 2.5, the maximum motor torque needs to be 60 Nm.

In normal motor characteristics, it is common to generate a maximum torque up to about half of the maximum number of revolutions, so a motor that generates 60 Nm at 7,500 rpm is used. That is, the motor output is Pm = 2π60 (7500/60) = 47.1kW
Motor is required. 47 kW motors are extremely large for automobiles and are currently not feasible in terms of weight, mounting space and cost.

[0007] In view of the above, a device for reducing the size of the motor has been studied, and a method has been proposed in which the coupling gear ratio is switched between running and starting. For example, JP-A-11-153038 and JP-A-2000-156904 described above show a method of increasing the gear ratio at the time of starting using a planetary gear. However, if an attempt is made to construct a motor generator system using a motor of several kW achievable for an automobile, for example, it is necessary to set the reduction ratio at the time of starting to about 10 to 15. However, since it is difficult to make a large reduction ratio with one stage of the planetary gears, it is necessary to provide a motor-dedicated transmission having a larger transmission ratio, and an actuator and a control device for switching the transmission are also required, which increases the cost. was there.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle power transmission system having a motor generator system that achieves both a low gear ratio during running and a high gear ratio at the time of starting without providing a dedicated motor transmission, and a vehicle equipped with the same. Is to provide.

[0009]

Therefore, in the present invention, the coupling ratio between the motor and the engine is changed by using the originally existing transmission for traveling the vehicle. That is, attention is paid to the fact that only one transmission gear is used for traveling and other gears are idle, and the engine and the motor are connected by utilizing these idle gears.

A feature of the present invention is that at least two engine clutches are connected to the engine, at least two gear clutches are connected to a transmission gear of the transmission, and each of the engine clutches is connected to each of the gear clutches. First
A clutch and a second clutch shaft; and a motor generator connected to the engine, wherein during the traveling of the vehicle, the rotation of the engine is transmitted to the transmission gear through one of the first clutch shaft and the second clutch shaft. In the power transmission system for a vehicle, the motor generator is driven by using a rotation speed of a difference between an input rotation speed of the transmission gear used for traveling and an input rotation speed of the transmission gear other than for traveling. Power generation.

According to the present invention, engine start and high-efficiency power generation can be performed by one motor, and the starter and the alternator can be eliminated. Also, a torque converter is no longer required,
Not only can the cost be reduced, but also fuel efficiency can be significantly improved.

[0012]

1 to 7 show a first embodiment of a vehicle power transmission system according to the present invention. In this embodiment, a motor (motor generator) 2 is connected between a first clutch shaft 4 and a second clutch shaft 5 based on a twin clutch transmission 39 as a vehicle power transmission system. The twin clutch transmission 39 has a clutch 3 connected to the first clutch shaft 4 and a clutch 3 'connected to the second clutch shaft 5. The motor 2 has a starter function for starting the engine, a torque assist function for the engine, and a generator function during regeneration.

In FIG. 1, the output of the engine 1 is input to clutches 3, 3 'by engine coupling gears 24, 25, 26. The odd-numbered shift drive gear 7,
8, 9 on the second clutch shaft 5, the even-numbered drive gear
10, 11, and 12 are provided. The driven gears 13 to 18 are provided on a common output shaft 6. Each shift drive gear has a gear clutch (eg dog clutch) 19, 20, 2
1, 22 are provided, and one of the variable speed drive gears is engaged with the clutch shaft.

Assume that the gear clutch 19 of the first gear 7 is engaged, and the engine output is running at the first speed from the first clutch 3 via the first gear 7 (first speed in FIG. 2). At this time, the second clutch 3 'is released. To upshift to the second gear, the gear clutch 21 is engaged and the second gear 10 is engaged.
Can be connected to the second clutch shaft 5, the clutch 3 'can be engaged and the clutch 3 can be released (first speed → 2 in FIG. 2).
Speed). When upshifting to the third speed or higher, the next gear may be engaged and the clutches 3 and 3 'may be changed. In this way, either of the clutches is always disengaged during traveling, and the gears other than the selected gear are idle.

The motor 2 is of a type in which both the rotor 28 and the stator 27 rotate. The stator 27 is connected to the second clutch shaft 5 and the rotor 28 is connected to the first clutch shaft 4 by bevel gears. I have. Although the reduction gear 29 is built in the motor and is apparently a “low rotation / high torque” motor, the inside is a “high rotation / low torque” motor.

Assuming that the rotation speed of the first clutch shaft 4 is N1 and the rotation speed of the second clutch shaft 5 is N2, the motor rotation speed Nm seen from the outside of the reduction gear is Nm = N1-N2.

The gear ratios of the transmission gears 7 to 12 are G1, G2,
G3, G4, G5, GR, and the gear ratio of the transmission gear coupled to the first clutch shaft 4 is GA, that is, GA = (G1 OR G3 OR G5),
The gear ratio of the transmission gear connected to the second clutch shaft 5 is GB
That is, if GB = (G2 OR G4 OR GR), the motor speed N
m is represented by the following equation. Nm = N1−N2 = GA × No−GB × No = (GA−GB) × No (Formula 1) Here, No is the rotation speed of the output shaft 6.

In the configuration shown in FIG. 1, for example, during traveling at the second speed, the clutch 3 'and the gear clutch 21 are engaged to transmit the driving torque, but the clutch 3 is released.
When the first-speed transmission gear 7 is coupled to the first clutch shaft 4 by the gear clutch 19, Nm = (G1-G2) × No (Equation 2) from the above equation. When the relationship with the engine speed Ne is found, No = N
Since 2 / G2 = Ne / G2, Nm = (G1-G2) × No = {(G1-G2) / G2} × Ne (Equation 3) During the second speed, all odd-numbered gears are used. Since it is idle, the first gear, third gear, and fifth gear can be used to change the motor coupling gear ratio so that the motor speed approaches the desired value.

Similarly, when the vehicle is traveling in the odd-numbered gear, for example, in the third speed, the even-numbered gear is used to change the motor coupling gear ratio. A reverse gear is included in the even-numbered gears, but since the reverse gear has a negative gear ratio, a very large motor coupling gear ratio can be obtained.

The vehicle power transmission system has an inverter for supplying power to the motor 2, and the motor 2 is an induction motor or a synchronous motor. A battery is installed as a power source for the inverter, and supplies electric power when the motor 2 generates driving force as an electric motor, and receives and charges electric power when it operates as a generator. The frequency and current of this inverter are controlled by the drive system controller 43.
Is controlled by The driveline controller 43 also controls the transmission's gear clutches 19, 20, 21, 22 and clutches 3, 3 '.

FIG. 2 shows a processing procedure for optimally controlling the motor speed by the drive system controller 43 during regenerative braking using this transmission.

First, in Step 1, the rotational speed TNm at which the power generation efficiency is maximized is read. Next, in Step 2, the gear position currently used for traveling is determined, in Step 3, an unoccupied opposite gear is determined, a gear ratio is set, and in Step 4, the motor rotation is performed on the assumption that those gears are connected. Calculate the number. Excessive gears are eliminated in Step 5, and the gear that is closest to the target rotational speed is selected in Step 6 from the remaining gears.

When the traveling speed change gear is changed, the gear position on the opposite side is also changed, but when the vehicle speed changes and the vehicle is released from the overspeed condition, the running speed change gear does not change. Will be changed.

FIG. 3 shows the results of trial calculation of the change in the number of revolutions, taking an actual transmission as an example. The motor rotation speed Nmm shown here is the rotation speed inside the reduction gear. In this example, the reduction gear ratio kd is 6.0. This shows how the engine speed Ne and the motor speed Nmm change with respect to the vehicle speed during a coasting from a high speed until the vehicle stops while downshifting at the vehicle speed indicated by the arrow in the figure. It is. The engine speed is indicated by a solid line, and the motor speed in each combination of gears is indicated by a thin broken line. For example, a line indicated as 2-3 indicates a motor rotation speed obtained by engaging the third gear during traveling in the second speed. By selecting the optimal gear from the idle gears, the motor speed can always be maintained within a certain range as shown by the thick broken line.

FIG. 4 is an example showing the output characteristics of a motor (generator). A constant output line indicated by a chain line is the maximum output characteristic of this motor. At a rotational speed of about half or less of the maximum rotational speed, a constant torque characteristic that generates the maximum torque is obtained. As shown by the elliptical contour lines in the figure, the power generation efficiency is 11000 (1 /
It shows the maximum efficiency near min). Therefore, the motor speed Nm
If m can be maintained at 8000 to 14000 (1 / min), power generation efficiency can be kept high. In the example of FIG. 3, the motor rotation speed Nmm
Is maintained at 7000 to 14000 (1 / min), which indicates that high rotation can be maintained especially in a low vehicle speed range.

FIG. 5 shows, for reference, a calculation result in the case where the engine and the motor are coupled at a constant coupling gear ratio of 2.5 without the reduction gear. It can be seen that the motor rotates at a high speed in the high speed range of 90 km / h or more, but the motor speed decreases in the middle and low vehicle speed range, which is frequently used.

Next, the starting torque will be described.
In the configuration shown in FIG. 1, if the engine torque is Te, the motor torque outside the reduction gear is Tm, and the output shaft torque is To, for example, the output torque at the time of first-speed running is represented by the following equation. The first term on the right side is the output torque by the engine,
The term is the assist torque by the motor. Here, you can select the second gear, the fourth gear, and the reverse gear as the GB, but if you select the reverse gear, as shown in Fig. 3, it can be used only in the area of 10 km / h or less, but it is a very large combined gear The ratio is obtained. That is, since the reverse gear ratio is a negative value, (G1-
GB) is a large positive value (6.961 in FIG. 3). Incidentally, in the example of FIG. 3, the value is 1.434 when the second gear is selected, and 2.457 when the fourth gear is selected.

When the maximum value of the output torque at the time of starting using the motor shown in FIG. 4 is estimated, the apparent motor torque Tm is (internal motor torque Tmm) × (reduction gear ratio kd). You. Assuming that the maximum engine torque at startup is 88 (Nm), the maximum motor torque is 18 (Nm), and the reduction gear ratio kd = 6.0, To = G1 × Te + (G1-GB) × Tm = G1 × Te + ( G1−GB) × Tmm × kd = 3.545 × 88 + 6.961 × 18 × 6.0 = 312 + 752 = 1064 (Nm) (Equation 5) The first term is the output torque by the engine, and the second term is the assist torque by the motor. It can be seen that the assist torque has a much larger value.

The engine torque Te before starting the engine is a negative value. The cranking torque is usually several tens of Nm,
Assuming extremely low temperatures, about 150 Nm is required.
In equation (5), if Te = -150 (Nm), To = 220 (Nm)
It is possible to run with an output torque of 220 (Nm) while cranking. If it is not possible to travel with an output torque of 220 (Nm), for example, on a slope, if the engine is started while traveling in a downward direction, the propulsive force due to the gradient can be added to the engine start.

After the engine is started, acceleration assist by the motor can be performed according to (Equation 4). Also in this case, a large assist torque can be obtained by combining the transmission gears with the greatest possible difference in gear ratio until the motor rotation speed reaches the allowable value.

FIG. 6 shows a gear selection algorithm for obtaining an optimum assist torque. First, in Step 1, a gear position currently used for traveling is determined, and in Step 2, a vacant opposite gear is determined to set a gear ratio. In Step 3, the motor speed is calculated assuming that these gears are connected. In Step 4, the gear that over rotates is excluded, and the gear that maximizes the assist torque is selected in Step 5 from the remaining gears.

FIG. 7 shows the acceleration assist torque obtained in the transmission estimated in FIG. 3 by this method. The driving force in the case of assisting acceleration by using the idle gear during traveling at each speed is shown.

The driving force of the engine alone is indicated by a thick solid line. For example, when torque assist is performed by using the second gear during the first speed, the driving force can be increased by about 15% as indicated by 1-2 in the drawing. In particular, at the time of starting, it can be seen that the driving force close to 8000 (N) can be exerted by the assist with the reverse gear, and the driving force equivalent to the first-speed driving force of the AT vehicle indicated by the thick broken line can be obtained for reference. This means that a torque converter is not required.

As described above, according to the method of the present invention, the motor speed during high-speed running can be maintained in a range where the power generation efficiency is good, and the assist torque at the time of starting is larger than the output torque by the engine, and the engine friction is large. It is characterized in that it can generate a large torque enough to run while starting the engine even at extremely low temperatures. In addition, a special transmission for connecting the motor is not required, and a new function can be realized with a minimum increase in cost, so that the economic effect is large.

FIG. 8 shows a second embodiment of the present invention, in which the output of the engine 1 is a two-story twin clutch.
The three output shafts 3, 3 'are coaxially guided into the transmission, and the outer first clutch shaft 4 is connected to an odd-numbered drive gear 7,
8 and 9 are provided with even-numbered transmission drive gears 10, 11, and 12 on the inner second clutch shaft 5. The driven gears 13 to 18 are provided on a common output shaft 6. Each transmission drive gear has a gear clutch (eg dog clutch)
9, 20, 21 and 22 are provided, and any one of the shift drive gears is engaged with the clutch shaft.

In this embodiment, the stator 2 of the motor 2
7 and the rotor 28 are directly connected to the outer first clutch shaft 4 and the inner second clutch shaft 5. By doing so, the engine coupling gears 24, 25, 26 in the first embodiment
And no bevel gear is required. Although the connection between the rotor and the stator of the motor is opposite to that in FIG. 1, there is no problem if the control is performed in consideration of the direction of the motor torque and the rotation speed.

A third embodiment of the present invention will be described with reference to FIG. FIG. 9A shows the configuration of the motor coupling unit in the first embodiment shown in FIG. 1. However, since both the stator and the rotor of the motor rotate, a slip ring 30 for supplying power is required.

FIG. 9 (b) shows a method of fixing the stator of the motor. The two input shafts of the differential 31 are connected to the first clutch shaft 4 and the second clutch shaft 5, and the carrier of the differential 31 is connected to the rotor of the motor. The motor stator is fixed to the transmission case. In this way, the first
Since the rotation difference between the clutch shaft 4 and the second clutch shaft 5 is transmitted to the motor, the motor rotation speed becomes N1-N2, which shows exactly the same characteristics as FIG. 9 (a). The direction of the bevel gear connected to the second clutch shaft 5 is opposite to that in FIG. According to this method, since the stator of the motor does not rotate, a slip ring is not required, and a problem such as poor contact does not occur, thereby improving reliability.

FIG. 10 shows a fourth embodiment of the present invention.
FIG. 9 (b) does not require a slip ring, but uses many bevel gears, and the bevel gears are complex, expensive, and inefficient. Also, since the rotation axis is arranged in the vertical and horizontal directions,
The workability of the transmission case is not good either.

Therefore, a feature of this embodiment is that the planetary gear 32 is used instead of the differential gear 31. The coupling gear 33 of the first clutch shaft 4 meshes with teeth cut on the outer periphery of the ring gear of the planetary gear 32. The coupling gear ratio during this time is kr. The sun gear of the planetary gear 32 is connected to the second clutch shaft 5 by a coupling gear train 34. The coupling gear train 34 includes an idler gear, and the sun gear rotates in the same direction as the second clutch shaft 5. The coupling gear ratio of the coupling gear train 34 is ks. The carrier of the planetary gear 32 is connected by a coupling gear 35 to the rotor 28 of the motor. The coupling gear ratio during this time is kc. The motor stator 27 is fixed to the transmission case, and the power supply line is directly connected to the stator coil.

A general relational expression of a planetary gear is represented by (Equation 6). Nc = NsZs / (Zs + Zr) + NrZr / (Zs + Zr) (Equation 6) where Nc: carrier rotation speed, Ns: sun gear rotation speed, Nr: ring gear rotation speed, Zs: sun gear tooth number , Zr: number of ring gear teeth.

When the coupling gear ratio connecting the ring gear and the first clutch shaft 4 is set to kr = 1, Nr = -N1 (Formula 7) The coupling gear ratio connected to the sun gear and the second clutch shaft 5 is ks
= Zr / Zs, since the rotation direction is the same, Ns = (Zr / Zs) N2 ... (Equation 8) The coupling gear ratio connecting the carrier and the motor is kc = (Zs + Zr) / Zr
Is set to Nc =-{Zr / (Zs + Zr)} Nm (Equation 9) When (Equation 7) to (Equation 9) are substituted into (Equation 6), Nm = N1-N2 (Equation 9) 10) This is exactly the same relational expression as the case of FIG. 1 and means that the same operation is performed.

In an actual configuration, the reduction gear can be omitted if the coupling gear ratio connecting the carrier and the motor is set to kc × kd.

That is, according to the fourth embodiment, the directions of the respective shafts can be unified without using an inefficient bevel gear and no reduction gear, and the same operation as that of the first embodiment can be realized. Therefore, a practical configuration with good efficiency and workability can be provided.

FIG. 11 is a block diagram of the fifth embodiment of the present invention.
Shown in The configuration of the transmission is the same as that of FIG. 8, but the connection method of the motor is different. A ring gear coupling gear 33 is provided on the first clutch shaft 4 and meshes with the ring gear of the planetary gear 32. The second clutch shaft 5 is provided with a sun gear coupling gear 34, which is connected to the sun gear of the planetary gear 32 via an idler. The motor is connected to the carrier of the planetary gear 32 by a carrier coupling gear 35. Therefore, the operation is exactly the same as that of FIG. 10, and FIG. 8 shows the same characteristics. However, in the case of FIG. 8, since the motor is installed in the transmission and between the odd-numbered gear train and the even-numbered gear train, the size of the transmission becomes large and the cooling of the motor becomes difficult. In FIG. 11, since only two or three coupling gears are inserted between the two gear trains, the transmission can be realized without increasing the shaft length of the transmission. Since the motor is installed so as to be held beside the transmission, it is suitable for FF vehicles.

Next, FIG. 12 shows a configuration diagram of the sixth embodiment. While the first to fifth embodiments have various methods relating to the method of coupling the motors, the sixth embodiment relates to a transmission gear arrangement of a transmission.

When the odd-numbered transmission gears 7, 8, 9 and the even-numbered transmission gears 10, 11, 12 are alternately arranged, the driven gears on the output shaft side of each transmission gear are arranged in order from the first speed. In other words, the driven gears are arranged with a narrow gap, but the drive-side gears are arranged alternately, so the gap is widened, and a gear clutch can be installed between them, thereby shortening the overall length of the transmission. The gears 33, 34, 35 connected to the motor are arranged at the ends of the transmission gear train. In this way, the motor can be installed on the transmission gear train, and in particular, the first clutch shaft 4 and the second
By arranging the clutch shaft 5 in a V-shape with respect to the output shaft 6 and installing a motor in the valley, the transmission can be laid out compactly.

FIG. 13 shows a seventh embodiment of the present invention.
The final gear 36 meshes with one of the driven gears on the output shaft, and in the example of FIG. 13, meshes with the driven gear of the third speed gear. Further, the driven gear of the third speed gear is provided with a gear clutch 37 so as to be able to connect / disengage with the output shaft 6. Since FIG. 13 is complicated and difficult to understand, it will be described with reference to the principle configuration diagram of FIG.
In FIG. 13, the motor is connected by a planetary gear,
In principle, the same operation is performed even if the motor is directly connected to both clutch shafts as shown in FIG. The difference from the case of FIG. 1 is that a gear clutch 37 is provided on the third-speed driven gear and meshed with the final gear 36.

When the engine is started without running, the gear clutch 37 is released and the first clutch
7, the reverse gear 12 is fastened to each clutch shaft by a gear clutch 22. When the motor 2 is turned while the clutch 3 is released and the clutch 3 'is engaged, the torque applied to the engine is expressed by the following equation. Te = Tm + T2 = Tm + To / Gr = Tm + T1 × G1 / Gr = Tm−Tm × G1 / Gr = (1-G1 / Gr) Tm (Equation 11) Here, the characteristics are shown in FIG. Estimating the transmission shown above as an example, G1
= 3.545, Gr = -3.416, motor torque maximum value 18 (Nm), reduction gear ratio 6.0, so Te = 220 (Nm) is obtained. This means that the motor and the engine are connected by 12 times gears.

When the engine starts, the gear clutch 22 of the reverse gear 12 is released, and the gear clutch of the third speed driven gear is released.
If you conclude 37, you are ready to start. When the transmission torque of the motor 2 (generator in this case) is increased, the engine torque is transmitted to the output shaft via the first gear to start.

According to the method of the present embodiment, there is no need to start the engine while running, so that, for example, at extremely low temperatures,
The engine cannot be started up on a slope with the output of (Equation 5), and the engine can be started with a sufficient torque even when there is no room to run later.

FIG. 15 shows an eighth embodiment of the present invention.
A transmission 39 is connected to the engine 1 of the motor vehicle 38, and the transmission 39 is configured by the method of the present invention described in the first to sixth embodiments. The output shaft 6 of the transmission is connected to the tires via differential gears including the final gear 36.
Drive 40. There is an inverter 41 for supplying power to the motor 2 built in the transmission 39, in which case the motor 2 is an induction motor or a synchronous motor. A battery 42 is provided as a power supply for the inverter 41. The battery 42 supplies electric power when the motor 2 generates a driving force as an electric motor, and receives and charges the electric power when it operates as a generator. The frequency and current of the inverter 41 are controlled by the drive system controller 43. The drive system controller 43 also includes a transmission gear clutch 19, 20, 21, 22 and a clutch.
Also control 3,3 '. The automobile 38 also has an engine controller for controlling the engine 1 in accordance with an operation of an accelerator pedal or the like.

FIG. 16 is a time chart showing the control operation by the drive system controller 43 from the start of the vehicle in FIG. 15 until it stops. When the accelerator pedal starts to be depressed at time t1, the motor generates torque Tm, and the vehicle starts running. At this time, the odd gear train GA of the transmission 39 has the gear clutch 19 of the first speed gear 7 engaged and the even gear train GB
, The gear clutch 22 of the R speed gear 12 is engaged. Therefore, it is the 1st speed R speed assist state, and
Start with a large torque as shown in 5). GA,
The broken line GB indicates the assist side.

At this time, since the first clutch Clt1 is engaged and the engine 1 is rotated by the motor 2 having the function of a starter, when the engine is ignited at time t2, the engine starts. That is, the engine torque Te changes from negative to positive. The engine speed Ne increases with the vehicle speed. On the other hand, the motor rotation speed Nm increases by (G1 + GR) No according to (Equation 2).
The motor torque Tm decreases at time t2 in accordance with the start of the engine.

When the odd-numbered gear train GA is switched to the second speed at time t3, the first-speed traveling second-speed assist state is established. Motor rotation speed Nm
(G1-G2) Reduce to No. The change in the motor torque Tm depends on the control method.For example, in order to make the driving force proportional to the accelerator opening TVO, it is necessary to keep the engine torque almost constant and to control the driving force by adjusting the motor assist torque. It is effective in the point. In that case, accelerator opening TV
The change in the gear ratio is combined with the change in O to increase the level while generating a step.

At time t4, in order to shift up the running gear from the first gear to the second gear, the motor torque Tm is only changed during the gear shift period.
(-Te). Since the first clutch Clt1 is switched to the second clutch Clt2 and the assist gear is switched to the third speed, the second speed traveling third speed assist state is established. Motor rotation speed Nm
(G3-G2) It becomes negative because it becomes No. The motor torque Tm also becomes negative with the reversal of the rotation direction. Accelerator opening TV at time t5
Since O becomes constant, the motor torque Tm also becomes constant.

At time t6, the traveling gear is shifted up from the second gear to the third gear, and the assist gear is switched to the fourth gear. Motor speed Nm
Becomes (G3-G4) No and becomes positive again, and the motor torque T
m also becomes positive.

Similarly, at time t7, the traveling gear is shifted up from third gear to fourth gear, and the assist gear is switched to fifth gear.
m and the motor torque Tm become negative.

At time t8, the running gear is shifted up to the fifth speed, but the assist gear must be shifted to the fourth speed.
The vehicle enters the 4-speed assist mode. The motor speed Nm is negative because it is not different from the 4-speed running 5-speed assist state. The motor torque Tm also remains negative.

When the accelerator pedal is released at time t9 to reduce the accelerator opening TVO to zero, a so-called coasting state is established, and a fuel cut is performed to improve fuel efficiency. Since the engine is idling, the engine torque Te becomes slightly negative. At this time, if regenerative braking is performed to obtain a comfortable braking feeling, kinetic energy is stored in the battery, which further helps to improve fuel efficiency. At this time, the motor torque Tm generates a torque in the opposite direction to the acceleration assist state before t9, so that the torque is positive between t9 and t10.

At time t10, the traveling gear is shifted down to the fourth speed, and the assist gear is switched to the third speed, so that the fourth speed traveling third speed regeneration state is achieved. Be positive in the same direction. At this time, the motor torque Tm is negative because it is the braking torque.

Similarly, at time t11, when the traveling gear is shifted down to the third speed and the assist gear is switched to the second speed, the motor speed Nm becomes negative and the motor torque Tm becomes positive.

At time t12, when the traveling gear is shifted down to the second speed and the assist gear is switched to the first speed, the directions of the motor speed Nm and the motor torque Tm are reversed again.

At time t13, the driving gear is shifted down to the first speed, but the assist gear is kept at the second speed, so that the direction of the motor speed Nm remains positive and the braking torque is reduced. Therefore, the direction of the motor torque Tm remains negative.

When the assist gear is switched to the R speed at time t14, the motor rotation speed Nm increases, but the direction does not change. Therefore, the motor torque Tm decreases but the direction remains negative. At this time, since the vehicle speed Vsp and the engine speed Ne are both low, the engine stops and the first clutch Clt
1 is released.

When the vehicle speed becomes substantially zero at time t15, the vehicle is stopped. The first clutch Clt1 is engaged for the next start.

According to the method of the present embodiment, when the accelerator pedal is depressed from the idle stop state, the engine 1 is cranked while starting with the torque of the motor 2, and after the engine is started, acceleration assist is performed as shown in FIG. To run. When you release the accelerator pedal from high-speed driving, it will be in power generation mode,
While switching idle gears other than those for running, the vehicle runs while maintaining a high power generation efficiency. That is, unnecessary idling is eliminated, the peak load of the engine is suppressed by motor assist during acceleration, and kinetic energy is regenerated to the battery by regenerative braking during deceleration.
Fuel efficiency can be greatly improved.

FIG. 17 shows a ninth embodiment of the present invention. 12 differs from the configuration of FIG. 12 in that pulleys 50 and 50 ′ are provided on the motor shaft, and a compressor 54 for an air conditioner is connected via a belt 51, an air conditioner clutch 52, and a rotation direction converter 53.

There are two control methods in this embodiment. One is the operation of the compressor 54 during running. The motor rotation speed is represented by (Equation 1), and the characteristic with respect to the vehicle speed is shown in FIG. 3, so that the rotation speed range can always be limited. For example, the reduction ratio of the pulleys 50 and 50 'in FIG.
3 and the motor speed range in Fig. 3 is 5000-15000 (1 / mi
n), compressor 54 is 1250-3750 (1 / mi
It will rotate in n). That is, the rotation speed range can be narrowed as compared with the case where the engine is directly connected to the engine. Restricting the range of the number of revolutions of the compressor can make the compressor more efficient, which helps to improve fuel efficiency.

In this case, the motor rotation speed is limited to a certain range as shown in FIG. 3, but the rotation direction is reversed at any time by a combination of assist gears. Therefore, the rotation direction converter shown in FIG.
Use 53.

The input shaft 55 is connected to the clutch 52,
Enter the rotation from 50 '. The input shaft 55 is provided with a drive wheel 56 of a first one-way clutch, and this rotation is transmitted to a driven drum 57 via a eyepiece 58. Since the driven drum 57 is connected to the compressor 54 through the output shaft 59, only one-way rotation of the input shaft 55 is transmitted to the compressor 54.

On the other hand, an input coupling gear 60 is provided on the input shaft 55, and a drive wheel 62 of a second one-way clutch is provided on a reversing gear 61 meshing with the input coupling gear 60. Is transmitted to the driven drum 63 via the The rotation of the driven drum 63 is controlled by the output coupling gear 65
The power is transmitted to the idler 66 to rotate the output coupling gear 67 provided on the output shaft 59. The second one-way clutch is the same as the first one-way clutch. The input shaft of the second one-way clutch is reversely coupled to the input shaft of the first one-way clutch, and the output shaft of the second one-way clutch is connected to the first one-way clutch.
Because it is connected to the output shaft of the one-way clutch in the forward direction,
When the input shaft 55 rotates in the reverse direction and torque is not transmitted to the first one-way clutch, torque is transmitted to the second one-way clutch, and the compressor 54 is rotated through the output shaft 59.

As described above, the rotation direction converter 53 has the input shaft 55
No matter in which direction, the output shaft 59 is always rotated in the same direction, so that the compressor 54 can be driven at any time regardless of the direction of motor rotation. Note that the input coupling gear 60 and the reversing gear 61 have the same diameter, and the output coupling gears 65 and 67 also have the same diameter, so that the transmission torque is the same even if the rotation direction changes.

The second control method is that the vehicle is stopped. In recent years, so-called idling stop control, which stops the engine even during suspension to improve fuel efficiency, has been started.However, in the case of conventional cars, the air conditioner also stops at this time, so it is practically idling stop operation during intense heat season Was unable to do so. Therefore, during a short stop such as waiting for a traffic light, using the energy of the battery stored during traveling,
Let the motor run the compressor.

In FIG. 17, if the clutches 3, 3 'or the gear clutches 19, 20, 21, 22 are released while the vehicle is stopped, even if the motor is turned, no driving force is generated on the output shaft 6, and the compressor 54 Only one can be driven.

As described above, according to the method of the present embodiment, the compressor for the air conditioner is efficiently operated at the limited number of revolutions to improve the fuel efficiency, and even if the air conditioner is temporarily stopped, the air conditioner can be stopped without stopping the air conditioner. This has the effect of providing an environment.

FIG. 19 shows a tenth embodiment of the present invention. 13 differs from the configuration in FIG. 13 in that pulleys 50 and 50 ′ are provided on the motor shaft, and a compressor 54 for an air conditioner is connected via a belt 51, an air conditioner clutch 52, and a rotation direction converter 53. In this embodiment, the same operation as in the ninth embodiment is performed, and the same effect is obtained.

[0078]

According to the method of the present invention, it is possible to realize a motor generator system that satisfies all of the following three conditions without requiring a special motor-dedicated transmission for coupling the engine and the motor. (1) To secure cranking torque when starting the engine, increase the gear ratio between the motor and the engine. (2) In order to obtain a starting drive force comparable to that of a torque converter at the time of starting acceleration, the coupling gear ratio between the motor and the engine is increased. (3) Maintain the motor in the high-efficiency range during high-speed driving,
Further, in order to prevent the motor from over-rotating, when the engine is rotating at high speed, the coupling gear ratio between the motor and the engine is reduced.

As a result, the following effects can be obtained. (1) One motor can start the engine and generate high efficiency power,
The starter and alternator can be eliminated. (2) The need for a torque converter is eliminated, which not only reduces costs but also significantly improves fuel efficiency.

[Brief description of the drawings]

FIG. 1 is a transmission configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a flowchart illustrating an optimal control method of a motor speed according to the first embodiment of the present invention.

FIG. 3 is a rotation speed characteristic diagram showing an operation example of a motor rotation speed in the method of the present invention.

FIG. 4 is a characteristic diagram showing an example of a motor characteristic used in the present invention.

FIG. 5 is a rotation speed characteristic diagram showing an operation example of a motor rotation speed in a conventional method.

FIG. 6 is a flowchart illustrating a gear selection algorithm for obtaining an optimal assist torque according to the first embodiment of the present invention.

FIG. 7 is a driving force characteristic diagram showing an example of the effect of torque assist control by a motor in the method of the present invention.

FIG. 8 is a transmission configuration diagram showing a second embodiment of the present invention.

FIG. 9 is a transmission configuration diagram showing a third embodiment of the present invention.

FIG. 10 is a transmission configuration diagram showing a fourth embodiment of the present invention.

FIG. 11 is a transmission configuration diagram showing a fifth embodiment of the present invention.

FIG. 12 is a transmission configuration diagram showing a sixth embodiment of the present invention.

FIG. 13 is a transmission configuration diagram showing a seventh embodiment of the present invention.

FIG. 14 is an explanatory diagram showing a principle configuration of a transmission according to a seventh embodiment of the present invention.

FIG. 15 is a configuration diagram of an automobile showing an eighth embodiment of the present invention.

FIG. 16 is a time chart showing a series of operations according to the eighth embodiment of the present invention.

FIG. 17 is a transmission configuration diagram showing a ninth embodiment of the present invention.

FIG. 18 is a configuration diagram illustrating an example of a rotation direction converter used in a ninth embodiment of the present invention.

FIG. 19 is a transmission configuration diagram showing a tenth embodiment of the present invention.

[Explanation of symbols]

1: Engine 2: Motor 3: First clutch 3 ': Second
Clutch 4: First clutch shaft 5: Second clutch shaft
6: output shaft 7: 1st gear 8: 3rd gear 9: 5th gear
10: Second gear 11: Fourth gear 12: Reverse gear 13-18:
Variable speed driven gears 19-22: Gear clutches 24-26:
Engine coupling gear 27: Motor stator 28: Motor rotor 29: Reduction gear 30: Slip ring 31:
Differential gear 32: Planetary gear 33: Ring gear coupling gear 34: Sun gear coupling gear 35: Carrier coupling gear 36: Final gear
37: Output gear clutch 38: Car 39: Transmission 4
0: Tire 41: Motor controller 42: Battery.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (reference) B60K 41/00 301 B60K 41/00 301D 41/28 41/28 9/00 EFterm (reference) 3D039 AA02 AA03 AA04 AB27 AC03 AC04 AC37 AC39 AC70 AC77 AD04 AD23 3D041 AA09 AA11 AB01 AC01 AC06 AC14 AD02 AD31 AD51 AE31 5H115 PA12 PC06 PG04 PI16 PI24 PI29 PO02 PO06 PO17 PU09 PU10 PU22 PU23 PU25 PV09 QE01 QE03 Q04 QE03 QE03 QE03 QE04 Q10 SE08 TE02 TO21 TO30 UI13

Claims (14)

[Claims] At least two engine clutches connected to an engine, at least two gear clutches connected to a transmission gear of a transmission, and a first clutch connecting each of the engine clutches and each of the gear clutches. A shaft and a second clutch shaft, and a motor generator connected to the engine, and wherein, while the vehicle is running, the rotation of the engine is transmitted to the transmission gear via either the first clutch shaft or the second clutch shaft. In the vehicle power transmission system for transmitting power, the motor generator is driven by using a rotation speed of a difference between an input rotation speed of the transmission gear used for traveling and an input rotation speed of the transmission gear other than for traveling. A power transmission system for a vehicle. 2. The transmission according to claim 1, wherein when the regenerative braking of the vehicle is performed by the motor generator, the speed difference of each of the transmissions is set so that the rotational speed of the difference falls within a high-efficiency rotational speed range of the motor generator. A power transmission system for a vehicle, wherein a transmission gear other than the traveling gear is switched. 3. The transmission according to claim 1, wherein when the driving force of the vehicle is assisted by the motor generator, the speed of the transmission is changed so that a maximum torque is obtained within a range not more than an upper limit of the rotation speed of the motor generator. A power transmission system for a vehicle, wherein a transmission gear other than the traveling gear is switched for each gear. 4. The motor generator according to claim 1, wherein the first clutch shaft and the second clutch shaft are coaxial twin clutch transmissions, and the two coaxial clutch shafts are provided with the motor generator. A power transmission system for a vehicle, wherein a stator and a rotor are directly connected to each other. 5. A differential gear according to claim 1, wherein a difference between an input rotation speed of a transmission gear used for traveling and an input rotation speed of a transmission gear other than for traveling is determined using a differential device. A power transmission system for a vehicle, wherein the power transmission system is taken out and connected to the motor generator having a fixed stator. 6. An input rotation speed of a transmission gear used for the traveling and an input rotation speed of a transmission gear other than the traveling gear, using a planetary gear and a coupling gear, according to any one of claims 1 to 3. A power transmission system for a vehicle, wherein a difference is taken out and connected to the motor generator having a fixed stator. 7. A connection gear ratio between the ring gear and the first clutch shaft is set to kr = 1, and a connection gear ratio between the planetary gear and the connection gear is set to a relationship expressed by the following equation (7). A power transmission system for a vehicle. Nr = -N1 (Equation 7) 8. The coupling gear ratio of the planetary gear and the coupling gear according to claim 8 wherein the ratio of the coupling gear connected to the sun gear and the second clutch shaft 5 is set to ks = Zr / Zs. A vehicle power transmission system characterized in that: Ns = (Zr / Zs) N2 (Equation 8) 9. A coupling gear ratio for connecting a carrier and a motor is set to kc = (Zs + Zr) / Zr, and a coupling gear ratio between the planetary gear and the coupling gear is defined by the relationship of Expression 9. A power transmission system for a vehicle. Nc =-{Zr / (Zs + Zr)} Nm (Equation 9) 10. The vehicle power according to claim 6, wherein the planetary gear and the coupling gear are installed at the end of the transmission gear train, and the motor generator is arranged beside the transmission gear train. Transmission system. 11. The method according to claim 1, wherein
The transmission driven gears of the output shaft are configured such that odd-numbered and even-numbered transmission gears are alternately arranged, and transmission drive gears are arranged alternately, and a gear clutch is arranged between the transmission drive gears and the planetary gears. A power transmission system for a vehicle, wherein the motor generator is arranged beside the transmission gear train. 12. The method according to claim 1, wherein
A vehicle wherein the transmission is a coaxial twin-clutch transmission, and a difference between two clutch shaft rotation speeds is taken out using a planetary gear and a coupling gear, and connected to the motor generator having a fixed stator. Power transmission system. 13. The method according to claim 1, wherein
A power transmission system for a vehicle, wherein a transmission output is taken out to a final gear through one of driven gears arranged on an output shaft, and a gear clutch is provided between the driven gear and the output shaft. 14. An automobile equipped with the vehicle power transmission system according to any one of claims 1 to 13, further comprising a motor generator with a built-in transmission, a motor control device for controlling the motor generator with a built-in transmission, and a battery. Starting the engine with a motor generator, assisting the engine torque with the torque of the motor generator when the vehicle starts and accelerates, and operates the motor generator as a generator during deceleration to regenerate the kinetic energy of the vehicle body to the battery. And a car.