WO2009106941A1 - Appareil de transmission pour véhicule - Google Patents

Appareil de transmission pour véhicule Download PDF

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Publication number
WO2009106941A1
WO2009106941A1 PCT/IB2009/000200 IB2009000200W WO2009106941A1 WO 2009106941 A1 WO2009106941 A1 WO 2009106941A1 IB 2009000200 W IB2009000200 W IB 2009000200W WO 2009106941 A1 WO2009106941 A1 WO 2009106941A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
holding element
drive apparatus
motor
vehicle drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2009/000200
Other languages
English (en)
Inventor
Tomoya Imazu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of WO2009106941A1 publication Critical patent/WO2009106941A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching means, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention generally relates to a vehicle drive apparatus configured such that a gear ratio between a main power source and a drive train can be varied in a continuous fashion.
  • Power distribution mechanism have been proposed in which at least two electric motors, a main power source (e.g., an internal combustion engine), and an output shaft are connected with at least one planetary gearset, and in which a gear ratio between the main power source and a drive wheel can be set in a continuously variable manner.
  • a power distribution mechanism typically requires an electric motor that is large in comparison with the main power source.
  • a transmission of a hybrid vehicle disclosed in Japanese Laid-Open Patent Publication No. 2003-127681 solves this problem by employing a mechanical transmission between one of the electric motors and the output shaft of the power distribution mechanism.
  • a vehicle drive apparatus comprising a main power source, a first motor/generator, a second motor/generator, a planetary gearset and a step-shifting automatic transmission.
  • the planetary gearset is operatively coupled to the main power source and the first motor/generator to rotate an output shaft leading to a drive wheel.
  • the step-shifting automatic transmission connects the planetary gearset and the second motor/generator to the output shaft leading to the drive wheel for selectively changing an output gear ratio from the planetary gearset and the second motor/generator.
  • the step-shifting automatic transmission has a plurality of gear positions.
  • the step-shifting transmission includes a dog clutch serving as a holding element for at least one the gear positions and a frictional holding element as a holding element for at least one other of the gear positions with the frictional holding element at least transmits torque in a slipping state during a shifting operation.
  • Figure 1 is a schematic view of a vehicle drive apparatus in accordance with a first embodiment
  • Figure 2 is a velocity diagram (lever analogy diagram) for a situation in which a dog clutch is engaged;
  • Figure 3 is a velocity diagram for a situation in which a wet clutch is engaged;
  • Figure 4 is a velocity diagram for explaining a control executed when a gear ratio of a transmission of the vehicle drive apparatus is changed;
  • Figure 5 is an example of a control block diagram for a case in which rotational speed feedback control is executed
  • Figure 6 is a velocity diagram for a variation of the vehicle drive apparatus according to the first embodiment
  • Figure 7 is a velocity diagram for explaining constituent features of a transmission of a vehicle drive apparatus in accordance with a second embodiment
  • Figure 8 is a velocity diagram for explaining constituent features of a transmission of a vehicle drive apparatus in accordance with a third embodiment
  • Figure 9 is a velocity diagram for explaining constituent features of a transmission of a vehicle drive apparatus in accordance with a fourth embodiment.
  • FIG. 1 a schematic view of a vehicle drive apparatus vehicle drive apparatus is illustrated in accordance with a first embodiment.
  • the vehicle drive apparatus is employed in a hybrid vehicle to transmit torque during shifting without causing a loss of the transmission to decline.
  • the vehicle drive apparatus includes, among other things, an engine 1 , a damper 2, a first motor/generator 3, an oil pump 4, a second motor/generator 5, a transmission 6, a wet clutch 7, a dog clutch 8 and a planetary gearset 10.
  • Output from the engine 1 is distributed to the first motor/generator 3 and to a drive output path by the planetary gearset 10.
  • the second motor/generator 5 uses electric power generated by the first motor/generator 3 to produce an output torque.
  • the output torque of the second motor/generator 5 is combined with the output torque of the planetary gearset 10 and delivered to a final output shaft of the drive train, thereby enabling continuously variable gear shifting.
  • the loss efficiency can be improved in comparison with when the frictional holding element (e.g., the wet clutch 7) is engaged.
  • drive torque can be transmitted by putting the frictional holding element (e.g., the wet clutch 7) into a half engaged state as explained below.
  • a continuously variable gear changing mechanism 20 is formed by the arrangement of the engine 1, the first motor/generator 3 and the second motor/generator 5 with respect to the planetary gearset 10. Specifically, the output of the engine 1 is distributed to the first motor/generator 3 and to the drive output path by the planetary gearset 10, and the output torque of the planetary gearset 10 is combined with the output torque of the second motor/generator 5 to form the continuously variable gear changing mechanism 20.
  • the engine 1 serves as a main power source of the hybrid vehicle.
  • the engine 1 is connected to the planetary gearset 10 through the damper 2.
  • the planetary gearset 10 basically includes a ring gear 11 , a plurality of planet gears 12, a sun gear 13 and a carrier 14.
  • a crankshaft of the engine 1 is coupled to the carrier 14 of the planetary gearset 10.
  • the carrier 14 supports the planet gears 12, which mesh with the ring gear 1 1 and the sun gear 13.
  • the first motor/generator 3 is connected to the oil pump 4 and to the sun gear 13 of the planetary gearset 10.
  • the ring gear 11 of the planetary gearset 10 is connected to an idle gear 22.
  • the idle gear 22 is also connected to the second motor/generator 5 through a gear 24.
  • the idle gear 22 is also connected to an idle gear 21 through a gear 25. Torque transmitted to the idle gear 21 or 22 is transmitted to the final output shaft 23 through the transmission 6. The torque transmitted to the final output shaft 23 is then transmitted to a pair of wheels (not shown) through a differential (not shown).
  • the transmission 6 is a mechanism configured to shift between two gear positions.
  • the wet clutch 7 serves as a holding element for a gear having a smaller gear ratio.
  • the dog clutch 8 serves as a holding element for a gear having a larger gear ratio.
  • the wet clutch 7 is a frictional holding element that can transmit torque in a slipping state.
  • the idle gear 21 is supported on the final output shaft 23 in a freely rotatable fashion through a bearing 27. When the wet clutch 7 is engaged, the idle gear 21 becomes fixedly coupled to the final output shaft 23 so that they rotate as a unit.
  • the idle gear 22 is supported on the final output shaft 23 in a freely rotatable fashion through a bearing 28.
  • the idle gear 22 becomes fixedly coupled to the final output shaft 23 so that they rotate as a unit.
  • the wet clutch 7 is engaged, power from the ring gear 1 1 is transmitted to the final output shaft 23 through the idle gear 22, the gear 24, the gear 25, the wet clutch 7 and the idle gear 21.
  • the dog clutch 8 is engaged, power is transmitted from the ring gear 11 to the final output shaft 23 through the dog clutch 8 and the idle gear 22.
  • the final output shaft 23 and other shafts are supported with respect to a vehicle body (not shown) on a plurality of bearings 26.
  • a controller 30 executes control of the transmission 6. The details of the control of the transmission 6 will be described later.
  • Figures 2 and 3 are velocity diagrams (lever analogy diagrams) indicating the rotational speed (r.p.m.) of each rotational element on a vertical axis.
  • Figure 2 is a velocity diagram for a case in which the dog clutch 8 is engaged.
  • Figure 3 is a velocity diagram for a case in which the wet clutch 7 is engaged.
  • the reference letter V corresponds to the final output shaft 23.
  • the rotational speeds of the engine 1, the first motor/generator 3, and the second motor/generator 5 are in a bound relationship. If any two of the rotational speeds are known, then the third rotational speed is also known. Consequently, in a velocity diagram having the rotational speed of each rotational element indicated on a vertical axis, the three rotational speeds just mentioned lie on a single straight line.
  • a mode in which the dog clutch 8 is engaged is called a low mode.
  • a mode in which the wet clutch 7 is engaged is called a high mode.
  • the output rotational speed of the continuously variable gear changing mechanism 20 is reduced by the transmission 6 via either the wet clutch 7 or the dog clutch 8.
  • the wet clutch 7 is a holding element provided inside the transmission 6 for selecting the gear having the smaller reduction ratio
  • the dog clutch 8 is a holding element for selecting the gear having the larger reduction ratio.
  • the controller 30 engages the wet clutch 7 in a half-clutched state when the gear ratio of the transmission 6 is being changed. As a result, a positive torque can be transmitted to the final output shaft 23 through the wet clutch 7.
  • Figure 4 is a diagram for explaining the control executed when the gear ratio of the transmission 6 is changed while a positive torque is being outputted from the continuously variable gear changing mechanism 20.
  • the controller 30 engages the wet clutch 7 in a half-clutched state when the gear ratio of the transmission 6 is being changed.
  • the wet clutch 7 is engaged in a half-clutched state before the dog clutch 8 is released. Then the dog clutch 8 is released and, afterwards, the engagement force of the wet clutch 7 is increased.
  • the engagement force of the wet clutch 7 is first reduced to a half-clutched state. Then the dog clutch 8 is engaged and, afterwards, the engagement force of the wet clutch 7 is decreased to zero.
  • Figure 4 is shows the wet clutch 7 in a half-clutched state during shifting of the transmission 6.
  • a force acting to decrease the rotational speed of the output shaft of the continuously variable gear changing mechanism 20 acts on the continuously variable gear changing mechanism side of the wet clutch 7, and a force acting to increase the rotational speed of the final output shaft 23 acts on the final output shaft side of the wet clutch 7.
  • a positive torque can be transmitted to the final output shaft 23 through the half-clutched wet clutch 7.
  • the dog clutch 8 is used as the holding element for the gear having the smaller gear ratio and the wet clutch 7 is used as the holding element for the gear having the larger gear ratio, then during shifting of the transmission 6 a torque oriented in the opposite direction, i.e., the direction of reducing the rotational speed, will be transmitted to the final output shaft 23.
  • a torque oriented in the opposite direction i.e., the direction of reducing the rotational speed
  • a method of controlling the transmission 6 during shifting (with the wet clutch 7 in a half-clutched state) will now be explained with reference to Figure 4.
  • a target engagement torque Th of the wet clutch 7 is expressed as shown in the equation (1) below, where the term Tout is a final output torque target value, the term Tout' is an output torque target value of the continuously variable gear changing mechanism 20, and the term Gf(H) is a reduction ratio of the gear arranged to be selected with the wet clutch 7.
  • the engagement torque of the wet clutch 7 is controlled based on the target engagement torque Th calculated with the equation (1). For example, if the wet clutch 7 is a wet multiple disc clutch, then the engagement force of the clutch is controlled by calculating a clutch closing pressure control value P using the equation (2) shown below.
  • the term ⁇ is a dynamic friction coefficient of the wet clutch 7 and the term N is a number of contacting surfaces.
  • the output torque target value Tout' is set to be larger than the target engagement torque Th of the wet clutch 7 if the rotational speed of the output shaft of the continuously variable gear changing mechanism 20 is to be raised (increased). Meanwhile, the output torque target value Tout' is set to be smaller than the target engagement torque Th of the wet clutch 7 if the rotational speed of the output shaft of the continuously variable gear changing mechanism 20 is to be lowered (decreased).
  • the output torque target value Tout' is a function of the output torque Tl of the first motor/generator 3, the output torque Te of the engine 1, and the output torque T2 of the second motor/generator 5 and can be calculated using a known method, e.g., the method presented in Japanese Patent Publication No. 3858885 or the method presented in Japanese Laid-Open Patent Publication No. 2004-308713.
  • the continuously variable gear changing mechanism 20 can be controlled with a rotational speed feedback control.
  • Figure 5 is an example of a control block diagram for a case in which rotational speed feedback control is executed.
  • the value Nout'_ref is a target value of the rotational speed of the continuously variable gear changing mechanism 20 and is set based on a target rotational speed of the gear position targeted by the shift operation of the transmission 6.
  • the value Nout'_act is an actual value of the rotational speed of the continuously variable gear changing mechanism 20 and is measured with a rotational speed sensor (not shown).
  • K is a proportional gain for the rotational speed control.
  • Figure 6 is a velocity diagram for a variation of a vehicle drive apparatus according to the first embodiment.
  • the output (ring gear 1 1) of the planetary gearset 10 is connected to the second motor/generator 5 through the transmission 6 and an idle gear.
  • the second motor/generator 5 has an independent rotary shaft that is separate from the output shaft of the planetary gearset 10. This arrangement can be achieved with, for example, a Ravigneaux planetary gear like that disclosed in Japanese Laid-Open Patent Publication No. 2005-147334.
  • the two motor/generators 3 and 5, the engine 1 serving as a main power source, and the output shaft are connected with the planetary gearset 10, and the output shaft is connected to a final output shaft 23 through a step-shifting automatic transmission 6 having a plurality of gear positions.
  • the gear ratio between the engine and the final output shaft 23 can be set in a continuously variable fashion, and the step-shifting automatic transmission 6 is provided with the dog clutch 8 serving as a holding element for at least one gear position and the wet clutch 7 configured such that it can transmit torque in a slipping state serving as a holding element for at least one gear position.
  • the dog clutch 8 When the dog clutch 8 is engaged, it is not necessary to operate a power source, i.e., a hydraulic pump, serving to generate an engagement pressure required to engage the wet clutch 7. Thus, the amount of loss is smaller when the dog clutch 8 is engaged than when the wet clutch 7 is engaged. [0040]
  • the wet clutch 7 when the step-shifting automatic transmission 6 is shifted while power is being transmitted to the final output shaft 23, the wet clutch 7 is controlled to a half-engaged state such that a positive torque can be transmitted to the final output shaft 23 during the shift operation of the step-shifting automatic transmission 6.
  • the drive force imparted to the vehicle is not temporarily interrupted when the step-shifting automatic transmission 6 shifts gears and the vehicle behavior exhibited during vehicle acceleration is not degraded.
  • the wet clutch 7 is controlled to a half-engaged state and a target value for the torque transmitted to the input shaft of the step-shifting automatic transmission 6 is determined based on a gear ratio of the wet clutch 7 and an output torque target value for the vehicle.
  • the torque transmitted to the input shaft of the step-shifting automatic transmission 6 can be controlled directly and, thus, the step- shifting automatic transmission 6 can be controlled with good precision during shifting.
  • FIG. 7 is a diagram for explaining constituent features of a transmission of a vehicle drive apparatus according to a second embodiment.
  • the transmission 6A has the wet clutch 7 and a plurality of dog clutches 81, 82,..., 8n (where n is a natural number equal to or larger than 3).
  • the transmission 6A has (n + 1) gears of different gear ratios.
  • the wet clutch 7 is a holding element for the gear having the smallest reduction ratio.
  • the dog clutch 81 is a holding element for the gear having the largest gear ratio and the dog clutch 82 is a holding element for a gear having a smaller gear ratio than the gear corresponding to the dog clutch 81.
  • the dog clutch 8n is a holding element for the gear having the smallest gear ratio among the gears that can be selected with the dog clutches. However, the gear corresponding to the dog clutch 8n has a larger gear ratio than the gear arranged to be selected with the wet clutch 7.
  • the transmission 6A is provided with the wet clutch 7, which serves as a holding element for one gear and the dog clutches 81, 82,..., 8n, which serve as holding elements for two or more gears.
  • a dog clutch When a dog clutch is engaged, it is not necessary to operate a power source, i.e., a hydraulic pump, serving to generate an engagement pressure required to engage the wet clutch 7.
  • a power source i.e., a hydraulic pump
  • FIG 8 is a diagram for explaining constituent features of a transmission of a vehicle drive apparatus according to a third embodiment.
  • the transmission 6B has the wet clutch 7, a plurality of dog clutches 82,..., 8n (where n is a natural number equal to or larger than 3), and a oneway clutch 90.
  • the transmission 6B is basically the same as the transmission 6A shown in Figure 8, except that the dog clutch 81 of the transmission 6A has been replaced with the one-way clutch 90.
  • the one-way clutch 90 serves as the holding element for the gear having the largest gear ratio of the transmission 6B.
  • the one-way clutch 90 engages when the rotational speed of the output shaft of the continuously variable gear changing mechanism 20 is higher than the rotational speed of the final output shaft 23. Once engaged, the one-way clutch 90 disengages when the rotational speed of the output shaft of the continuously variable gear changing mechanism 20 becomes lower than the rotational speed of the final output shaft 23. [0048] In other words, when the rotational speed of the output shaft of the continuously variable gear changing mechanism 20 rises and becomes higher than the rotational speed of the final output shaft 23, the one-way clutch 90 engages such that output torque from the continuously variable gear changing mechanism 20 is transmitted to the final output shaft 23.
  • the loss efficiency can be improved because the loss that would occur when operating the dog clutch is avoided.
  • the one-way clutch 90 engages such that the output torque from the continuously variable gear changing mechanism 20 is transmitted to the final output shaft 23, the transmission 6B is automatically put into a state in which drive power is transmitted using the gear having the largest reduction ratio. Consequently, the drive force shock that occurs due to a rotational speed difference when a dog clutch is engaged can be reduced.
  • Figure 9 is a diagram for explaining constituent features of a transmission of a vehicle drive apparatus according to a fourth embodiment.
  • the transmission 6C has the wet clutch 7, a plurality of dog clutches 81, 82,..., 8n (where n is a natural number equal to or larger than 3), and a one-way clutch 90.
  • the one-way clutch 90 is connected in parallel with the dog clutch 81, which is a holding element for the gear having the largest gear ratio.
  • the dog clutch 81 and the one-way clutch 90 are provided in a parallel arrangement as holding elements for the gear having the largest gear ratio.
  • the one-way clutch 90 is engaged to transmit a positive drive force to the final output shaft 23 when the gear having the largest reduction ratio in the transmission 6C is used to drive the vehicle forward, and the dog clutch 81 is engaged to transmit a negative drive force when the gear having the largest reduction ratio is used to drive the vehicle in reverse.
  • the loss resulting from connecting a dog clutch can be reduced when a positive drive force is transmitted, and a negative drive force can be transmitted through the dog clutch 81 when the vehicle is driven in reverse.
  • a dog clutch 81 is provided as a holding element for the gear having the largest gear ratio and a oneway clutch 90 is provided in parallel with the dog clutch 81.
  • a oneway clutch 90 is provided in parallel with the dog clutch 81.
  • the one-way clutch 90 is provided with respect to the gear having the largest gear ratio and the wet clutch 7 is provided with respect to the gear having the smallest gear ratio.
  • a proportional control is presented as an example of a rotational speed feedback control.
  • PI control combination of a proportional control and an integral control
  • PID control combination of a proportional control, an integral control, and a derivative control

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un appareil de transmission pour véhicule essentiellement doté d'une source principale (1) de puissance, d'un premier moteur / générateur (3), d'un deuxième moteur / générateur (5), d'un train épicycloïdal (10) d'engrenages et d'une transmission automatique (6) à rapports discontinus. Le train épicycloïdal (10) d'engrenages est couplé fonctionnellement à la source principale (1) de puissance et au premier moteur / générateur (3) de manière à faire tourner un arbre (23) de sortie menant à une roue motrice. La transmission automatique (6) à rapports discontinus relie le train épicycloïdal (10) d'engrenages et le deuxième moteur / générateur (5) à l'arbre (23) de sortie afin de changer sélectivement un rapport de transmission en sortie du train épicycloïdal (10) d'engrenages et du deuxième moteur / générateur (5). La transmission automatique (6) à rapports discontinus comporte une pluralité de positions de rapports. La transmission à rapports discontinus comprend un embrayage (8) à crabots servant d'élément de maintien pour au moins une des positions de rapports et un élément (7) de maintien par adhérence faisant fonction d'élément de maintien pour au moins une autre des positions de rapports, au moins l'élément (7) de maintien par adhérence transmettant un couple en situation de patinage pendant une opération de changement de rapport.
PCT/IB2009/000200 2008-02-26 2009-02-09 Appareil de transmission pour véhicule Ceased WO2009106941A1 (fr)

Applications Claiming Priority (2)

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JP2008044612 2008-02-26
JP2008-044612 2008-02-26

Publications (1)

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WO2009106941A1 true WO2009106941A1 (fr) 2009-09-03

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JP (1) JP5310050B2 (fr)
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114829181A (zh) * 2020-02-24 2022-07-29 宝马股份公司 变速器结构组件和驱动单元
CN115891614A (zh) * 2023-02-08 2023-04-04 上海汽车集团股份有限公司 车辆混合动力驱动系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5195542B2 (ja) * 2009-03-12 2013-05-08 日産自動車株式会社 電動車両の制御装置
JP2013023011A (ja) * 2011-07-19 2013-02-04 Toyota Motor Corp ハイブリッド車両用動力伝達装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000006676A (ja) * 1998-06-23 2000-01-11 Honda Motor Co Ltd ハイブリッド車両
JP2000301959A (ja) * 1999-04-21 2000-10-31 Hitachi Ltd 自動車の動力伝達装置
JP2003127681A (ja) * 2001-10-22 2003-05-08 Toyota Motor Corp 変速機を備えたハイブリッド車駆動構造

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Publication number Priority date Publication date Assignee Title
JP2006090347A (ja) * 2004-09-21 2006-04-06 Nissan Motor Co Ltd ハイブリッド車両
JP4222387B2 (ja) * 2006-03-29 2009-02-12 トヨタ自動車株式会社 ハイブリッド駆動装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000006676A (ja) * 1998-06-23 2000-01-11 Honda Motor Co Ltd ハイブリッド車両
JP2000301959A (ja) * 1999-04-21 2000-10-31 Hitachi Ltd 自動車の動力伝達装置
JP2003127681A (ja) * 2001-10-22 2003-05-08 Toyota Motor Corp 変速機を備えたハイブリッド車駆動構造

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114829181A (zh) * 2020-02-24 2022-07-29 宝马股份公司 变速器结构组件和驱动单元
CN115891614A (zh) * 2023-02-08 2023-04-04 上海汽车集团股份有限公司 车辆混合动力驱动系统

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JP2009227267A (ja) 2009-10-08

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