JP6658244B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including an engine and a motor generator as power sources for traveling.

  As a hybrid vehicle, a planetary gear mechanism having a ring gear connected to an engine shaft, a sun gear connected to a hydraulic pump, and a carrier capable of transmitting power to an output unit, a hydraulic motor capable of transmitting power to an output unit, and a planetary gear 2. Description of the Related Art There is known a mechanism including a separation mechanism for separating an output unit from a carrier of a mechanism and a gear ratio switching mechanism for switching a gear ratio from a hydraulic motor to an output unit (Patent Document 1). In addition, Patent Document 2 exists as a prior art document related to the present invention.

International Publication No. 2012/131218 JP 2011-31741 A

  In the hybrid vehicle disclosed in Patent Literature 1, a disconnection mechanism and a gear ratio switching mechanism are provided on different shafts. Therefore, it is necessary to provide an actuator as a drive source of each mechanism for each mechanism, and thus there is a problem that the size of the apparatus and the cost increase.

  Therefore, an object of the present invention is to provide a hybrid vehicle that can suppress an increase in the size and cost of the device.

  A hybrid vehicle according to the present invention includes an engine, a first motor generator, a second motor generator, an output member, and three rotating elements that can rotate differentially with each other. The engine is connected to one rotating element, the first motor generator is connected to any one of the three rotating elements, and the output member is connected to the remaining one of the three rotating elements. Power split mechanism, a first shaft arranged on a rotation axis of the three rotating elements of the power split mechanism, a second shaft for transmitting power to driving wheels, and a second motor generator Can be switched between a coupled third shaft, a coupled state allowing power transmission between the output member and the second shaft, and a disconnected state interrupting power transmission between the output member and the second shaft. Cutting machine A first gear pair disposed between the second shaft and the third shaft; and a first gear pair disposed between the second shaft and the third shaft, wherein the gear ratio is higher than that of the first gear pair. A small second gear pair, a low gear state in which the first gear pair allows power transmission between the second shaft and the third shaft, and a second gear pair and the third shaft in the second gear pair. A gear ratio switching mechanism capable of selectively switching between a high gear state permitting power transmission with the driving mechanism, and a drive device commonly used to drive the disconnection mechanism and the gear ratio switching mechanism. And the gear ratio switching mechanism is disposed on the second shaft, and the driving device includes a single actuator, and transmits the movement of the actuator to the separation mechanism and the gear ratio switching mechanism. The separation mechanism is in the separation state and the gear ratio The disconnecting mechanism so that a traveling mode is switched between an EV low gear mode in which a change mechanism is the low gear state and an HV high gear mode in which the disconnecting mechanism is in the coupled state and the gear ratio switching mechanism is the high gear state. And driving the gear ratio switching mechanism.

  According to the hybrid vehicle of the present invention, the separation mechanism and the gear ratio switching mechanism are coaxially arranged, and the movement of a single actuator included in the drive device is transmitted to the separation mechanism and the gear ratio switching mechanism. These are driven by. Therefore, since it is not necessary to provide an actuator for each mechanism, it is possible to suppress an increase in the size and cost of the apparatus. In addition, by executing the EV low gear mode, the EV traveling using the second motor / generator as the driving source for traveling can be performed in the low gear state, so that the driving force during the EV traveling can be increased.

FIG. 1 is a diagram schematically showing an overall configuration of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a diagram showing a state of an EV low gear mode of the hybrid vehicle of FIG. 1. FIG. 2 is a diagram showing a state of the hybrid vehicle of FIG. 1 in an HV high gear mode. 9 is a flowchart illustrating an example of a control routine. FIG. 4 is a diagram schematically illustrating an overall configuration of a hybrid vehicle according to a second embodiment of the present invention. FIG. 6 is a diagram showing a state of the hybrid vehicle of FIG. 5 in an EV low gear mode. FIG. 6 is a diagram showing a state of the hybrid vehicle of FIG. 5 in an HV low gear mode. FIG. 6 is a diagram showing a state of the hybrid vehicle of FIG. 5 in an HV high gear mode.

(First form)
As shown in FIG. 1, the vehicle 1A is configured as a hybrid vehicle including an engine 2 and two motor generators 3, 4. The engine 2 and the first motor / generator 3 are connected to a power split mechanism 5 configured as a planetary gear mechanism. The power of the engine 2 is split by the power split device 5, one of the split power is used for power generation by the first motor generator 3, and the remaining power is output from the power split device 5. The first motor / generator 3 often functions as a generator, but is used for motoring (cranking) when the engine 2 is started. A second motor / generator 4 is provided in a power transmission path between the power split mechanism 5 and the drive wheels 7. The second motor-generator 4 is used for assisting power that is insufficient with the engine 2 alone, for running an electric vehicle (EV), for performing regeneration control for generating power when the vehicle is decelerated, and the like.

  The engine 2 is configured as a spark ignition type internal combustion engine having a plurality of, for example, four cylinders. Each of the motor generators 3 and 4 is configured as a three-phase AC type motor generator. The first motor generator 3 has a first inverter 11 and the second motor generator 4 has a second inverter 12. It is electrically connected. Each of the inverters 11 and 12 is electrically connected to a main battery 13.

  The power split mechanism 5 is configured as a single pinion type planetary gear mechanism. The power split mechanism 5 is a planet that holds a sun gear S1 of an external gear, a ring gear R1 of an internal gear arranged coaxially with the sun gear S1, and a pinion P1 meshing with these gears S1, R1 so as to be able to rotate and revolve. And a carrier C1. The sun gear S1, the ring gear R1, and the planet carrier C1 can be rotated differentially with each other. In this embodiment, the engine 2 is connected to the planet carrier C1 of the power split mechanism 5 via the output shaft 2a, the first motor / generator 3 is connected to the sun gear S1, and the output gear 15 as an output member is connected to the ring gear R1. Be linked. The output shaft 2a of the engine 2 and the rotation shaft 14 of the planet carrier C1 are arranged on the rotation axis Ax1 of each rotation element of the power split device 5. The output shaft 2a and the rotating shaft 14 correspond to a first shaft according to the present invention.

  The power of the output gear 15 is transmitted to the drive shaft 17 via the output driven gear 16. The drive shaft 17 is a second shaft for transmitting power to the drive wheels 7. The output driven gear 16 meshes with the output gear 15 and is provided on the outer periphery of the drive shaft 17 so as to be relatively rotatable about the rotation axis Ax2. The drive shaft 17 is disposed on a rotation axis Ax2 extending in parallel with the rotation axis Ax1, and is rotatably provided by a bearing (not shown). Further, the power of the second motor / generator 4 is transmitted to the drive shaft 17 via the motor drive shaft 18 which is the third shaft. The motor drive shaft 18 is connected to the second motor / generator 4 and is disposed on a rotation axis Ax3 extending in parallel with each of the rotation axes Ax1 and Ax2, and is rotatably provided by a bearing (not shown).

  The vehicle 1 </ b> A is provided with a disconnection mechanism 20 for interrupting power transmission between the output gear 15 and the drive shaft 17. The disengagement mechanism 20 has a first meshing clutch 22 for intermittently transmitting power between the output driven gear 16 and the drive shaft 17. The first dog clutch 22 is capable of rotating integrally with the drive shaft 17, a second hub 25 which is integrally rotatable with the output driven gear 16, and is movable in the direction of the rotation axis Ax2. And a sleeve 26 provided on the outer periphery of each hub 24, 25 in the state. The sleeve 26 meshes with the first hub 24 but does not mesh with the second hub 25 (the position shown in FIG. 2), and the second position meshes with both the first hub 24 and the second hub 25 (see FIG. 3). Position). The driving device 45 for driving the sleeve 26 of the first dog clutch 22 will be described later.

  Further, the vehicle 1A is provided with a first gear pair G1 and a second gear pair G2 disposed between the drive shaft 17 and the motor drive shaft 18. The first gear pair G1 includes a low drive gear 31 coupled to the motor drive shaft 18 and a load driven gear 32 meshed with the low drive gear 31 and provided on the outer periphery of the drive shaft 17 so as to be relatively rotatable about a rotation axis Ax2. including. The second gear pair G2 includes a high drive gear 33 coupled to the motor drive shaft 18 and a driven gear 34 meshed with the high drive gear 33 and provided on the outer periphery of the drive shaft 17 so as to be relatively rotatable around a rotation axis Ax2. including. Since the low drive gear 31 has a smaller number of teeth than the high drive gear 33 and the load driven gear 32 has a larger number of teeth than the high driven gear 34, the gear ratio of the second gear pair G2 is greater than that of the first gear pair G1. small.

  Further, the vehicle 1A has a low gear state in which the power transmission between the drive shaft 17 and the motor drive shaft 18 is permitted by the first gear pair G1, and the drive shaft 17 and the motor drive shaft 18 by the second gear pair G2. A gear ratio switching mechanism 35 capable of selectively switching between a high gear state allowing power transmission is provided. The gear ratio switching mechanism 35 has a second meshing clutch 36 for interrupting power transmission between the load driven gear 32 and the drive shaft 17 and interrupting power transmission between the driven gear 34 and the drive shaft 17. . The second meshing clutch 36 includes a low-side hub 37 rotatably coupled to the load driven gear 32, a high-side hub 38 rotatably coupled to the high-driven gear 34, a low-side hub 37, and a high-side hub. 38, and an intermediate hub 39 integrally rotatably coupled to the drive shaft 17, and a sleeve 40 provided on the outer periphery of each of the hubs 37, 38, 39 so as to be movable in the direction of the rotation axis Ax2. Contains. The sleeve 40 is movable between a first position (position shown in FIG. 2) in which the low side hub 37 and the intermediate hub 39 are engaged, and a second position (position shown in FIG. 3) in which the high side hub 38 and the intermediate hub 39 are engaged. is there.

  The disconnecting mechanism 20 and the gear ratio switching mechanism 35 are disposed on the drive shaft 17, and the first meshing clutch 22 and the second meshing clutch 36 included in these mechanisms 20 and 35 are driven by a common driving device 45. Is done. The driving device 45 includes an actuator 46 operated by hydraulic pressure supplied from a hydraulic source (not shown), a control rod 47 interlocked with the operation of the actuator 46, and an outer periphery of the sleeve 26 of the first dog clutch 22 coupled to the control rod 47. And a second shift fork 49 rotatably fitted to the control rod 47 and rotatably fitted to the outer periphery of the sleeve 40 of the second meshing clutch 36. Since the distance between the shift forks 48 and 49 does not change, the operation of the actuator 46 of the driving device 45 is transmitted to the sleeves 26 and 40 via the shift forks 48 and 49, so that the sleeves 26 and 40 They are driven together between a first position (the position in FIG. 2) and a second position (the position in FIG. 3).

  As shown in FIG. 2, when each of the sleeves 26 and 40 is in the first position, the disconnecting mechanism 20 is in a disconnected state, the power transmission between the output gear 15 and the drive shaft 17 is cut off, and the gear ratio switching mechanism 35 is It becomes low gear state. In this case, the traveling mode of the vehicle 1A is the EV low gear mode, and the second motor / generator 4 is the driving source without the power of the engine 2 involved in traveling as shown by the broken line. The power of the second motor / generator 4 is transmitted to the drive wheels 7 via the drive shaft 17, the drive gear 41, and the differential mechanism 42 according to the path shown by the thick line. On the other hand, as shown in FIG. 3, when each of the sleeves 26 and 40 is in the second position, the disconnecting mechanism 20 is in the coupled state, the power transmission between the output gear 15 and the drive shaft 17 is allowed, and the gear ratio switching mechanism is used. 35 is in a high gear state. In this case, the traveling mode of the vehicle 1A is the HV high gear mode, and the engine 2 and the second motor / generator 4 are the driving sources. Each power of the engine 2 and the second motor / generator 4 is transmitted to the drive wheels 7 via the drive shaft 17, the drive gear 41, and the differential mechanism 42 according to a path shown by a thick line.

  As shown in FIG. 1, switching of the traveling mode between the EV low gear mode and the HV high gear mode is performed by an electronic control unit (ECU) 50 configured as a computer. Various information Im required for the switching control is input to the ECU 50. The information Im includes, for example, the remaining capacity of the main battery 13, the vehicle speed of the vehicle 1, the accelerator opening, and the like. These information Im is input to the ECU 50 as output signals of various sensors (not shown). The ECU 50 calculates the required power required by the driver of the vehicle 1A based on the information Im, and switches the traveling mode so that the system efficiency for the required power is optimized. Specifically, the ECU 50 implements the switching of the traveling mode by executing the control routine of FIG.

  The program of the control routine of FIG. 4 is stored in the ECU 50, is read out at an appropriate time, and is repeatedly executed at predetermined intervals. In step S1, the ECU 50 determines whether or not the state of charge SOC of the main battery 13 exceeds a predetermined value. If the state of charge SOC exceeds the predetermined value, the process proceeds to step S2, and if not, the process proceeds to step S4 to switch the traveling mode to the HV high gear mode. In step S2, the ECU 50 determines whether the required power Pdem calculated based on the vehicle speed and the accelerator opening of the vehicle 1A is less than a predetermined value. If the required power Pdem is less than the predetermined value, the process proceeds to step S3, and the driving mode is switched to the EV low gear mode. On the other hand, when the required power Pdem is equal to or more than the predetermined value, the process proceeds to step S4, and the driving mode is switched to the HV high gear mode. As described above, the traveling mode is switched by the ECU 50 based on the required power for the vehicle 1A and the remaining capacity of the main battery 13, so that the vehicle 1A can travel efficiently.

  According to the first embodiment, the separation mechanism 20 and the gear ratio switching mechanism 35 are disposed on the drive shaft 17, and the movement of the single actuator 46 included in the driving device 45 is controlled by the separation mechanism 20 and the gear ratio switching mechanism. These are driven by being transmitted to the mechanism 35. Therefore, since it is not necessary to provide an actuator for each mechanism, it is possible to suppress an increase in the size and cost of the apparatus. In addition, by performing the EV low gear mode, the EV traveling using the second motor / generator 4 as a traveling drive source can be performed in the low gear state, so that the driving force during the EV traveling can be increased.

(Second form)
Next, a second embodiment of the present invention will be described with reference to FIGS. Hereinafter, the same reference numerals are given to the same components as those in the first embodiment, and the description is omitted. The power split mechanism 61 of the vehicle 1B is configured as a single pinion type planetary gear mechanism including a pinion P2, and has a sun gear S2, a ring gear R2, and a planet carrier C2 as three rotating elements that rotate differentially with each other. I have. In the second embodiment, the engine 2 is connected to the ring gear R2 of the power split device 61 via the output shaft 2a, the first motor / generator 3 is connected to the sun gear S2, and the output gear as an output member is connected to the planet carrier C2. 15 are connected. The output shaft 2a of the engine 2 and the rotation shaft 62 of the ring gear R2 are arranged on the rotation axis Ax1 of each rotation element of the power split mechanism 61. The output shaft 2a and the rotating shaft 62 correspond to a first shaft according to the present invention.

  The power of the output gear 15 is transmitted to a drive shaft 63 that is a second shaft for transmitting power to the drive wheels 7. The drive shaft 63 is disposed on a rotation axis Ax2 extending parallel to the rotation axis Ax1, and is rotatably provided by a bearing (not shown). The power of the second motor / generator 4 is transmitted to the drive shaft 63 via the motor drive shaft 18. Similarly to the first embodiment, a first gear pair Ga and a second gear pair Gb having a smaller gear ratio than the first gear pair Ga are provided between the drive shaft 63 and the motor drive shaft 18. . The first gear pair Ga includes a low drive gear 31 and a load driven gear 64 that meshes with the low drive gear 31 and is provided on the outer periphery of the drive shaft 63 so as to be relatively rotatable around a rotation axis Ax2. The second gear pair Gb includes a high drive gear 33 and a high driven gear 65 that meshes with the high drive gear 33 and that is provided on the outer periphery of the output driven gear 16 so as to be relatively rotatable around a rotation axis Ax2.

  The vehicle 1B is provided on the drive shaft 63 with a traveling mode switching mechanism 67 that functions as a disconnecting mechanism and a gear ratio switching mechanism according to the present invention. That is, the traveling mode switching mechanism 67 intermits the power transmission between the output gear 15 and the drive shaft 63, and sets the first gear pair Ga to a low gear state in which the power transmission between the drive shaft 63 and the motor drive shaft 18 is allowed. The second gear pair Gb can selectively switch between a high gear state in which power transmission between the drive shaft 63 and the motor drive shaft 18 is permitted.

  In order to realize such a function, the traveling mode switching mechanism 67 is provided with a dog clutch 70 for switching the traveling mode. The dog clutch 70 is connected to the drive shaft 63 so as to be integrally rotatable, a first hub 71 is connected to the output driven gear 16 so as to be integrally rotatable, and is connected to the load driven gear 64 so as to be integrally rotatable. A low-side hub 73, a high-side hub 74 integrally rotatably coupled to the high driven gear 65, and a sleeve 75 provided on the outer periphery of each of the hubs 71 to 74 so as to be movable in the direction of the rotation axis Ax2. Contains. The sleeve 75 engages with the low-side hub 73 and the first hub 71 but does not engage with the second hub 72 and the high-side hub 74 (the position in FIG. 6), and the low-side hub 73, the first hub 71, A second position (the position in FIG. 7) that meshes with the second hub 72 but does not mesh with the high-side hub 74, and meshes with the first hub 71, the second hub 72, and the high-side hub 74 without meshing with the low-side hub 73. (Position in FIG. 8).

  The driving device 78 rotates on the outer periphery of a sleeve 75 of the meshing clutch 70 which is connected to the control rod 80 and an actuator 79 which operates by hydraulic pressure supplied from a hydraulic source (not shown). And a shift fork 81 that fits as possible. The actuator 79 can move to the above-described three positions, and the operation is transmitted to the sleeve 75 via the shift fork 81, whereby the sleeve 75 is driven to the above-described three positions.

  As shown in FIG. 6, when the sleeve 75 is at the first position, the power transmission between the output gear 15 and the drive shaft 63 is cut off, and the gear is in a low gear state. In this case, the traveling mode of the vehicle 1B is the EV low gear mode, and the power of the engine 2 is not involved in traveling as shown by a broken line, and the second motor / generator 4 is the driving source. The power of the second motor / generator 4 is transmitted to the drive wheels 7 via the drive shaft 63, the drive gear 41, and the differential mechanism 42 according to the path shown by the thick line.

  In addition, as shown in FIG. 7, when the sleeve 75 is at the second position, power transmission between the output gear 15 and the drive shaft 63 is allowed, and the gear is in a low gear state. In this case, the running mode of the vehicle 1B is the HV low gear mode, and the motive power of the engine 2 and the second motor / generator 4 is applied to the drive wheels 7 via the drive shaft 63, the drive gear 41, and the differential mechanism 42 according to the path shown by the thick line. Is transmitted.

  Further, as shown in FIG. 8, when the sleeve 75 is at the third position, power transmission between the output gear 15 and the drive shaft 63 is allowed, and the gear is in a high gear state. In this case, the running mode of the vehicle 1B is the HV high gear mode, and the motive power of the engine 2 and the second motor / generator 4 is applied to the drive wheels 7 via the drive shaft 63, the drive gear 41, and the differential mechanism 42 according to the path shown by the thick line. Is transmitted.

  The switching of these traveling modes is performed by the ECU 50 as in the first embodiment. The switching of the traveling mode between the HV low gear mode and the HV high gear mode by the ECU 50 is performed in accordance with a predetermined switching condition set in consideration of the SOC of the vehicle 1B and the required power Pdem in the process of step S4 in FIG. Implemented based on success or failure.

  According to the second embodiment, similarly to the first embodiment, it is possible to suppress an increase in the size and cost of the device, and to execute the EV traveling using the second motor / generator 4 as a traveling drive source by executing the EV low gear mode. Since the driving can be performed in the low gear state, the driving force during EV running can be increased. Particularly, since the driving mode switching mechanism 67 in which the separation mechanism and the gear ratio switching mechanism are integrated, the size can be further suppressed as compared with the first embodiment. Further, since the vehicle 1B can execute the hybrid mode between the low gear state and the high gear state, the vehicle 1B can travel more efficiently than in the first embodiment.

  The present invention is not limited to the above embodiments, and can be implemented in various embodiments within the scope of the present invention. Although the actuator provided in each of the above-described embodiments is of a hydraulic type, the present invention may be implemented in a form using, for example, an electromagnetic actuator.

1A, 1B Vehicle 2 Engine 2a Output shaft (first shaft)
3 First motor generator 4 Second motor generator 5, 61 Power split device 15 Output gear (output member)
14 Rotary axis (first axis)
17, 63 Drive axis (second axis)
18 Motor drive axis (3rd axis)
20 Separation mechanism 35 Gear ratio switching mechanism 45, 78 Driving device 46, 79 Actuator G1, Ga First gear pair G2, Gb Second gear pair

Claims (1)

Engine and
A first motor generator;
A second motor generator;
An output member,
The engine includes three rotating elements that can rotate differentially with respect to each other, wherein the engine is mounted on any one of the three rotating elements, and the first motor is mounted on any one of the three rotating elements. A power split mechanism in which the generator is connected with the output member to the remaining one of the three rotating elements, respectively;
A first shaft disposed on a rotation axis of the three rotating elements of the power split device;
A second shaft for transmitting power to the driving wheels;
A third shaft to which the second motor / generator is connected;
A disconnection mechanism that can switch between a coupled state that allows power transmission between the output member and the second shaft, and a disconnected state that blocks power transmission between the output member and the second shaft;
A first gear pair disposed between the second shaft and the third shaft;
A second gear pair disposed between the second shaft and the third shaft and having a smaller gear ratio than the first gear pair;
A low gear state in which power transmission between the second shaft and the third shaft is allowed by the first gear pair, and a power transmission between the second shaft and the third shaft in the second gear pair. A gear ratio switching mechanism that can selectively switch between a high gear state and
A driving device shared to drive the separation mechanism and the gear ratio switching mechanism,
With
The separation mechanism and the gear ratio switching mechanism are arranged on the second shaft,
The driving device includes a single actuator, and by transmitting the movement of the actuator to the separation mechanism and the gear ratio switching mechanism, the separation mechanism is in the separation state and the gear ratio switching mechanism is in the low gear state. And the gear ratio switching mechanism so that the running mode can be switched between an EV low gear mode, which is an HV high gear mode in which the disconnection mechanism is in the coupled state, and the gear ratio switching mechanism is in the high gear state. Driving the
A hybrid vehicle, characterized in that:

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