JP4222302B2 - Hybrid car transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission for a hybrid automobile enabling mounting of a large displacement engine by suppressing request output of a motor even when request driving force becomes large. <P>SOLUTION: The hybrid automobile has an internal combustion engine E and the motor MG used as power sources for driving the vehicle, and the transmission amplifying or reducing rotations of the internal combustion engine E and the motor MG. The transmission is a two intput (In1 and In2)/one output (Out) type, and five or more different input rotational frequencies can be set with respect to one output rotational frequency. The transmission is composed of a first Ravigneaux type planetary gear PG1 and frictional engagement elements comprising a first brake B1, a second brake B2, and a first clutch CL1. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a transmission for a hybrid vehicle having an internal combustion engine and an electric motor as power sources for driving a vehicle, and a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor.

  Conventionally, as a hybrid system, the engine output is distributed to the control motor output and the travel output by the planetary gear, and the drive motor generates torque using the electric power generated by the control motor, and the planetary gear An automobile (registered trademark name “Prius”) equipped with a system that enables a continuously variable transmission by combining with output torque and outputting it to an output shaft has been put into practical use.

However, if the hybrid system is applied to a vehicle equipped with a large displacement engine, the required vehicle driving force increases, and the electric motor required driving force also increases. Therefore, proposals have been proposed to reduce the required torque / output for the electric motor. In the proposed hybrid vehicle, the transmission is arranged at a position where only the output of the internal combustion engine is shifted, a position where only the output of the electric motor is shifted, and a position where the output of the internal combustion engine and the electric motor are simultaneously shifted (for example, , See Patent Document 1).
JP 2003-127681 A

  However, among the conventional hybrid vehicle transmissions, the type that only shifts the output of the internal combustion engine and the type that simultaneously shifts the output of the internal combustion engine and the motor amplify the motor torque more than the amplification ratio of the internal combustion engine torque. If it is desired, a gear mechanism for amplifying the motor torque is required separately. In addition, in the type that shifts only the output of the internal combustion engine, the required torque for the motor increases, or the gear ratio that achieves the large reduction ratio increases as the reduction ratio increases and the reduction ratio increases. There is a problem of getting worse.

  Japanese Patent Laying-Open No. 2004-66898 proposes a configuration in which a Ravigneaux type planetary gear is used to increase the reduction gear ratio without increasing the gear mechanism. However, the proposed transmission has one input / one output, and there remains a problem that a separate reduction gear is required to change the amplification ratio between the internal combustion engine and the electric motor.

  The present invention has been made paying attention to the above-mentioned problem, and is a hybrid vehicle capable of mounting a large displacement engine by suppressing the required output to the electric motor even when the required driving force increases. An object is to provide a transmission.

To achieve the above object, according to a first aspect of the present invention, there is provided a hybrid vehicle including an internal combustion engine and an electric motor as power sources for driving the vehicle, and a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor. ,
The transmission has 2 inputs / 1 output, and is composed of a Ravigneaux planetary gear and a frictional engagement element.
The Ravigneaux type gear includes a first carrier, a first ring gear, a common carrier supporting a first short pinion and a second short pinion that mesh with one long pinion, a second ring gear, and a second sun gear, A first Ravigneaux planetary gear having five rotating elements of
The transmission connects the first sun gear to an electric motor, connects the first ring gear to an internal combustion engine, connects the common carrier to an output member, and connects to the internal combustion engine via a first clutch, Two ring gears are connected to the transmission case via the first brake, and the second sun gear is connected to the transmission case via the second brake, and more than 5 different input rotations for one output speed The number can be set.
In the second invention, in a hybrid vehicle having an internal combustion engine and an electric motor as a power source for driving the vehicle, and including a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor,
The transmission has 2 inputs / 1 output, and is composed of a Ravigneaux planetary gear and a frictional engagement element.
The Ravigneaux type planetary gear includes a first carrier, a first ring gear, a common carrier that supports a first short pinion and a second short pinion that respectively mesh with one long pinion, a second ring gear, and a second sun gear. , A first Ravigneaux type planetary gear having five rotating elements,
The transmission has an electric motor connected to the first sun gear, an internal combustion engine connected to the first ring gear via a second clutch, an output member connected to the common carrier, and an internal combustion engine via the first clutch. A transmission case is connected to the second ring gear via a first brake, and a transmission case is connected to the second sun gear via a second brake. 5 or more different input rotation speeds can be set.
In a third aspect of the invention, in a hybrid vehicle having an internal combustion engine and an electric motor as a power source for driving the vehicle, and a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor,
The transmission has 2 inputs / 1 output, and is composed of a Ravigneaux planetary gear and a frictional engagement element.
The Ravigneaux type planetary gear includes a first sun gear, a common carrier that supports a long pinion and a second short pinion that mesh with each other, a common ring gear that also serves as a first ring gear, a second ring gear, and a third ring gear, and a third short gear. A second Ravigneaux type planetary gear having five rotating elements of a third carrier that supports the pinion and a common sun gear that also serves as the second sun gear and the third sun gear;
The transmission includes an electric motor coupled to the first sun gear, an internal combustion engine coupled to the common carrier via a second clutch, and an output member coupled to the common clutch via the second clutch and the first clutch. An output member, a transmission case connected to the third carrier via a first brake, a transmission case connected to the common sun gear via a second brake, and rotation of the electric motor and the internal combustion engine. The second Ravigneaux type planetary gear is configured to input from the same direction .

  Therefore, in the transmission of the hybrid vehicle of the present invention, the internal combustion engine and the motor can be increased / decreased at different speed ratios. For example, the required torque to the motor is increased by increasing the speed reduction ratio of the motor with respect to the internal combustion engine. Can be reduced. Further, the degree of freedom of setting when the required driving force is achieved is greatly increased by the sum of the internal combustion engine driving force and the electric motor driving force so that the internal combustion engine can also be decelerated. Therefore, it is possible to mount a large displacement engine by reducing the required output to the electric motor even if the required driving force increases.

  Hereinafter, the best mode for carrying out a transmission of a hybrid vehicle of the present invention will be described based on Examples 1 to 4 shown in the drawings.

First, the configuration will be described.
FIG. 1 is a skeleton diagram illustrating a transmission of a hybrid vehicle according to a first embodiment.
The hybrid vehicle of the first embodiment includes an internal combustion engine E and an electric motor MG as power sources for driving the vehicle, and includes a transmission that amplifies or decelerates the rotation of the internal combustion engine E and the electric motor MG.

  The transmission has two inputs (In1, In2) / 1 output (Out), and can set different input rotational speeds of 5 or more for one output rotational speed.

  The transmission includes a first Ravigneaux type planetary gear PG1 (Ravigno type planetary gear), a first brake B1 (friction engagement element), a second brake B2 (friction engagement element), and a first clutch CL1 (friction engagement element). ).

  The first Ravigneaux type planetary gear PG1 includes a first sun gear S1, a first ring gear R1, a common carrier C that supports a first short pinion SP1 and a second short pinion SP2 that mesh with one long pinion LP, respectively. There are five rotating elements, the second ring gear R2 and the second sun gear S2.

  The transmission connects the first sun gear S1 to the electric motor MG, connects the first ring gear R1 to the internal combustion engine E, connects the common carrier C to the output shaft OS (output member) and the first clutch CL1. The second ring gear R2 is connected to the transmission case TC via the first brake B1, and the second sun gear S2 is connected to the transmission case TC via the second brake B2. Is configured.

  Due to the above connection relationship, as shown in the uppermost stage of FIG. 2, in the planetary 1 constituting the double pinion type planetary gear, the rotating elements are arranged in the order of S1-R1-C on the horizontal axis of the collinear chart. 2, in the planet 2 constituting the double pinion type planetary gear, the rotation elements are arranged in the order of C-R2-S2 on the horizontal axis of the collinear chart, as shown in the middle of FIG. In addition, in the cross direction of the planets 1 and 2 constituting the single pinion type planetary gear, the rotating elements are arranged in the order of R1-C-S2 on the horizontal axis of the alignment chart. Incidentally, the double pinion type planetary gear shows an arrangement of S-R-C or C-R-S, and the single pinion type planetary gear shows an arrangement of S-C-R or R-C-S.

  Then, the first ring gear R1, the common carrier C, and the second sun gear S2 are at the same position on the horizontal axis on the alignment chart, so that the five rotational elements of the transmission are shown in FIG. (Second input rotational speed In2) -R1 (first input rotational speed In1) -C (output rotational speed Out) -R2-S2 are arranged in this order. This makes it possible to introduce a rigid lever model that can simply express the dynamic operation of the first Ravigneaux planetary gear train PGR1 with one rigid lever. Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of a method of obtaining by a formula when considering a gear ratio and an element rotational speed of a differential gear. The vertical axis represents the number of rotations (rotational speed) of each rotating element, the horizontal axis represents each rotating element, and the interval between each rotating element is based on the gear ratio of the sun gear and ring gear so that the collinear lever ratio is obtained. (See FIG. 3).

  The transmission according to the first embodiment includes a first speed (FIG. 3 (a1)) that engages the first brake B1 and releases the other engagement elements, and 2 that engages the second brake B2 and releases the other engagement elements. 2-input / 1-output shift pattern (FIG. 3 (a)) for switching between the speed (FIG. 3 (a2)) and the third speed (FIG. 3 (a3)) for engaging the first clutch CL1 and releasing the other engagement elements. )), It is possible to generate five different input rotational speeds In1 and In2 for one output rotational speed Out.

Next, the operation will be described.
[Background technology]
Conventionally, as a hybrid system, the engine output is distributed to the control motor output and the travel output by the planetary gear, and the drive motor generates torque using the electric power generated by the control motor, and the planetary gear An automobile (registered trademark name “Prius”) equipped with a system that enables a continuously variable transmission by combining with output torque and outputting it to an output shaft has been put into practical use.

  However, if the hybrid system is applied to a vehicle equipped with a large displacement engine, the required vehicle driving force increases, and the electric motor required driving force also increases. That is, in the hybrid system that has been put to practical use, the engine is operated with a high gear equivalent to the engine rotation with respect to the output rotation by the planetary gear, so that the engine is operated with good engine efficiency. Will increase. Therefore, as shown in FIG. 4, when the required motor driving force increases, it is necessary to increase the motor torque or dispose the transmission to increase the gear ratio. As the vehicle speed decreases, the required vehicle driving force also increases.

  In view of this, Japanese Patent Laid-Open No. 2003-127681 proposes a plan using a transmission that reduces the required torque / output for an electric motor. However, in the type that shifts only the output of the internal combustion engine and the type of transmission that simultaneously shifts the output of the internal combustion engine and the electric motor, if you want to amplify the motor torque larger than the amplification ratio of the internal combustion engine torque, separately A gear mechanism for amplifying the signal is required. In addition, the type of transmission that shifts only the output of the internal combustion engine increases the required torque for the electric motor, or the reduction ratio increases, and when the reduction ratio increases, the gear mechanism that achieves the large reduction ratio increases in size. Layout becomes worse.

  Japanese Patent Laying-Open No. 2004-66898 proposes a configuration in which a Ravigneaux type planetary gear is used to increase the reduction gear ratio without increasing the gear mechanism. However, the proposed transmission has one input / one output, and a separate reduction gear must be added to change the amplification ratio between the internal combustion engine and the electric motor.

[Distribution of required vehicle driving force]
The transmission of the hybrid vehicle according to the first embodiment aims to enable a large displacement engine to be mounted as the internal combustion engine E by suppressing the required output to the electric motor MG even when the required driving force of the vehicle increases. 2 inputs (In1, In2) / 1 output (Out), and 5 or more different input rotation speeds can be set for one output rotation speed.

  In other words, when the first speed is selected to engage the first brake B1 and release the second brake B2 and the first clutch CL1, as shown in FIG. Rotational speed Out <first input rotational speed In1 <second input rotational speed In2. At this time, the difference between the output rotational speed Out and the input rotational speed In1, In2 is the maximum, that is, the lowest gear ratio is the maximum.

  In addition, when the second speed for engaging the second brake B2 and releasing the first brake B1 and the first clutch CL1 is selected, as shown in FIG. 3 (a2), the rotational speed relationship is the same as when the first speed is selected. In addition, the relationship of output rotational speed Out <first input rotational speed In1 <second input rotational speed In2 is established. However, when the second speed is selected, if the output rotational speed Out is the same as when the first speed is selected, the first input rotational speed In1 and the second input rotational speed In2 are lower than when the first speed is selected.

  Further, when the third speed for engaging the first clutch CL1 and releasing the first brake B1 and the second brake B2 is selected, as shown in FIG. 3 (a3), the relationship between the rotational speeds is the output rotational speed Out. = First input rotational speed In1 = Second input rotational speed In2, and the gear ratio is 1. When the third speed is selected and the output rotation speed Out is the same as when the 1st and 2nd speeds are selected, the first input rotation speed In1 and the second input rotation speed In2 are lower than when the 1st and 2nd speeds are selected. It becomes.

  By selecting 1st speed, 2nd speed and 3rd speed, two input speeds In1 (1), In2 (1) at the 1st speed and 2 inputs at the 2nd speed for the same output speed Out It is possible to generate five different rotational speeds, that is, the rotational speeds In1 (2), In2 (2) and one input rotational speed In1 (3) = In2 (3) at the third speed. It is possible to shift the speed of the motor (the first input speed In1) and the speed of the motor MG (the second input speed In2) at different speed ratios.

  Thus, as shown in FIG. 5, by selecting the first speed in the low vehicle speed range, selecting the second speed in the medium speed range, and selecting the third speed in the high speed range as shown in FIG. The lower the speed, the greater the internal combustion engine driving force, and the required driving force for the motor MG can be kept small. Further, by increasing the gear ratio of the electric motor MG more than that of the internal combustion engine E, it is possible to reduce the electric motor torque for achieving the required driving force for the electric motor MG. Thus, even if the vehicle required driving force increases, it is possible to mount a large displacement engine as the internal combustion engine E by suppressing the required output to the electric motor MG.

Next, the effect will be described.
The effects listed below can be obtained in the transmission of the hybrid vehicle of the first embodiment.

  (1) In a hybrid vehicle having an internal combustion engine E and an electric motor MG as power sources for driving a vehicle, and having a transmission that amplifies or decelerates the rotation of the internal combustion engine E and the electric motor MG, the transmission includes: Since there are 2 inputs (In1, In2) / 1 output (Out), and 5 or more different input rotation speeds can be set for one output rotation speed, there is a need for the motor MG even if the vehicle required driving force increases. By keeping the output small, it is possible to mount a large displacement engine as the internal combustion engine E.

  (2) Since the transmission is constituted by the first Ravigneaux type planetary gear PG1 and the frictional engagement elements B1, B2, and CL1, the axial direction of the two planetary gears compared to the case where three planetary gears are provided. By exhibiting the function of three rows of planetary gears only by securing the dimensions, it is possible to provide a compact transmission in which the axial dimension is shortened.

  (3) The Ravigneaux type planetary gear includes a common carrier C that supports a first sun gear S1, a first ring gear R1, a first short pinion SP1 and a second short pinion SP2 that mesh with one long pinion LP, respectively. A first Ravigneaux type planetary gear PG1 having five rotating elements of a second ring gear R2 and a second sun gear S2, the transmission connects the first sun gear S1 to an electric motor MG, and the first ring gear R1 is connected to the internal combustion engine E, the common carrier C is connected to the output shaft OS and is connected to the internal combustion engine E via the first clutch CL1, and the second ring gear R2 is connected to the transmission via the first brake B1. Since it is connected to the case TC and the second sun gear S2 is connected to the transmission case TC via the second brake B2, it has a two-input / one-output transmission pattern with a three-stage gear ratio while having a compact transmission configuration. Can be achieved.

  (4) The transmission includes a first speed for engaging the first brake B1 and releasing other engaging elements, a second speed for engaging the second brake B2 and releasing other engaging elements, and the first clutch. Since it has a 2-input / 1-output shift pattern that switches between the 3rd speed that fastens CL1 and releases other fastening elements, it can generate 5 different input speeds In1 and In2 for one output speed Out. The required output to the electric motor MG can be kept small in the entire vehicle speed range.

  The second embodiment is an example in which the second clutch CL2 is set between the internal combustion engine E and the first ring gear R1 in the first embodiment.

  First, the configuration will be described. The hybrid vehicle transmission of the second embodiment employs the same first Ravigneaux type planetary gear PG1 as that of the first embodiment, as shown in FIG.

  The first Ravigneaux type planetary gear PG1 includes a first sun gear S1, a first ring gear R1, a common carrier C that supports a first short pinion SP1 and a second short pinion SP2 that mesh with one long pinion LP, respectively. There are five rotating elements, the second ring gear R2 and the second sun gear S2.

  The transmission connects the first sun gear S1 to the electric motor MG, connects the first ring gear R1 to the internal combustion engine E via the second clutch CL2, and connects the common carrier C to the output shaft OS and the first. The second ring gear R2 is connected to the transmission case TC via the first brake B1, and the second sun gear S2 is connected to the transmission case TC via the second brake B2. Are connected to each other.

  With the above connection relationship, as shown in the uppermost stage of FIG. 7, in the planet 1 constituting the double pinion type planetary gear, the rotating elements are arranged in the order of S1-R1-C on the horizontal axis of the collinear chart. 7, in the planet 2 constituting the double pinion type planetary gear, the rotation elements are arranged in the order of C-R2-S2 on the horizontal axis of the collinear diagram, as shown in the middle stage of FIG. In addition, in the cross direction of the planets 1 and 2 constituting the single pinion type planetary gear, the rotating elements are arranged in the order of R1-C-S2 on the horizontal axis of the alignment chart.

  Then, the first ring gear R1, the common carrier C, and the second sun gear S2 are at the same position on the horizontal axis on the collinear chart, so that the five rotational elements of the transmission are S1 as shown in FIG. (Second input rotational speed In2) -R1 (first input rotational speed In1) -C (output rotational speed Out) -R2-S2 are arranged in this order. This makes it possible to introduce a rigid lever model in which the dynamic operation of the first Ravigneaux planetary gear train PGR1 can be simply expressed by one rigid lever on the nomograph (see FIG. 8).

  The transmission of the second embodiment includes a first speed (FIG. 8 (a1)) that engages the second clutch CL2 and the first brake B1 and releases the other engagement elements, the second clutch CL2, and the second brake. Second speed for engaging B2 and releasing other fastening elements (FIG. 8 (a2)), and third speed for engaging the first clutch CL1 and second clutch CL2 and releasing other engagement elements (FIG. 8 (a3) )), A two-input / one-output shift pattern (FIG. 8 (a)) for switching between different input rotational speeds In1 and In2 with respect to one output rotational speed Out. In addition, the first speed (FIG. 8 (b1)) that engages the first clutch CL1 and the first brake B1 and releases the other engagement elements, and the first clutch CL1 and the second brake B2 are engaged and the other engagement is performed. According to the second speed for releasing the element (FIG. 8 (b2)), there is a 1-input / 1-output shift pattern in which only the second input rotation speed In2 is different from one output rotation speed Out.

  Of the two shift patterns, when the vehicle required driving force is large, the mode is switched to the 2-input / 1-output shift pattern, and when the vehicle required drive force is small, the mode is switched to the 1-input / 1-output shift pattern. Shift control means including an integrated controller or the like is provided. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
When the newly added second clutch CL2 is engaged, the first speed (FIG. 8 (a1)), the second speed (FIG. 8 (a2)), and the third speed are the same as the transmission of the hybrid vehicle of the first embodiment. (Figure 8 (a3)), two input rotation speeds In1 (1), In2 (1) at the first speed and two input rotation speeds at the second speed with respect to one same output rotation speed Out It is possible to generate five different rotational speeds, In1 (2), In2 (2) and one input rotational speed In1 (3) = In2 (3) at the third speed, and the rotation of the internal combustion engine E The number (first input rotation speed In1) and the rotation speed of the motor MG (second input rotation speed In2) can be changed at different gear ratios.

  On the other hand, when the newly added second clutch CL2 is released and the first clutch CL1 is engaged, the internal combustion engine E is directly connected to the output shaft OS as shown in FIG. Only the second input rotational speed In2 is shifted. In other words, when the first speed is selected to engage the first clutch CL1 and the first brake B1 and release the second brake B2 and the second clutch CL2, as shown in FIG. In contrast, the output rotational speed Out = the first input rotational speed In1 <the second input rotational speed In2. At this time, the difference between the output rotational speed Out and the second input rotational speed In2 is the maximum, that is, the lowest gear ratio is the maximum.

  Further, when the second speed for engaging the first clutch CL1 and the second brake B2 and releasing the first brake B1 and the second clutch CL2 is selected, as shown in FIG. As in the case of the speed selection, the output rotation speed Out = the first input rotation speed In1 <the second input rotation speed In2. However, when the second speed is selected, if the output speed Out is the same as when the first speed is selected, the second input speed In2 is lower than when the first speed is selected.

  By selecting 1st speed and 2nd speed in this 1-input / 1-output shift pattern, the second input speed In2 (1) at the 1st speed (low gear) and the 2nd speed at the same output speed Out It is possible to generate two different second input rotational speeds In2 with the second input rotational speed I2 (2) in (high gear).

  Here, it is well known that the efficiency of the internal combustion engine E is improved, for example, when the high gear ratio directly connected to the output shaft OS is obtained. However, the electric motor MG is shown in the relationship between the motor rotation speed and the motor torque in FIG. Thus, when obtaining the same output, the low gear may be more efficient than the high gear.

  Therefore, when the required vehicle driving force is small and the internal combustion engine E is traveling in the high gear in the direct connection mode with respect to the output rotation by switching to the 1-input / 1-output shift pattern, the electric motor MG is set to the first speed. Fuel consumption is improved by operating with low gear.

Next, the effect will be described.
In the hybrid vehicle transmission of the second embodiment, in addition to the effects (1) and (2) of the first embodiment, the following effects can be obtained.

  (5) The Ravigneaux type planetary gear includes a common carrier C that supports a first sun gear S1, a first ring gear R1, a first short pinion SP1 and a second short pinion SP2 that mesh with one long pinion LP, respectively. A first Ravigneaux type planetary gear PG1 having five rotating elements of a second ring gear R2 and a second sun gear S2, the transmission connects the first sun gear S1 to an electric motor MG, and the first ring gear R1 is connected to the internal combustion engine E via the second clutch CL2, the common carrier C is connected to the output shaft OS and is connected to the internal combustion engine E via the first clutch CL1, and the second ring gear R2 is connected to the first ring gear R2. Since it is connected to the transmission case TC via the brake B1 and the second sun gear S2 is connected to the transmission case TC via the second brake B2, it has a three-speed ratio while maintaining a compact transmission configuration. A two-input / one-output shift pattern and a one-input / one-output shift pattern with a two-stage gear ratio can be achieved.

  (6) The transmission is configured to engage the second clutch CL2 and the first brake B1 and release other engagement elements, and to engage the second clutch CL2 and the second brake B2 and perform other engagement. Two input rotation speeds In1, In2 with respect to one output rotation speed Out by the second speed for releasing the elements and the third speed for engaging the first clutch CL1 and the second clutch CL2 and releasing the other engagement elements 2-input / 1-output shift pattern for switching between different speeds, first speed for engaging the first clutch CL1 and the first brake B1 and releasing other engagement elements, and engaging the first clutch CL1 and the second brake B2 And the 1st input / 1 output shift pattern for changing only the second input rotational speed In2 with respect to one output rotational speed Out depending on the second speed for releasing the other fastening elements. By connecting the OS directly to one input, only the motor MG is reduced. Is to be able, it can be independently controlled and operating point and the internal combustion engine E of the electric motor MG.

  (7) Of the two shift patterns, shift control for switching to a 2-input / 1-output shift pattern when the vehicle required driving force is large, and switching to a 1-input / 1-output shift pattern when the vehicle required drive force is small. Since the means is provided, the fuel consumption can be improved by changing only the operating point of the electric motor MG to the efficient point of the electric motor MG in the low load region where the 1-input / 1-output shift pattern is selected.

  The third embodiment is an example in which the function of the second embodiment is achieved by the second Ravigneaux type planetary gear PG2.

  First, the configuration will be described. As shown in FIG. 10, the transmission of the hybrid vehicle of the third embodiment employs a second Ravigneaux type planetary gear PG2 different from the first and second embodiments.

  The second Ravigneaux type planetary gear PG2 includes a first sun gear S1, a common carrier C ′ supporting a long pinion LP and a second short pinion SP2 that mesh with each other, a first ring gear R1, a second ring gear R2, and a third ring gear R3. And a common ring gear R that also serves as the third, a third carrier C3 that supports the third short pinion SP3, and a common sun gear S ′ that also serves as the second sun gear S2 and the third sun gear S3.

  The transmission connects an electric motor MG to the first sun gear S1, connects an internal combustion engine E to the common carrier C ′ via a second clutch CL2, and outputs via a second clutch CL2 and a first clutch CL1. The shaft OS is connected, the output shaft OS is connected to the common ring gear R, the transmission case TC is connected to the third carrier C3 via the first brake B1, and the second brake B2 is connected to the common sun gear S ′. The transmission case TC is connected to the second casing, and the rotation of the electric motor MG and the internal combustion engine E is input to the second Ravigneaux type planetary gear PG2 from the same direction.

  With the above connection relationship, as shown in the uppermost stage of FIG. 11, in the planet 1 constituting the single pinion type planetary gear, the rotating elements are arranged in the order of S1-C1-R1 on the horizontal axis of the collinear chart. As shown in the middle stage of FIG. 11, in the planet 2 constituting the double pinion type planetary gear, the rotating elements are arranged in the order of C2-R2-S2 on the horizontal axis of the collinear chart, as shown in the lowermost stage of FIG. In addition, in the planet 3 constituting the single pinion type planetary gear, the rotating elements are arranged in the order of R3-C3-S3 on the horizontal axis of the alignment chart.

  The first carrier C1 and the second carrier C2, the first ring gear R1, the second ring gear R2, the third ring gear R3, and the second sun gear S2 and the third sun gear S3 are in the same position on the horizontal axis on the collinear diagram. Thus, as shown in FIG. 11, the five rotational elements of the transmission are S1 (second input rotational speed In2) −C ′ (first input rotational speed In1) −R (output rotational speed Out) −C3. Arranged in the order of -S '. This makes it possible to introduce a rigid lever model in which the dynamic operation of the second Ravigneaux planetary gear train PGR2 can be simply expressed by one rigid lever on the alignment chart (see FIG. 8). Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described. According to the transmission of the hybrid vehicle of the third embodiment, the rotation of the electric motor MG and the internal combustion engine E is input to the second Ravigneaux planetary gear PG2 from the same direction. When mounted on an FR vehicle (front engine / rear drive vehicle) or the like, the layout is improved. In general, a FR vehicle transmission has a diameter that decreases toward the rear of the vehicle. Therefore, the layout is improved when the electric motor MG is disposed as far as possible. The other actions including the relationship between the on / off state of the clutch and brake and the gear ratio are the same as those in the second embodiment, and the description thereof will be omitted.

Next, the effect will be described.
In the hybrid vehicle transmission of the third embodiment, in addition to the effects of the second embodiment, the following effects can be obtained.

  (8) The Ravigneaux type planetary gear includes a first sun gear S1, a common carrier C 'supporting a long pinion LP and a second short pinion SP2 that mesh with each other, a first ring gear R1, a second ring gear R2, and a third ring gear R3. And a common ring gear R that also serves as a third, a third carrier C3 that supports a third short pinion SP3, and a common sun gear S ′ that serves as a second sun gear S2 and a third sun gear S3. 2 Ravigneaux type planetary gear PG2, wherein the transmission connects the first sun gear S1 with an electric motor MG, and connects the common carrier C ′ with an internal combustion engine E via a second clutch CL2 and a second clutch CL2. And the output shaft OS is connected to the common ring gear R through the first clutch CL1, the transmission case TC is connected to the third carrier C3 through the first brake B1, and the common Sun gear Since the transmission case TC is connected to S ′ via the second brake B2, the rotation of the electric motor MG and the internal combustion engine E is input to the second Ravigneaux type planetary gear PG2 from the same direction. In the case of mounting on, the layout can be improved.

  The fourth embodiment is an example in which an electric motor and a clutch are added to the first input system from the internal combustion engine E, and a brake is added to the second input system from the electric motor MG, based on the first embodiment.

First, the configuration will be described.
FIG. 12 is a skeleton diagram showing the transmission of the hybrid vehicle of the fourth embodiment. In the fourth embodiment, in contrast to the configuration of the first embodiment, a second electric motor MG2 used mainly for starting and generating electric power of the internal combustion engine E between the first ring gear R1 of the first Ravigneaux type planetary gear PG1 and the internal combustion engine E. And the second clutch CL2 for intermittently connecting to the first ring gear R1 to which the first input rotational speed In1 is input, and the first sun gear S1 of the first Ravigneaux type planetary gear PG1 are fixed to the transmission case TC. And a third brake B3. The second input rotational speed In2 from the first electric motor MG1 (corresponding to the electric motor MG of the first embodiment) is input to the first sun gear S1. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
[HEV driving mode]
In the transmission of the hybrid vehicle of the fourth embodiment, in the hybrid vehicle traveling mode (“HEV traveling mode”) that travels by the driving force by the internal combustion engine E and the assist driving force by at least one of the electric motors MG1 and MG2, the following Select one of the 4th speed.

  When the first speed for engaging the second clutch CL2 and the first brake B1 and releasing the second brake B2, the third brake B3, and the first clutch CL1 is selected, as shown in FIG. For one output rotation, the relationship of output rotation speed Out <first input rotation speed In1 <second input rotation speed In2 is established. At this time, the lowest gear ratio corresponding to the first speed at which the difference between the output rotational speeds In1 and In2 and the output rotational speed Out is maximum, that is, the gear ratio is maximum is obtained.

  Further, when the second speed for engaging the second clutch CL2 and the second brake B2 and releasing the first brake B1, the third brake B3, and the first clutch CL1 is selected, as shown in FIG. As in the case of selecting the first speed, the relationship of the numbers is the relationship of output rotation speed Out <first input rotation speed In1 <second input rotation speed In2. However, when the 2nd speed is selected and the output speed Out is the same as when the 1st speed is selected, the 1st input speed In1 and the 2nd input speed In2 are lower than the 1st speed selection and the 2nd speed. An equivalent gear ratio is obtained.

  Further, when the third speed for engaging the first clutch CL1 and the second clutch CL2 and releasing the first brake B1, the second brake B2, and the third brake B3 is selected, as shown in FIG. 13 (a3), The relationship between the rotational speeds is output rotational speed Out = first input rotational speed In1 = second input rotational speed In2, and the gear ratio is 1. When the third speed is selected and the output rotation speed Out is the same as when the 1st and 2nd speeds are selected, the first input rotation speed In1 and the second input rotation speed In2 are lower than when the 1st and 2nd speeds are selected. It becomes.

  In addition, when the 4th speed for engaging the second clutch CL2 and the third brake B3 and releasing the first clutch CL1, the first brake B1, and the second brake B2 is selected, as shown in FIG. 13 (a4). The relationship between the rotational speeds is output rotational speed Out> first input rotational speed In1> second input rotational speed In2 = 0, and an overdrive gear ratio corresponding to the fourth speed. At this time, the first electric motor MG1 is not a power source, and only the internal combustion engine E, or the internal combustion engine E and the second electric motor MG2 are power sources.

  By selecting the 1st, 2nd, 3rd, and 4th speeds, the two input speeds In1 (1), In2 (1) at the 1st speed and the 2nd speed at the same output speed Out Two input rotational speeds In1 (2), In2 (2), one input rotational speed In1 (3) = In2 (3) at the third speed, and one input rotational speed In1 (4) at the fourth speed It is possible to generate six different rotational speeds. The assist, power generation, and regeneration in the “HEV travel mode” are performed by one or both of the first electric motor MG1 and the second electric motor MG2.

[EV driving mode]
In the transmission of the hybrid vehicle of the fourth embodiment, one of the following three speeds is selected in the electric vehicle traveling mode (“EV traveling mode”) in which driving force is generated only by the first electric motor MG1.

  When the first speed of the “EV traveling mode” in which the first brake B1 is engaged and the second clutch CL2, the second brake B2, the third brake B3, and the first clutch CL1 are released is selected, the output rotational speed Out < Because of the relationship of the second input rotational speed In2, a gear ratio corresponding to the first speed is obtained (see FIG. 13 (a1)).

  Further, when the second speed of the “EV traveling mode” in which the second brake B2 is engaged and the second clutch CL2, the first brake B1, the third brake B3, and the first clutch CL1 are released is selected, the output rotational speed Out < The second-speed equivalent gear ratio is obtained because of the relationship of the second input rotational speed In2 (see FIG. 13 (a2)).

  Further, when the third speed of the “EV traveling mode” in which the first clutch CL1 is engaged and the second clutch CL2, the first brake B1, the second brake B2, and the third brake B3 are released is selected, the output rotational speed Out = Second input rotational speed In2 is satisfied, and the gear ratio is 1 (see FIG. 13 (a3)).

  As described above, in the “EV traveling mode”, the second clutch CL2 is released and the internal combustion engine E is disconnected, so that the friction of the internal combustion engine E can be prevented from being transmitted to the tire shaft. In this “EV traveling mode”, the second hybrid motor MG2 is driven by the internal combustion engine E as a generator, and the battery of the first motor MG1 used as a power source is charged, so that the series hybrid vehicle mode can be set. it can.

  Further, at the time of the mode transition from the “EV traveling mode” to the “HEV traveling mode”, the internal combustion engine E is started by the second electric motor MG2 in the “EV traveling mode”, and the output rotational speed of the second clutch CL2 and the internal combustion engine. By adjusting the rotation speed of the internal combustion engine E with the second electric motor MG2 so that the rotation speed of E becomes the same, and engaging the second clutch CL2 at the timing when the rotation speed becomes equal, the “HEV travel mode” Smooth mode transition to “can be performed. Note that regeneration in the “EV travel mode” is performed by the first electric motor MG1.

  Therefore, when driving at a high speed, the “EV driving mode” is selected, so that the accompanying loss that occurs when the second electric motor MG2 rotates at a high speed (the battery is overcharged at the time of high speed driving, etc.). Therefore, since the torque of the second electric motor MG2 is not required, a current is passed to control the torque to be 0 torque, which is a loss at this time).

Next, the effect will be described.
In the transmission of the hybrid vehicle of the fourth embodiment, the following effects can be obtained in addition to the effects of the first embodiment.

  (9) Since the second electric motor MG2 and the second clutch CL2 are added to the first input system from the internal combustion engine E, and the third brake B3 is added to the second input system from the first electric motor MG1, a stepped speed change is performed. The second electric motor MG2 with a speed reducer can be built in the machine, and the follow-up loss that occurs when the second electric motor MG2 rotates at a high speed can be reduced.

  As mentioned above, although the transmission of the hybrid vehicle of this invention has been demonstrated based on Example 1- Example 4, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  For example, in the first to fourth embodiments, an example in which the transmission is configured by a Ravigneaux planetary gear and a frictional engagement element of a brake or a clutch is used, but a plurality of simple planetary gears other than the Ravigneaux planetary gear are used. But it ’s okay.

  In the fourth embodiment, the example in which the motor and the clutch are added to the first input system from the internal combustion engine and the brake is added to the second input system from the motor is shown based on the first embodiment. Based on the third embodiment, the same effect can be obtained by adding a motor and a clutch to the first input system from the internal combustion engine and adding a brake to the second input system from the motor.

  In the fourth embodiment, it is easily conceivable to add one planetary gear to the first input system from the internal combustion engine E and use it as a 5-speed shift or a 6-speed shift.

  In the first to fourth embodiments, an example of application to a hybrid vehicle having an internal combustion engine and one electric motor or two electric motors as a power source for driving the vehicle has been shown, but in short, as a power source for driving the vehicle The present invention can be applied to any hybrid vehicle that includes an internal combustion engine and an electric motor and includes a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor.

1 is a skeleton diagram showing a transmission of a hybrid vehicle of Example 1. FIG. It is a figure which shows the rotation element arrangement | sequence in the collinear diagram showing the rotation speed relationship in the 1st Ravigneaux type planetary gear of the transmission of Example 1. FIG. FIG. 6 is a collinear diagram showing a rotational speed relationship at each of the first, second, and third gear positions with one output / 2 inputs in the transmission of the first embodiment. It is a figure which shows the conventional vehicle request | requirement driving force characteristic shared by an engine driving force and an electric motor driving force when a vehicle speed is set to a horizontal axis and a driving force is set to a vertical axis | shaft. It is a figure which shows the vehicle request | requirement driving force characteristic of Example 1 shared by an engine driving force and an electric motor driving force when a vehicle speed is set to a horizontal axis | shaft and a driving force is set to a vertical axis | shaft. FIG. 6 is a skeleton diagram showing a transmission of a hybrid vehicle according to a second embodiment. It is a figure which shows the rotation element arrangement | sequence in the collinear diagram showing the rotation speed relationship in the 1st Ravigneaux type planetary gear of the transmission of Example 2. FIG. In the transmission of the second embodiment, the rotational speed relationship at each gear position of 1st speed, 2nd speed, and 3rd speed by 1 output / 2 input and the rotational speed at each gear position of 1st speed, 2nd speed by 1 output / 1 input. It is a collinear diagram showing a relationship. FIG. 4 is a motor efficiency characteristic diagram showing the efficiency of motor efficiency with a gear ratio as a parameter when the motor rotation speed is on the horizontal axis and the motor torque is on the vertical axis. FIG. 6 is a skeleton diagram illustrating a transmission of a hybrid vehicle according to a third embodiment. It is a figure which shows the rotation element arrangement | sequence in the collinear diagram showing the rotation speed relationship in the 2nd Ravigneaux type planetary gear of the transmission of Example 3. FIG. FIG. 10 is a skeleton diagram illustrating a transmission of a hybrid vehicle according to a fourth embodiment. FIG. 10 is a collinear diagram showing a rotational speed relationship at each gear position of 1st speed, 2nd speed, 3rd speed, and 4th speed in the HEV travel mode in the transmission of the fourth embodiment.

Explanation of symbols

E Internal combustion engine
MG electric motor
MG1 first electric motor
MG2 second electric motor
OS output shaft (output member)
PGR1 1st Ravigno type planetary gear (Ravigno type planetary gear)
S1 1st sun gear
R1 1st ring gear C Common carrier
R2 2nd ring gear
S2 2nd sun gear
PGR2 2nd Ravigno planetary gear (Ravigno planetary gear)
S1 1st sun gear
C 'Common carrier R Common ring gear
C3 3rd career
S 'common sun gear
TC transmission case
CL1 1st clutch (friction engagement element)
CL2 2nd clutch (friction engagement element)
B1 First brake (friction engagement element)
B2 Second brake (friction engagement element)
B3 Third brake (friction engagement element)
In1 1st input
In2 2nd input
Out output

Claims (7)

In a hybrid vehicle having an internal combustion engine and an electric motor as a power source for driving the vehicle, and having a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor,
The transmission has 2 inputs / 1 output, and is composed of a Ravigneaux planetary gear and a frictional engagement element.
The Ravigneaux type gear includes a first carrier, a first ring gear, a common carrier supporting a first short pinion and a second short pinion that mesh with one long pinion, a second ring gear, and a second sun gear, A first Ravigneaux planetary gear having five rotating elements of
The transmission connects the first sun gear to an electric motor, connects the first ring gear to an internal combustion engine, connects the common carrier to an output member, and connects to the internal combustion engine via a first clutch, Two ring gears are connected to the transmission case via the first brake, and the second sun gear is connected to the transmission case via the second brake, and more than 5 different input rotations for one output speed A hybrid vehicle transmission characterized in that the number can be set. In the hybrid vehicle transmission according to claim 1,
The transmission includes a first speed that engages the first brake and releases the other engagement elements, a second speed that engages the second brake and releases the other engagement elements, and the first clutch that engages the first clutch and the other. A hybrid vehicle transmission having a two-input / one-output shift pattern for switching between a third speed for releasing a fastening element. In a hybrid vehicle having an internal combustion engine and an electric motor as a power source for driving the vehicle, and having a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor,
The transmission has 2 inputs / 1 output, and is composed of a Ravigneaux planetary gear and a frictional engagement element.
The Ravigneaux type planetary gear includes a first carrier, a first ring gear, a common carrier that supports a first short pinion and a second short pinion that respectively mesh with one long pinion, a second ring gear, and a second sun gear. , A first Ravigneaux type planetary gear having five rotating elements,
The transmission has an electric motor connected to the first sun gear, an internal combustion engine connected to the first ring gear via a second clutch, an output member connected to the common carrier, and an internal combustion engine via the first clutch. A transmission case is connected to the second ring gear via a first brake, and a transmission case is connected to the second sun gear via a second brake. A hybrid vehicle transmission characterized in that five or more different input rotation speeds can be set. In a hybrid vehicle having an internal combustion engine and an electric motor as a power source for driving the vehicle, and having a transmission that amplifies or decelerates the rotation of the internal combustion engine and the electric motor,
The transmission has 2 inputs / 1 output, and is composed of a Ravigneaux planetary gear and a frictional engagement element.
The Ravigneaux type planetary gear includes a first sun gear, a common carrier that supports a long pinion and a second short pinion that mesh with each other, a common ring gear that also serves as a first ring gear, a second ring gear, and a third ring gear, and a third short gear. A second Ravigneaux type planetary gear having five rotating elements of a third carrier that supports the pinion and a common sun gear that also serves as the second sun gear and the third sun gear;
The transmission includes an electric motor coupled to the first sun gear, an internal combustion engine coupled to the common carrier via a second clutch, and an output member coupled to the common clutch via the second clutch and the first clutch. An output member, a transmission case connected to the third carrier via a first brake, a transmission case connected to the common sun gear via a second brake, and rotation of the electric motor and the internal combustion engine. A hybrid vehicle transmission characterized in that the second Ravigneaux planetary gear is configured to input from the same direction. In the hybrid vehicle transmission according to claim 3 or 4,
The transmission includes a first speed for engaging the second clutch and the first brake and releasing the other engaging elements, a second speed for engaging the second clutch and the second brake and releasing the other engaging elements, A two-input / one-output shift pattern in which two input rotational speeds are made different from one output rotational speed according to the third speed for engaging the first clutch and the second clutch and releasing the other engaging elements, and the first clutch And the first speed for fastening the first brake and releasing the other fastening elements, and the second speed for fastening the first clutch and the second brake and releasing the other fastening elements, the second speed for one output rotational speed. A transmission for a hybrid vehicle, comprising: a 1-input / 1-output shift pattern that varies only the input rotational speed. In the hybrid vehicle transmission according to claim 5,
Of the two shift patterns, there is provided shift control means for switching to a 2-input / 1-output shift pattern when the vehicle required driving force is large, and switching to a 1-input / 1-output shift pattern when the vehicle required drive force is small A transmission of a hybrid vehicle characterized by that. The transmission of the hybrid vehicle according to any one of claims 1 to 6,
A transmission of a hybrid vehicle, wherein an electric motor and a clutch are added to a first input system from the internal combustion engine, and a brake is added to a second input system from the electric motor .

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