JP2010241390A - Driving device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid car driving device for starting an engine in motor traveling. <P>SOLUTION: This driving device includes: a motor 5; a planetary gear mechanism 90 to whose first shaft the motor 5 is mechanically connected, and to whose second shaft an input shaft 22 is mechanically connected; a first clutch 71 for controlling the transmission of a rotational power between the engine shaft 21 and the input shaft 22; a second clutch 72 for controlling the transmission of the rotational power between the engine shaft 21 and a third shaft of the planetary gear mechanism 90; a third clutch 73 for controlling the operation of the third shaft of the planetary gear mechanism 90; and a counter shaft 23 installed between the engine shaft 21 and the third shaft of the planetary gear mechanism 90. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a drive device for a hybrid vehicle.

  In a hybrid vehicle (hereinafter referred to as “HEV”) that travels with a motor and an engine as a driving source of the vehicle, a drive device, an automatic transmission, and a motor that are equipped with a plurality of motors for the purpose of improving fuel efficiency. Several types of drive devices have been proposed, such as a drive device that combines a motor and a drive device that combines a continuously variable transmission and a motor. For example, Patent Document 1 proposes a drive device using a meshing gear. This drive device has good power transmission efficiency and high expectations for improvement in fuel consumption.

International Publication No. 01/069711 Pamphlet

  HEV is capable of running a vehicle using only a motor, can obtain a large acceleration by combining the driving force of the engine and the motor, and uses the kinetic energy of the vehicle that has been discarded in the conventional vehicle using the engine as a drive source as a battery. It can be stored in That is, HEV is a system that can improve fuel efficiency and power performance by combining these features.

  In an HEV equipped with vehicle driving with only a motor as one of the operation modes, it is necessary to start the engine after vehicle driving with only the motor. This is because the capacity of a battery mounted on the vehicle as a power source for driving the motor is small, and the vehicle cannot travel over a long distance using only the motor. For this reason, it is necessary to start the engine while the vehicle is traveling.

  As one means for starting the engine during traveling of the vehicle, a starter (engine auxiliary machine) conventionally attached to the engine can be considered as an engine starting device. However, considering the frequent start of the engine, the current starter has limited durability.

  As another means, it is conceivable to mount a plurality of motors and use the motors differently for vehicle travel and engine start. However, as the number of motors increases, the price of the driving device rises, and it becomes difficult to realize the vehicle price reduction required for the spread of HEV.

  Further, as another means, it is conceivable that the vehicle running motor has an engine start function. In this case, it is necessary to provide a path for transmitting the rotational power of the motor to the wheel side and a path for transmitting it to the engine side. Moreover, since it is necessary to cut off the mechanical connection between the motor and the engine when the vehicle is driven by the motor, it is possible to adopt a simple configuration in which the motor is connected to the power transmission path from the engine to the wheels by a gear. Can not. In addition, it is necessary to mechanically connect the rotating motor to the stopped engine and transmit the rotational power of the motor to the engine. For this reason, a power transmission path between the motor and the engine needs to be provided with a power transmission mechanism capable of transmitting the rotational power of the motor to the engine side while absorbing the rotational difference between the two. As the power transmission mechanism, for example, a friction clutch capable of transmitting the rotational power of the motor to the engine side while absorbing the rotational difference between the motor and the engine using slipping is conceivable. However, in the friction clutch, about half of the starting energy becomes heat loss, so that the energy efficiency is poor and the energy stored in the battery is wasted. Further, it is necessary to use a friction clutch having a large heat capacity, which is disadvantageous in terms of cost. Moreover, the friction clutch has its limits when considering the frequent start of the engine and continuous use.

  In view of the above, recently, it has been desired to realize a drive device that can start the engine while the vehicle is driven by a motor and is more suitable for HEV than the conventional one.

  One of the representative aspects of the present invention provides a drive device suitable for a hybrid vehicle that can start an engine even when the vehicle is driven by a motor.

  In realizing this, it is preferable that the vehicle running motor also has an engine starting function. Moreover, in the realization, it is preferable that the energy efficiency is good and the energy stored in the battery can be effectively consumed. Furthermore, in realizing this, it is preferable that the engine is provided with a resistance to frequent start of the engine and continuous use. Furthermore, it is preferable that this can be realized at a low price and contribute to the spread of hybrid vehicles.

  Here, one of the representative aspects of the present invention is a vehicle traveling rotational power output motor that outputs rotational power for engine starting, and a motor side that is connected to the motor and that is in a rotating state when traveling by the motor. A power split mechanism that mechanically connects the engine in a stopped state and splits a power transmission path that transmits the rotational power of the motor into a power transmission path that reaches the engine and a power transmission path that reaches the wheels The power transmission path between the engine and the wheels is provided.

  According to one of the representative aspects of the present invention, since the above feature is provided, the rotational power of the motor can be divided and supplied to the engine when the vehicle is driven by the motor.

  The power split mechanism includes a planetary gear mechanism that can absorb the difference between the rotational speed of the motor and the rotational speed of the engine, and power for transmitting and shutting off the rotational power output from the planetary gear mechanism. The transmission mechanism and a control mechanism for opening (rotating) or fixing (stopping rotation) one rotation shaft of the planetary gear mechanism.

  The power split mechanism also includes a power transmission path for circulating the rotational power transmitted to the engine so as to reduce torque pulsation and rotational speed pulsation that occur when the engine is started.

  According to one of the typical present invention, as described above, when the vehicle is driven by the motor, the rotational power of the motor can be divided and supplied to the engine. While running, the engine can be easily started using the rotational power of the motor. Therefore, according to one of the representative aspects of the present invention, it is possible to realize a drive device suitable for a hybrid vehicle that can start an engine even when the vehicle is driven by a motor.

BRIEF DESCRIPTION OF THE DRAWINGS The structure schematic which shows schematic structure of the drive system of the hybrid vehicle which is 1st Example of this invention. The block diagram which shows the structure of the electric drive device mounted in the hybrid vehicle of FIG. FIG. 3 is an operation state diagram showing an operation of the electric drive device of FIG. 2, and a power transmission path (rotational power flow) and a clutch when the engine is started (see (b)) from when the engine is stopped (see (a)). The operating state of is shown. FIG. 3 is an operation state diagram showing the operation of the electric drive device of FIG. 2, starting from the start using only the motor (see (a)) to starting the engine during the travel using only the motor (EV travel) (see (b)). Shows the power transmission path (rotational power flow) and the operating state of the clutch. FIG. 3 is an operation state diagram showing the operation of the electric drive device of FIG. 2, and power from low speed running (low speed EV running) using only a motor (see (a)) to engine start (see (b)) in that state. The transmission path (rotational power flow) and the operating state of the clutch are shown. FIG. 3 is an operation state diagram illustrating the operation of the electric drive device of FIG. 2 when each hybrid function is implemented (acceleration assist (see (a)), regeneration (see (b)), and power generation (see (c)). The power transmission path (rotational power flow) and the operating state of the clutch during traveling using only the motor (EV traveling) (see (d)) with engine rotation are shown. The timing chart which shows operation | movement of the hybrid vehicle of FIG. The flowchart which shows the control action of each clutch provided in the electric drive device of FIG. The block diagram which shows the structure of the electric drive device of the hybrid vehicle which is 2nd Example of this invention. The block diagram which shows the structure of the electric drive device of the hybrid vehicle which is 3rd Example of this invention. The block diagram which shows the structure of the electric drive device of the hybrid vehicle which is 4th Example of this invention.

  Examples of the present invention will be described.

  In the embodiments described below, the present invention is applied to an electric vehicle drive device of an electric vehicle, particularly a small hybrid electric vehicle (ordinary vehicle) provided with an engine and a motor as an internal combustion engine as a drive source of the vehicle. Will be described as an example.

  The configuration of the embodiment described below is another electric vehicle that uses an engine and a motor as a drive source or a power source of the vehicle, for example, a large vehicle such as a railway vehicle, a bus (passenger vehicle), and a truck (lorry vehicle). It can also be applied to hybrid vehicles such as special-purpose vehicles such as emergency vehicles and special vehicles such as construction machinery. Moreover, the structure of the Example described below is applicable also to industrial equipment and an industrial system which are provided with an engine and a motor and control a driving force. In particular, the present invention is preferably applied to industrial equipment and systems that require engine startup during motor operation.

  The specific configuration of the embodiment will be described below with reference to the drawings.

  A first embodiment of the present invention will be described with reference to FIGS.

(Schematic configuration of hybrid vehicle drive system)
First, a schematic configuration of a drive system of a hybrid vehicle will be described with reference to FIG.

  An engine room is provided at the front of the vehicle. An engine 1 is mounted in the engine room. A transmission 2 is connected to the engine 1. The output shaft 3 of the transmission 2 is mechanically connected to drive wheels (rear wheels) 4 via a differential gear (not shown). Rotational power output from the transmission 2 is transmitted from the output shaft 3 to the differential gear, distributed to the left and right in the differential gear, and then transmitted to the left and right drive wheels 4. As a result, the left and right drive wheels 4 are driven, and the vehicle travels in a direction (front and rear) according to the rotation direction of the drive wheels 4.

  In the present embodiment, an FR drive type vehicle in which the engine 1 is disposed on the front side of the vehicle and the rear wheels are driven will be described as an example. However, the engine 1 is disposed on the front side of the vehicle and the front wheels are driven. The FF drive type vehicle in which the engine is driven, the engine 1 is arranged on the rear side of the vehicle, the RR drive type vehicle in which the rear wheels are driven, the engine 1 is arranged on the rear side of the vehicle, and the RF in which the front wheels are driven It may be a vehicle of another driving system such as a driving vehicle or a four-wheel driving vehicle in which all four wheels are driven.

  A hybrid drive device (electric vehicle drive device) 50 is connected to the input side, which is the front stage of the transmission 2 (upstream side of the transmission 2 when viewed from the flow of rotational power).

  The hybrid drive device 50 has a built-in motor 5.

  The motor 5 is a rotating electric machine (permanent magnet field) having an armature (stator) having armature windings and a field (rotor) arranged to face the armature through a gap and having permanent magnets. A magnetic three-phase AC synchronous machine), which functions as a motor during powering to act in the direction of accelerating the rotating shaft and as a generator during power generation (during regeneration) to act in the direction of decelerating the rotating shaft. For this reason, in the description of the present embodiment, the motor 5 may be referred to as a motor generator. As the motor 5, another AC electric motor such as a wound field type three-phase AC synchronous machine or a three-phase AC induction machine having a magnetic field by winding excitation instead of a permanent magnet type field may be used. Alternatively, a DC motor may be used.

  In the present embodiment, an electric motor capable of generating electricity is used as the motor 5. However, when the generator is separately mounted on the vehicle, an electric motor having only motoring may be used. The motor 5 converts primary energy different from electric energy into mechanical energy (secondary energy) such as a hydraulic motor that operates by a combination with a pump or a turbine that operates by a pressure source such as air pressure or hydraulic pressure. It is also possible to use a motor that outputs the output.

  The drive of the motor 5 is controlled by a motor control device 7.

  The motor control device 7 is a DC / AC power converter called an inverter device that converts DC power into AC power by switching operations of six switching semiconductor elements. The motor control device 7 is electrically connected to the armature winding of the motor 5 and the motor control device 7 is connected to the DC side of the motor 6 and a battery 6 serving as a driving power source for the motor 5. An IGBT (insulated gate bipolar transistor) is used as the switching semiconductor element. A MOSFET (metal oxide semiconductor field effect transistor) may be used as the switching semiconductor element.

  The battery 6 is a high-voltage power storage device using a lithium ion battery or a nickel metal hydride battery and having a nominal output voltage of 200 volts or more.

  A battery (not shown) having a voltage lower than that of the battery 6 is electrically connected to the battery 6. The low-voltage battery is a lead battery having a nominal output voltage of 12 volts or 24 volts, which is an operation power source for in-vehicle auxiliary equipment such as lights and audio, and an electronic control device, and is electrically connected to the battery 6 via a DCDC converter (not shown). Connected. The DCDC converter is a power conversion device for converting DC power into DC power that is stepped up and down to a predetermined voltage.

  When the motor 5 is caused to function as a motor, the motor control device 7 converts the DC power supplied from the battery 6 into three-phase AC power having a predetermined phase corresponding to the required torque. Supply to the child winding. Thereby, a rotating magnetic field is generated in the armature of the motor 5. When a rotating magnetic field is generated in the armature of the motor 5, the field of the motor 5 is rotated by a magnetic action (repulsion and attraction) between the generated rotating magnetic field and the magnetic flux of the field of the motor 5 (the magnetic flux of the permanent magnet). To do. As a result, torque (rotational power) corresponding to the required torque is generated and output from the motor 5.

  When the motor 5 functions as a generator, rotational power is given to the motor 5 to rotate the field of the motor 5. Thereby, the magnetic flux of the field of the motor 5 (the magnetic flux of the permanent magnet) is linked to the armature winding of the motor 5, a voltage is induced in the armature winding of the motor 5, and three-phase AC power is generated. Three-phase AC power generated in the motor 5 is converted into DC power by the motor control device 7. The converted DC power is supplied to the battery 6 and charged.

  The engine 1 is provided with an electronically controlled throttle valve 10. The electronic control throttle valve 10 is an engine actuator for controlling the output of the engine 1 by adjusting the amount of air supplied to the engine 1, and a command output from a vehicle drive power control device (engine control device) 9. The operation is controlled based on the signal. The engine 1 also has a fuel injection valve for controlling the fuel supplied to the engine 1, air intake into the cylinder of the engine 1, and exhaust of combustion gas from the cylinder. Engine actuators such as intake and exhaust valves are provided. All of them are controlled in operation based on a command signal output from the vehicle drive power control device 9.

  The hybrid vehicle is provided with a hybrid control device 8. Based on a plurality of state parameters indicating the driving state of the vehicle, such as a driver's request (accelerator opening), vehicle speed, and the like, the hybrid control device 8 sends a motor generator torque command to the motor control device 7 and vehicle driving power. An electronic device that generates an engine torque command for the control device 9 and outputs a signal corresponding to the motor generator torque command to the motor control device 7 and outputs a signal corresponding to the engine torque command to the vehicle drive power control device 9. It is. Thereby, the hybrid control device 8 controls the drive of the motor 5 and the drive of the engine 1.

(Configuration of hybrid drive device 50)
Next, the configuration of the hybrid drive device 50 will be described with reference to FIG.

  An engine shaft 21 having engine shaft gears 81a and 81b is mechanically connected to an external connection end of the engine 1 where rotational power is input and output. An input shaft (first transmission shaft) 22 having a gear 82 is mechanically connected to one external connection end (engine 1 side) of the transmission 2 where rotational power is input and output. An output shaft (second transmission shaft) 3 is mechanically connected to the other external connection end (drive wheel 4 side) of the transmission 2 where rotational power is input and output. Both the engine shaft 21 and the input shaft 22 can be mechanically connected via an engine shaft gear 81a and a direct coupling clutch 71. The direct coupling clutch 71 is provided on the end portion of the input shaft 22 on the engine 1 side, and controls transmission and interruption of power between the engine shaft 21 and the input shaft 22 by fastening and releasing of the clutch mechanism portion.

  In this embodiment, an internal combustion engine is used as the engine 1. However, instead of the internal combustion engine, an engine that is difficult to start by itself, such as an induction motor or another power unit, is used as the engine 1 and is started by the hybrid drive unit 50. It is also possible to do. Even if self-starting is possible, the driver's acceleration request must be satisfied if it gradually increases from a rotation stop state to a rotational speed that generates the force required to drive the vehicle. I can't. In such a case, it is necessary to assist the driving force, and the hybrid drive device 50 is effective for assisting the driving force.

  The input shaft 22 is mechanically connected to the ring gear 90b of the planetary gear mechanism 90 through a gear 82 and a gear provided on the shaft of the ring gear 90b of the planetary gear mechanism 90. The rotating shaft of the motor 5 is mechanically connected to the shaft of the sun gear 90a of the planetary gear mechanism 90. The counter shaft 23 is mechanically connected to the shaft of the carrier 90 d of the planetary gear mechanism 90 via a counter shaft gear 83. Both the counter shaft 23 and the engine shaft 21 can be mechanically connected via a start clutch 72 and an engine shaft gear 81b. The start clutch 72 is provided on the end portion of the counter shaft 23 on the engine 1 side, and controls transmission and interruption of power between the engine shaft 21 and the counter shaft 23 by fastening and releasing of the clutch mechanism portion. A fixed clutch 73 is provided on the end of the counter shaft 23 opposite to the engine 1 side. The fixed clutch 73 controls the fixation (rotation stop) and release (rotation) of the counter shaft 23 by fastening and releasing of the clutch mechanism portion.

  The direct clutch 71 is driven by the direct clutch actuator 100, the start clutch 72 is driven by the start clutch actuator 110, and the fixed clutch 73 is driven by the fixed clutch actuator 120. Each actuator is conventionally used as a clutch actuator. The operation of each actuator is controlled according to the driving mode of the vehicle based on the command signal output from the control unit of the hybrid control device 8 or the motor control device 7.

  The planetary gear mechanism 90 includes one sun gear 90a disposed at the center thereof, and one ring gear having an inner diameter larger than the outer diameter of the sun gear 90a disposed concentrically with the sun gear 90a on the outer peripheral side of the sun gear 90a. 90b and the outer peripheral side of the sun gear 90a and the inner peripheral side of the ring gear 90b are arranged at equal intervals in the circumferential direction, meshed with both the sun gear 90a and the ring gear 90b, and rotated while the sun gear 90a and the ring gear 90b A plurality of planetary (pinion) gears 90c that revolve on a concentric axis with each other, and a carrier 90d that is rotatably coupled to the shafts of the plurality of planetary gears 90c and that receives the revolutions of the plurality of planetary gears 90c. It is a gear mechanism having.

  In the present embodiment, the case where a friction clutch is used as the fixed clutch 73, the start clutch 72, and the direct coupling clutch 71 will be described as an example. Since the fixed clutch 73 and the starting clutch 72 have a small rotation difference and load torque when transitioning from disengagement to engagement, the transmission force during friction is not so necessary. For this reason, as the fixed clutch 73 and the start clutch 72, a clutch using a meshing gear mechanism with a synchro mechanism may be used. Further, the direct coupling clutch 71 is basically subjected to the load of the engine 1 to some extent, so that a larger load than the fixed clutch 73 and the start clutch 72 is applied as a friction element. However, as the direct coupling clutch 71, it is possible to use a meshing gear with a synchro mechanism. However, in that case, it is necessary to increase the friction capacity of the synchro mechanism.

  Next, the operation of the hybrid drive apparatus 50 corresponding to the driving mode of the vehicle will be described with reference to FIGS. 3 to 6.

(Engine start and engine start when stopped)
First, the operation of the hybrid drive device 50 during engine start and engine start at the time of stopping will be described with reference to FIG.

  When the vehicle is stopped, at least the direct coupling clutch 71 is opened, so that transmission of rotational power to the vehicle is interrupted regardless of whether the engine 1 is operating or stopped. Therefore, the vehicle remains stopped even when the engine 1 is started. It is. Also, transmission of rotational power to the vehicle is interrupted when the transmission 2 is in the neutral state. In the hybrid vehicle, there is a motor traveling mode in which the engine 1 is stopped using only the motor 5 while the engine 1 is stopped. This mode will be described later.

  It is necessary to start by operating the engine 1 when the amount of charge (charged state) of the battery 6 is small or the rotational power output from the motor 5 is smaller than the required driving force on the vehicle side. For this reason, in such a case, it is necessary to start the engine 1 first.

  First, in order to start the engine 1 while the vehicle is stopped, the transmission 2 is set to the neutral state, the start clutch 73 is opened, the direct coupling clutch 71 and the fixed clutch 73 are engaged, and then the motor 5 is connected to the three-phase alternating current. A voltage is applied to drive the motor 5. At this time, since the counter shaft 23 is fixed and the shaft of the carrier 90d of the planetary gear mechanism 90 is fixed, all the rotational power output from the motor 5 is transmitted to the ring gear 90b of the planetary gear mechanism 90, and then It is transmitted to the input shaft 22 through a gear and gear 82 provided on the shaft of the ring gear 90b. Since the transmission 2 is in the neutral state, the rotational power transmitted to the input shaft 22 is transmitted to the engine shaft 21 via the direct coupling clutch 71 and the engine shaft gear 81a (see FIG. 3A). Thereby, the engine 1 receives the rotational power of the motor 5 and starts.

  If the engine 1 reaches a predetermined rotation or more due to the rotational power of the motor 5 and the ignition is brought to a complete explosion state, the engine 1 operates by itself. When the engine 1 reaches a complete explosion state, the drive of the motor 5 is controlled to reduce the rotational power supplied from the motor 5 to the engine 1.

  If the engine 1 is operating, it is possible to start using the rotational power of the engine 1 by operating the transmission 2 without using the motor 5, as in the case of a conventional internal combustion engine vehicle. At this time, since the transmission 2 is switched from the neutral state to the traveling mode state, the rotational power of the engine 1 is transmitted from the engine shaft 21 to the input shaft 22 via the engine shaft gear 81a and the direct coupling clutch 71, and then to the transmission 2. Is transmitted (see FIG. 3B). After the shift by the transmission 2, the rotational power of the engine 1 is transmitted to the drive wheels 4. As a result, the drive wheels 4 are driven, and the vehicle starts with the rotational power of the engine 1. When starting with the rotational power of the engine 1, the clutch is engaged in the same state as when the engine 1 is started, and the transmission 2 is simply switched from the neutral state to the travel mode state, so that the vehicle can start quickly.

  The engine 1 can be started by the rotational power of the motor 5 even when the transmission 2 is in an idle state if the transmission 2 is in a neutral state.

(Motor start)
Next, vehicle travel (hereinafter referred to as “EV travel”) using only the motor 5 while the engine 1 is stopped will be described with reference to FIG. 4.

  When the vehicle is started by the rotational power of the motor 5, the fixed clutch 73 is engaged with the direct clutch 71 released, and the transmission 2 is switched from the neutral state to the traveling state. A phase AC voltage is applied to drive the motor 5. At this time, since the fixed clutch 73 is engaged, as described above, the rotational power of the motor 5 is transmitted from the ring gear 90b of the planetary gear mechanism 90 through the gear and gear 82 provided on the shaft of the ring gear 90b. It is transmitted to the input shaft 22 and then transmitted to the transmission 2 (see FIG. 4A). Here, since the direct coupling clutch 71 is released, all the rotational power of the motor 5 is transmitted to the transmission 2. After shifting by the transmission 2, the rotational power of the motor 5 is transmitted to the drive wheels 4. As a result, the drive wheels 4 are driven, and the vehicle starts with the rotational power of the motor 5.

(Engine start during EV running)
If the state of EV traveling is continued after the vehicle is started by the rotational power of the motor 5, the amount of power stored in the battery 6, which is an energy storage device, decreases, and eventually EV traveling becomes impossible due to insufficient electrical energy. Therefore, in the hybrid vehicle, after starting with the rotational power of the motor 1, the engine 1 is started and switched to vehicle traveling (hereinafter referred to as "HEV traveling") using the rotational power of the engine 1. At this time, there are two types of starting methods of the engine 1 in the hybrid drive device 50 of the present embodiment.

  As a first method, in the state where all of the rotational power of the motor 5 is transmitted from the input shaft 22 to the transmission 2, the direct coupling clutch 71 is fastened and a part of the rotational power of the motor 5 is divided. There is a method in which the input shaft 22 is transmitted to the engine shaft 21 via the direct coupling clutch 71 and the engine shaft gear 81a, and the engine 1 is started by a part of the transmitted rotational power of the motor 5 (FIG. 4B). reference). At this time, the drive of the motor 5 is controlled so that a rotational power having a value obtained by combining the rotational power necessary for starting the engine 1 and the rotational power necessary for traveling of the vehicle is output.

(Engine start at extremely low speed)
However, when an conventionally used internal combustion engine is mounted as the engine 1, the engine 1 cannot be operated by itself unless the rotational speed of the engine shaft 21 is equal to or higher than a predetermined value. For this reason, for example, when the vehicle speed is smaller than the vehicle speed at which the engine 1 can be driven by itself, such as when the vehicle speed is extremely low, the engine 1 can be started in the first method. Can not. When switching from EV traveling to HEV traveling, it is conceivable to fall into such a state when there is a traffic jam, when the rotational power of the motor 5 is insufficient in a steep slope, or when the curb is overloaded.

  Even in the above state, the hybrid drive device 50 of the present embodiment can transmit the rotational power from the motor 5 to the engine 1 and start the engine 1.

  Next, a method for starting the engine 1 during EV traveling at an extremely low speed will be described with reference to FIG.

  As shown in FIG. 5A, the state and operation of the hybrid drive device 50 during EV traveling are the same as those in FIG. 4A, and the description thereof is omitted here.

  In the EV running state, the engine shaft 21 is stopped and the counter shaft 23 is also stopped by fastening the fixed clutch 73. Therefore, even if the starting clutch 72 is fastened when the engine 1 is started, there is no influence on the running of the vehicle. Never give. For this reason, in this embodiment, the start clutch 72 is fastened, and then the fixed clutch 73 is released, and a part of the rotational power of the motor 5 used for EV traveling is divided. Thereby, the rotational power of the motor 5 is transmitted from the sun gear 90a of the planetary gear mechanism 90 to the carrier 90d, and from there to the counter shaft 23 via the gear and counter shaft gear 83 provided on the shaft of the carrier 90d, Then, it is transmitted to the engine shaft 21 via the starting clutch 72 and the engine shaft gear 81b (see FIG. 5B). Thereby, the engine 1 receives the rotational power of the motor 5 and starts.

  Here, although the motor 5 is directly connected to the sun gear 90a of the planetary gear mechanism 90, the counter shaft 23 is connected to a gear provided on the shaft of the carrier 90d of the planetary gear mechanism 90 via the counter shaft gear 83. Yes. Thus, in the meshing gear mechanism that transmits the rotational power between the two gears, the rotation directions of the two gears are reversed. For this reason, the counter shaft 23 connected to the shaft of the carrier 90 d of the planetary gear mechanism 90 rotates in the direction opposite to the rotation direction of the motor 5 and receives transmission of the rotational power of the motor 5. In addition, the input shaft 21 connected via a gear 82 to a gear provided on the shaft of the ring gear 90b of the planetary gear mechanism 90 also rotates in the direction opposite to the rotation direction of the motor 5, and the rotational power of the motor 5 is reduced. Receive communication. As described above, the rotation directions of both the input shaft 21 and the counter shaft 23 are the same direction, and are opposite to the rotation direction of the motor 5. Therefore, in this embodiment, the power transmission path from the motor 5 to the engine 1 is a power transmission path from the planetary gear mechanism 90 via the input shaft 21 to the engine shaft 21, and the planetary gear mechanism 90 via the counter shaft 23. Even when any power transmission path leading to the engine shaft 21 is used, the engine 1 can be started by rotating the engine shaft 21 in the same direction. As a result, in this embodiment, a mechanism for switching the rotation direction in the middle of the power transmission path is unnecessary, the mechanism of the hybrid drive device 50 can be simplified, and the cost of the hybrid drive device 50 can be reduced. .

  Further, as shown in FIG. 5B, when the direct coupling clutch 71 is operated in the fastening direction when the rotation of the engine shaft 21 is started, the rotational power of the motor 5 is also transferred to the engine shaft 21 from the input shaft 22 side. Therefore, the startability of the engine 1 can be further improved.

  When the engine 1 is started, the torque difference between the compression process and the expansion process of the engine 1 is large. For this reason, at the start of the engine 1, it is conceivable that the torque difference acts on the engine shaft 21 and the rotational speed of the engine shaft 21 changes abruptly. For example, when the torque difference acts on the engine shaft 21 and the rotational speed of the engine shaft 21 rapidly increases, the rotation of the counter shaft 23 also rapidly increases. Due to the characteristics of the planetary gear mechanism 90, the rotational acceleration of the input shaft 22 increases rapidly. It is thought that it will decrease.

  Therefore, in this embodiment, when the rotational speed of the engine shaft 21 suddenly increases, the direct coupling clutch 71 is in a semi-engaged state, and the rotation of the engine shaft 21 is transmitted to the input shaft 22. In this way, the degree of decrease in the rotational acceleration of the input shaft 22 is reduced, and the rotational pulsation when the engine 1 is started can be automatically reduced. Thereby, in the present embodiment, the engine 1 can be started smoothly.

  If the engine 1 is started and can operate by itself, it is not necessary to supply rotational power from the motor 5 to the engine 1. Therefore, the driving of the motor 5 is controlled and the rotational power supplied from the motor 5 to the engine 1. Is gradually decreased to release the starting clutch 72. Then, as in the case of FIG. 3B, the fixed clutch 73 is engaged, and the rotational power of the engine 1 is transmitted to the transmission 2.

  Next, the operation of the hybrid drive device 50 of the present embodiment in another mode of HEV, for example, acceleration assist, regeneration, power generation, and accompanying EV travel will be described with reference to FIG.

(Acceleration assist)
During HEV traveling, the vehicle travels with the rotational power of the engine 1 through the same power transmission path as in FIG. At this time, since the fixed clutch 73 is engaged, when the three-phase AC power is applied to the motor 5 to drive the motor 5, the rotational power of the motor 5 is transmitted to the input shaft 22. As a result, the rotational speed of the input shaft 22 is accelerated by the rotational power obtained by combining the rotational power of the engine 1 and the rotational power of the motor 5 as shown in FIG. That is, the engine 1 can be assisted by the motor 5.

(Regeneration)
Regeneration is a mode in which the kinetic energy of the vehicle is collected in the battery 6, but can be realized in the same clutch state as the acceleration assist. At this time, the power transmission path between the engine 1 and the transmission 2 is in the opposite direction to that shown in FIG. 6A, as shown in FIG. 6B. That is, the engine 1 outputs negative rotational power. In such a state, in order to recover the kinetic energy of the vehicle, the power transmission path between the motor 5 and the transmission 2 is also shown in FIG. 6 (a) as shown in FIG. 6 (b). The drive of the motor 5 may be controlled so that the motor 5 outputs negative rotational power. Thereby, the motor 5 receives the kinetic energy of the vehicle and operates as a generator to generate three-phase AC power. The generated three-phase AC power is converted into DC power by the motor control device 7 and supplied to the battery 6 for charging.

(Power generation)
Further, when the charged amount of the battery 6 falls below a predetermined minimum charged amount, it is necessary to restore the charged amount of the battery 6 even when the vehicle is accelerated by the rotational power of the engine 1. is there. In this case as well, the clutch state is the same as during acceleration assist or regeneration, and the rotational power of the engine 1 is transmitted to the input shaft 22 (positive rotational power is output from the engine 1), and the rotational power of the engine 1 from the input shaft 22 is also transmitted. A part is transmitted to the motor 5 (negative rotating power is output from the motor 5) (see FIG. 6C). Thereby, the motor 5 operates as a generator and generates electric power necessary for charging the battery 6.

(Take EV drive)
Further, in the same clutch state as that during power generation, the rotational power of the motor 5 is transmitted to the input shaft (positive rotational power is output from the motor), and the rotational power of the engine 1 is 0 or the rotational power of the motor 5 from the input shaft 22. Is transmitted to the engine 1 (negative rotation power due to the friction of the engine 1 is output) (see FIG. 6D). By doing so, the vehicle can be driven without consuming fuel in the engine 1 (stopping the supply of fuel). In such a state, since the engine shaft 21 is rotating, the engine 1 is started and the rotational power of the engine 1 is transmitted to the input shaft 22 rather than the case where the engine shaft 21 is stopped and the EV travel is performed. You can save time and save fuel in small increments.

(Long distance and high speed HEV driving)
As described with reference to FIG. 6, in the hybrid drive device 50 of the present embodiment, the direct coupling clutch 71 is brought into the engaged state, so that the battery 5 is charged / discharged by the motor 5 at any time according to the charged state of the battery 6. Since it can be performed, it can respond to long-distance vehicle travel.

  Further, in the hybrid drive device 50 of this embodiment, when the traveling gear of the transmission 2 is controlled to an appropriate position when the vehicle is traveling at high speed, the rotational speed of the motor 5 can be kept relatively constant. It can also handle high-speed driving of vehicles.

(Engine stop during HEV driving)
Next, the time of deceleration of the vehicle will be described.

  When stopping the vehicle, in the conventional vehicle, the gear position of the transmission 2 can be shifted to the low speed side, and the vehicle can be stopped even when the engine 1 is operating by a torque converter or a friction clutch. Also in the hybrid drive device 50 of the present embodiment, the vehicle can be stopped as in the conventional vehicle. However, in a hybrid vehicle, in order to save energy, it is a common practice to stop the operation of the engine 1 and then decelerate and stop the vehicle.

  Therefore, in the hybrid drive device 50 of the present embodiment, first, the rotational power of the engine 1 transmitted from the engine 1 to the input shaft 22 is reduced and simultaneously transmitted from the input shaft 22 to the motor 5 in order to realize this. Increase the rotational power. Thereafter, when the vehicle is driven by the rotational power of the motor 5, the direct clutch 71 is released to stop the operation of the engine 1 (the rotation of the engine shaft 21 is set to 0). At this time, since the vehicle is decelerating, the motor 5 is in a decelerating state, that is, a state where rotational power is transmitted from the input shaft 22 to the motor 5 (negative rotational power is output from the motor 5). Thereafter, the vehicle 5 is decelerated while the vehicle 5 is decelerated toward the stop of the vehicle, and when the vehicle approaches the stop, the rotational power (negative) of the motor 5 is set to zero.

  When the engine shaft 21 is in a low vehicle speed state where the rotation of the engine shaft 21 is stopped, the start clutch 72 is engaged. Thus, if the start clutch 72 is in the engaged state at the low vehicle speed, the engine 1 can be restarted immediately when the engine 1 needs to be restarted.

  Next, the operation states of the clutches, the engine 1 and the motor 5 corresponding to the driving operation and the vehicle state in each operation mode described above will be described with reference to FIG.

  In FIG. 7, when the driving mode is switched in the order of EV driving (start acceleration), starting, HEV driving, deceleration, and stopping from the stop of the vehicle, the driving operation (shift lever and accelerator) and the vehicle state (vehicle speed and shift speed) Corresponding to the operating state of the direct coupling clutch 71, the starting clutch 72, and the fixed clutch 73 (engaged and released), the operating state of the engine 1 (rotational speed and torque of the engine shaft 21), and the operational state of the motor 5 (rotational speed and torque). ) Respectively.

(1) Vehicle stop A state in which the driver has boarded the vehicle and turned on the ignition key switch.

  When the ignition key switch is turned on, the power source of the control device and the like is turned on, and the actuator of each clutch is driven. Thus, the state (engaged and released) of each clutch is controlled toward the start of the vehicle. Here, since it is assumed that EV travel is performed, the fixed clutch 73 is engaged after the ignition key switch is turned on.

  In this state, the shift lever is in the N (neutral) range. Further, the gear stage of the transmission 2 is in a neutral state. The accelerator is in the off state. The vehicle speed, the torque and rotation speed of the engine 5, and the torque and rotation speed of the motor 5 are zero.

(2) EV travel (acceleration)
In this state, the vehicle is started only by the rotational power of the motor 5.

  The position of the shift lever is switched from the N (neutral) range to the D (drive) range by the driver. As a result, the operation mode becomes the EV travel mode, and when the accelerator is depressed (predetermined opening) and depressed (opened), the driving of the motor 5 is controlled and the rotation speed is gradually increased. Rotational power corresponding to the amount of depression (opening) is output from the motor 5. Rotational power output from the motor 5 is transmitted to the transmission 2, and after being shifted by the transmission 2, is transmitted to the drive wheels 4. As a result, the vehicle starts with the rotational power of the motor 5 and accelerates to gradually increase the vehicle speed.

  In this state, the gear position of the transmission 2 is in the first speed state.

  In consideration of the start of the engine 1 after EV traveling, the start clutch 72 is brought into the engaged state immediately after the start of the vehicle with a slight time delay.

(3) Engine start during EV traveling After the vehicle is started only by the rotational power of the motor 5, the engine 1 is started.

  When the amount of depression of the accelerator (opening) becomes larger than that during EV traveling, a request for starting the engine 1 is generated. Thereby, in a state where the rotational power is transmitted from the motor 5 to the transmission 2 side, the fixed clutch 73 is released, and a part of the rotational power of the motor 5 is transmitted to the engine shaft 21 via the counter shaft 23. . In parallel with this, the direct coupling clutch 71 is engaged, and a part of the rotational power of the motor 5 is transmitted to the engine shaft 21 via the input shaft 22. At this time, the rotational power generated by the motor 5 is a value obtained by adding the rotational power for starting the engine to the rotational power for driving the vehicle. Further, as the rotational speed of the engine 1 is increased, the rotational speed of the motor 5 is also increased. The rotation speed of the engine 1 is increased by the transmitted rotational power. When the rotational speed of the engine 1 reaches a predetermined rotational speed and is ignited to reach a complete explosion state, the engine 1 operates by itself. Thereby, starting of the engine 1 is completed.

  According to the present embodiment, the rotational power of the motor 5 is supplied to the engine 1 through two paths, so that the engine 1 can be started smoothly and quickly. Moreover, pulsation can be reduced.

  Simultaneously with the completion of starting, the rotational power of the engine 1 is output and gradually increases with the rotational speed.

  When the start of the engine 1 is completed, the start clutch 72 is released.

  Further, when the start of the engine 1 is completed, the rotational power used for starting the engine 1 becomes unnecessary. For this reason, the drive of the motor 5 is controlled so that the rotational power of the motor 5 used for starting the engine 1 is decreased, and the rotational power of the motor 5 is decreased together with the rotational speed.

(4) HEV running (acceleration assist)
In this state, the vehicle is accelerated by the rotational power of the engine 1 and the motor 5.

  When the engine 1 is started, the vehicle is running in HEV. For this reason, the fixed clutch 73 is engaged, the drive of the motor 5 is controlled, and the rotation speed is gradually increased, while the rotation power corresponding to the accelerator depression amount (opening) is rotated by the share of the motor 5. Power is output from the motor 5. The rotational power output from the motor 5 is transmitted to the transmission 2 together with the rotational power of the engine 1, and is transmitted to the drive wheels 4 after shifting by the transmission 2. As a result, the rotational power of the engine 1 is accelerated and assisted by the rotational power of the motor 5, so that the vehicle is accelerated by the rotational power of the engine 1 and the motor 5 and the vehicle speed increases.

  After reaching a predetermined vehicle speed, if the driving vehicle reduces the amount of depression of the accelerator (opening) so that the required value of the vehicle driving force becomes small, a shift occurs in the transmission 2 and the shift stage is changed from the first speed. Upshifted to 2nd speed. At this time, the rotational speed of the engine 1 temporarily decreases and increases again due to the upshift. Further, in this state, since the assist by the motor 5 is unnecessary, the drive of the motor 5 is controlled so that the rotational power of the motor 5 becomes zero. At this time, the rotational speed of the motor 5 once decreases and then increases again.

(5) HEV running (power generation)
In this state, the motor 5 is operated as a generator by a part of the rotational power of the engine 1.

  Since the amount of electricity stored in the battery 6 is reduced by EV traveling and acceleration assist, it is necessary to restore the amount of electricity stored in the battery 6. For this reason, the rotational power of the engine 1 is increased together with the rotational speed, and the increased amount (the amount of rotational power output from the engine 1 minus the rotational power necessary for vehicle travel) is transmitted to the motor 5. To do. As a result, the motor 5 operates as a generator (outputs negative rotational power) and generates three-phase AC power necessary for charging the battery 6. The three-phase AC power is converted into DC power by the motor control device 7 and then supplied to the battery 6.

(6) HEV running (deceleration regeneration)
In this state, the motor 1 is operated as a generator by the kinetic energy of the vehicle with the engine 1 being rotated.

  If the driving vehicle depresses the accelerator depression amount (opening degree) to 0, that is, fully closes, the vehicle is decelerated because it is a deceleration request. For this reason, while driving the engine 1 is controlled so that the rotational power of the engine 1 becomes zero, the rotational power from the vehicle is transmitted to the motor 5. As a result, the engine 1 is rotated and the motor 5 operates as a generator (loads the vehicle and outputs negative rotational power corresponding to deceleration) to decelerate the vehicle. The regenerative energy obtained by the power generation of the motor 5, that is, the three-phase AC power is converted into DC power by the motor control device 7 and then supplied to the battery 6 and charged.

  When the vehicle speed becomes lower than a predetermined value due to the deceleration, the gear position of the transmission 2 is downshifted from the second speed to the first speed. As a result, the rotational speeds of the engine 1 and the motor 5 that have decreased with the decrease in the vehicle speed once increase and then decrease again.

(7) EV travel (deceleration regeneration)
The operation of the engine 1 is stopped and the motor 5 is operated as a generator by the kinetic energy of the vehicle.

  When the vehicle speed becomes lower than a predetermined value due to further deceleration, the operation of the engine 1 is stopped and the deceleration is continued. For this reason, the direct coupling clutch 71 is released, and the rotational power from the vehicle is transmitted to the motor 5. As a result, the rotational speed of the engine 1 becomes zero, and the motor 5 operates as a generator (loads the vehicle and outputs negative rotational power commensurate with the deceleration) to further decelerate the vehicle. The regenerative energy obtained by the power generation of the motor 5, that is, the three-phase AC power is converted into DC power by the motor control device 7 and then supplied to the battery 6 and charged. At this time, since there is a possibility that a start request for the engine 1 may occur, the start clutch 72 is set in an engaged state so that the engine 1 can be started with good response.

(8) Stopping When the vehicle speed becomes 0 and the vehicle stops and the shift lever position changes from the D range to the N range, after a short time, the transmission 2 is set to the neutral state and the next EV driving is performed. The starting clutch 72 is released, the fixed clutch 73 is fixed, and the rotational power of the motor 5 is set to zero. When the ignition key switch is turned off, the fixed clutch 73 is released.

  Next, the control method of each clutch corresponding to each operation mode will be described with reference to FIG.

  As an expected state, the direct coupling clutch 71, the starting clutch 72, and the fixed clutch 73 are all in an opened state. The clutch state can be classified into five patterns.

  In FIG. 8, the clutch state is indicated by ON or OFF, but ON means an engaged state and OFF means an open state.

  In the clutch control flow, first, determination in step S1 is performed. In step S1, it is determined whether there is a HEV travel request. If the result is negative, it is determined that the vehicle is traveling in EV, the state of each clutch is set as in pattern P1, and the actuator of each clutch is operated according to this setting. Here, in the pattern P1, the direct coupling clutch 71 is disengaged, the start clutch 72 is engaged, and the fixed clutch 73 is engaged. Thereafter, the clutch control routine (subroutine) returns to the main control routine. Then, when the clutch control routine is started again, it is executed from the determination of step S1. After execution of the patterns P2 to P5, the same routine processing as that of the pattern P1 is executed.

  If the determination in step S1 is affirmative, it is determined that the vehicle is running HEV, and the process proceeds to step S2.

  In step S2, it is determined whether the engine 1 needs to be started for HEV traveling. Therefore, in step S2, it is determined whether or not the rotation speed of the engine shaft 21 is low, that is, whether or not the rotation speed is lower than the rotation speed at which the engine 1 can operate by itself.

  If the determination in step S2 is affirmative, it is determined that the engine 1 needs to be started, and the process proceeds to step S3.

  If the determination in step S2 is negative, it is determined that it is not necessary to start the engine 1, and the process proceeds to step S4.

  In step S <b> 3, when starting the engine 1, it is determined whether or not the fixed clutch 73 is in an engaged state in order to determine which path is used to transmit the power to start the engine 1.

  If the determination in step S3 is affirmative, it is determined that it is necessary to transmit the rotational power via the counter shaft 23, the state of each clutch is set as in pattern P2, and the actuator of each clutch is set according to this setting. Operate. Here, in the pattern P2, the direct coupling clutch 71 is disengaged, the start clutch 72 is engaged, and the fixed clutch 73 is disengaged.

  If the determination in step S3 is negative, the engine 1 has already been started by transmission of rotational power via the counter shaft 23, but the engine 1 has not yet been started, and the input shaft 22 It is determined that the engine 1 needs to be started by transmission of the rotational power via, and the state of each clutch is set as in pattern P3, and the actuator of each clutch is operated according to this setting. Here, in the pattern P2, the direct coupling clutch 71 is disengaged, the start clutch 72 is engaged, and the fixed clutch 73 is disengaged.

  In step S4, it is determined whether or not the start clutch 72 is in an engaged state in order to determine whether the vehicle is in the HVE traveling mode or in any of the acceleration assist, regeneration, and power generation modes.

  If the determination in step S4 is affirmative, it is determined that the engine 1 is in the HEV traveling mode, the state of each clutch is set as in pattern P4, and the actuator of each clutch is operated according to this setting. Here, in the pattern P3, the direct clutch 71 is engaged, the start clutch 72 is released, and the fixed clutch 73 is released.

  If the determination in step S4 is negative, it is determined that the mode is one of acceleration assist, regeneration, and power generation, and the state of each clutch is set as in pattern P5, and the actuator of each clutch is set according to this setting. Is activated. Here, in the pattern P5, the direct coupling clutch 71 is engaged, the start clutch 72 is released, and the fixed clutch 73 is engaged.

  According to the present embodiment described above, when the vehicle travels by the motor 5 (EV travel), the motor 5 side in the rotating state and the engine 1 side in the operation stopped state are mechanically connected to rotate the motor 5. Since a part of the power can be transmitted to the engine 1 as the starting rotational power of the engine 1, the engine 1 can be easily started even when the motor 5 is traveling on the vehicle.

  In addition, according to the present embodiment, each operation mode required for the hybrid vehicle and the start of the engine 1 during low-speed driving, that is, when the vehicle is driven by the motor 5, can be realized by one motor 5, and Since the transmission 2 can be used, low cost can be achieved.

  A second embodiment of the present invention will be described with reference to FIG.

  The present embodiment is a modification of the first embodiment, and is an example in which a plurality of shafts, which are individually arranged, are made coaxial and a hybrid drive device 50 that is more compact than the first embodiment is realized.

  In addition, the same code | symbol as 1st Example is attached | subjected to the same structure as 1st Example, and the description is abbreviate | omitted. In the following, the parts different from the first embodiment will be described.

  In the present embodiment, as shown in FIG. 9, the central axis of the planetary gear mechanism 90, the input shaft 22 and the engine shaft 21 are arranged coaxially. For this reason, the gear 82 provided on the input shaft 22 is omitted in this embodiment. Further, since the rotation direction of the motor 5 and the rotation direction of the input shaft 22, the engine shaft 21 and the counter shaft 23 are the same, there is a gap between the start clutch 72 provided on the counter shaft 23 and the engine shaft gear 81a. A relay gear 60 for reversing the rotation direction is provided. The input shaft 22 is an axis extending from the engine shaft 21 to the transmission 2. In the configuration of this embodiment, the input shaft 22 is connected to the sun gear 90 a of the planetary gear mechanism 90 so as to extend from both sides of the sun gear 90 a of the planetary gear mechanism 90. Thus, since the input shaft 22 is connected to the sun gear 90a, the motor 5 is connected to the ring gear 90b in the configuration of this embodiment. In this case, since the planetary (pinion) gear 90c (the axis of the carrier 90d) is provided between the ring gear 90b to which the motor 5 is connected and the sun gear 90a, the gear setting ratio changes, but the relative The direction of rotation does not change.

  According to the present embodiment described above, as in the first embodiment, when the vehicle travels by the motor 5 (EV travel), the motor 5 side in the rotating state and the engine 1 side in the operation stopped state are mechanically connected. Since a part of the rotational power of the motor 5 can be transmitted to the engine 1 as the rotational power for starting the engine 1, the engine 1 can be easily started even when the motor 5 is running on the vehicle. .

  In addition, according to the present embodiment, the configuration is simplified by concentrating a plurality of shafts. Therefore, the hybrid drive device 50 that is smaller and less expensive than the first embodiment can be provided.

  A third embodiment of the present invention will be described with reference to FIG.

  The present embodiment is a modification of the second embodiment, and further is an example in which the shaft is made coaxial and a hybrid drive device 50 that is more compact than the second embodiment is realized.

  In addition, the same code | symbol as 2nd Example is attached | subjected to the same structure as 2nd Example, and the description is abbreviate | omitted. In the following description, parts different from the second embodiment will be described.

  In this embodiment, the counter shaft 23 is coaxial with the engine shaft 21, the input shaft 22, and the central shaft of the planetary gear mechanism 90.

  As described in the first and second embodiments, the counter shaft 23 is a shaft for connecting the shaft of the carrier 90 d and the engine shaft 21, and the engine shaft 21 is rotated so that the rotation direction is reverse to that of the engine shaft 21. Need to be mechanically connected to. For this reason, in the present embodiment, the counter planetary gear mechanism 91 is arranged coaxially with the central axis of the counter shaft 23, the engine shaft 21, the input shaft 22, and the planetary gear mechanism 90, and the carrier 90d of the planetary gear mechanism 90 is arranged. The shaft is connected to the sun gear 91a of the counter planetary gear mechanism 91, and the shaft of the carrier 91d is fixed, and the counter shaft 23 is connected to the ring gear 91b. Thereby, the rotation opposite to the rotation direction of the motor 5 can be transmitted to the engine shaft 21.

  In addition, between the engine shaft 21 and the input shaft 22 and between the engine shaft 21 and the counter shaft 23, it is necessary to control transmission and interruption of rotational power by a clutch on the same axis. For this reason, in the present embodiment, the direct coupling clutch 71 and the starting clutch 72 are configured like a double clutch used in a twin clutch type transmission.

  According to the present embodiment described above, as in the second embodiment, when the vehicle travels by the motor 5 (when traveling EV), the motor 5 side in the rotating state and the engine 1 side in the operation stopped state are mechanically connected. Since a part of the rotational power of the motor 5 can be transmitted to the engine 1 as the rotational power for starting the engine 1, the engine 1 can be easily started even when the motor 5 is running on the vehicle. .

  In addition, according to the present embodiment, since the configuration is simplified by coaxializing a plurality of shafts, it is possible to provide a hybrid drive device 50 that is smaller and less expensive than the second embodiment.

  A fourth embodiment of the present invention will be described with reference to FIG.

  In this embodiment, the present invention is applied to the transmission 2 described in the background art (International Publication No. 01/066691 pamphlet).

  Here, among the configurations of the transmission 2 surrounded by the solid line, the configuration surrounded by the alternate long and short dash line is a portion corresponding to the hybrid drive device 50 described in the first to third embodiments. The configuration corresponds to the transmission 2 described in the first to third embodiments.

  Hereinafter, the configuration of a portion corresponding to the hybrid drive device 50 will be described.

  The transmission 2 employs a twin clutch system, as shown in FIG. For this reason, two intermediate shafts 220 and 230 are mechanically connected between the engine shaft 21 and the output shaft 3. Further, the motor 5 is mechanically connected to each of the intermediate shafts 220 and 230 via the planetary gear mechanism 90. In this embodiment, the intermediate shaft 220 is the input shaft described in the first to third embodiments, and the intermediate shaft 230 is the counter shaft described in the first to third embodiments. In addition to the direct coupling clutch 71 and the gear 82, the intermediate shaft 220, which is the input shaft, is provided with a clutch and a gear for switching the gear position. In addition to the start clutch 72, the fixed clutch 73, and the counter shaft gear 83, the intermediate shaft 230 that is a counter shaft is provided with a clutch and a gear for switching the gear position. A relay gear 60 for reversing the rotation direction is provided between the start clutch 72 and the engine shaft gear 81b.

  The motor 5 is mechanically connected to the shaft of the carrier 90d. The shaft of the ring gear 90b is mechanically connected to the intermediate shaft 230, which is a counter shaft, via a gear provided on the shaft of the ring gear 90b and a counter shaft gear 83. The shaft of the sun gear 90a is mechanically connected to an intermediate shaft 220 that is an input shaft via a gear and gear 82 provided on the shaft of the sun gear 90a.

  Next, a method for starting the engine 1 during EV traveling in the hybrid drive device 50 of the present embodiment will be described.

  In the EV traveling, the intermediate shaft 230 is fixed by fastening the fixed clutch 73, and all the transmission gears between the intermediate shaft 230 and the output shaft 3 are opened. Further, the direct coupling clutch 71 is disengaged, and a transmission gear between the intermediate shaft 220 and the output shaft 3 is selected and fastened, for example, by selecting a first gear or a second gear. This is transmitted to the output shaft 3 via the first speed gear or the second speed gear. As a result, the vehicle can be driven by EV using the rotational power of only the motor 5. At this time, since the intermediate shaft 230 is fixed and the engine shaft 21 is also stopped, the start clutch 72 can be fastened to the engine shaft gear 81b side.

  If a HEV travel request is generated during EV travel, the fixed clutch 73 is released. Thereby, a part of the rotational power of the motor 5 is transmitted to the engine shaft 21 via the start clutch 72 and the engine shaft gear 81b, and the engine 1 is started. Further, by fastening the direct coupling clutch 71 in the initial stage of the start, the rotational power of the motor 5 can be transmitted from the intermediate shaft 220 to the engine shaft 21 as well, so that the engine 1 can be started smoothly and the engine Torque pulsation and rotation speed pulsation generated at the time of starting can be reduced.

  Here, when the vehicle speed is such that the vehicle is likely to stop (in the case of extremely low speed), it is necessary to delay the engagement timing of the direct coupling clutch 71 in the engine start method of the present embodiment. Since the rotational speed of the direct clutch 71 is low at an extremely low speed, if the direct clutch 71 is engaged in this state, the vehicle load is also increased at the same time. For this reason, it is necessary to delay the fastening timing of the direct coupling clutch 71. In this case, it is preferable to operate the direct clutch 71 after the start of the engine 1 is completed, after the engine 1 can generate rotational power. Further, it is preferable to operate the direct coupling clutch 71 with a small fastening force.

  In this embodiment, the rotational speed of the intermediate shaft 230 is stopped before the engine 1 is started, and the rotational power transmitted from the start clutch 72 is the rotational power of the motor 5. The engine 1 can be started without operation. Therefore, in this embodiment, it is possible to start the engine 1 during EV traveling even when the vehicle speed is very low.

  As described above, according to the present embodiment, the hybrid function and the speed change function can be realized by one motor 5 and the engine can be started at a low vehicle speed, so that a low-cost and multifunctional hybrid drive device 50 can be provided. .

Claims (10)

A drive device provided for a power transmission path between the engine and the transmission,
A motor that outputs rotational power for vehicle travel;
A power transmission device that transmits rotational power of the motor to the power transmission path;
The power transmission device includes a gear mechanism capable of dividing the rotational power of the motor into a plurality of rotational powers, a first power transmission mechanism for transmitting the rotational power of the motor to the power transmission path, A second power transmission mechanism for transmitting rotational power of the motor to the engine side, and when the engine is started when the vehicle is driven by the rotational power of the motor, the gear mechanism rotates the motor. The power is divided into a plurality of parts, and one of the divided plurality of rotational powers is transmitted to the power transmission path via the first power transmission mechanism, while the other one of the plurality of divided rotational powers is transmitted. Is transmitted to the engine side via the second power transmission mechanism as rotational power for starting the engine.
A drive device for a hybrid vehicle. A drive device for a hybrid vehicle comprising an engine and a transmission that outputs rotational power output from the engine shaft of the engine via an input shaft, and after shifting, outputs to the drive wheel side from the output shaft,
A motor,
A planetary gear mechanism having first to third shafts, wherein the motor is mechanically connected to the first shaft, and the input shaft is mechanically connected to the second shaft;
A first clutch that controls transmission of rotational power between the engine shaft and the input shaft;
A second clutch for controlling transmission of rotational power between the engine shaft and the three shafts;
A third clutch for controlling the operation of the third shaft,
The rotational direction of the rotational power of the motor output from the third shaft and transmitted to the engine shaft is the rotational direction of the rotational power of the motor output from the second shaft and transmitted to the engine shaft. So that a power transmission mechanism is interposed between the engine shaft and the third shaft,
A drive device for a hybrid vehicle. In the hybrid vehicle drive device according to claim 2,
The engine shaft, the input shaft, and the central shaft of the planetary gear mechanism are arranged coaxially.
A drive device for a hybrid vehicle. In the hybrid vehicle drive device according to claim 2,
The engine shaft, the input shaft, the central shaft of the planetary gear mechanism, and the shaft of the power transmission mechanism are arranged coaxially.
A drive device for a hybrid vehicle. The drive device for a hybrid vehicle according to any one of claims 2 to 4,
When the vehicle is driven using only the rotational power of the motor, the first clutch is opened to stop the transmission of rotational power between the engine shaft and the input shaft, and the third clutch is A state in which the operation of the third shaft is stopped by fastening, and the rotational power of the motor is transmitted to the input shaft;
A drive device for a hybrid vehicle. In the hybrid vehicle drive device according to claim 5,
When starting the engine when the vehicle is driven only by the rotational power of the motor, after the second clutch is engaged, the third clutch is released and a part of the rotational power of the motor is used in the engine. Transmitting to the shaft via the power transmission mechanism,
A drive device for a hybrid vehicle. In the hybrid vehicle drive device according to claim 5,
When starting the engine when the vehicle is driven only by the rotational power of the motor, after the second clutch is engaged, the third clutch is released and a part of the rotational power of the motor is used in the engine. The power is transmitted to the shaft via the power transmission mechanism, and then the first clutch is engaged, and a part of the rotational power of the motor used for vehicle travel is transmitted to the engine shaft via the input shaft. Communicate
A drive device for a hybrid vehicle. The drive device for a hybrid vehicle according to any one of claims 2 to 4,
When the vehicle is driven by the rotational power of the engine, when assisting by adding rotational power of the motor, or when transmitting rotational power to the motor and outputting negative rotational power from the motor, the first and The third clutch is engaged, and the rotational power of the motor is transmitted to the input shaft, or the rotational power is transmitted from the input shaft to the motor.
A drive device for a hybrid vehicle. The drive device for a hybrid vehicle according to any one of claims 2 to 4,
When starting the engine while the vehicle is stopped or idling, the first and third clutches are engaged, the second clutch is released, and the rotational power of the motor is supplied to the engine shaft. Via the input shaft,
A drive device for a hybrid vehicle. Rotational power output from the engine and the engine shaft of the engine is input via the first intermediate shaft or the second intermediate shaft, and after shifting through the gear mechanism for shifting, is output from the output shaft to the drive wheel side. A drive device for a hybrid vehicle including a transmission,
A motor,
The first intermediate shaft is mechanically connected to the first shaft, the second intermediate shaft is mechanically connected to the second shaft, and the motor is mechanically connected to the third shaft. A planetary gear mechanism, wherein the first and second intermediate shafts are mechanically connected to the second shaft;
A first clutch that controls transmission of rotational power between the engine shaft and the first intermediate shaft;
A second clutch for controlling transmission of rotational power between the engine shaft and the second intermediate shaft;
A third clutch for controlling the operation of the second intermediate shaft;
A reversing mechanism provided between the second intermediate shaft and the engine shaft for reversing the rotational direction between the second intermediate shaft and the engine shaft;
When the engine is started by the rotational power of the motor, the second clutch is engaged and the third clutch is opened, and the rotational power of the motor is applied to the engine shaft as the second clutch. Transmit via intermediate shaft,
A drive device for a hybrid vehicle.

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