JP6530618B2 - Drive device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive system of a hybrid vehicle.

  Conventionally, in Patent Document 1 below, a hybrid vehicle using an engine and a motor generator as a power source is configured, and a parking gear that rotates in conjunction with driving wheels and a parking pole that stops the rotation by meshing with the parking gear are provided. Parking lock devices are described.

  Patent Document 2 below describes a differential mechanism including a first rotating element connected to an electric motor, a second rotating element connected to an engine, and a third rotating element connected to a driving wheel so as to be capable of transmitting power. And a parking lock mechanism configured to include a parking gear mechanically connected to the third rotating element and a parking pole that can be engaged with the parking gear, and the parking gear when the shift position is switched to the P range A control device for a hybrid vehicle is described which outputs a signal for engaging a parking pole.

Unexamined-Japanese-Patent No. 2010-254229 Unexamined-Japanese-Patent No. 2010-254229

  However, in a hybrid vehicle using an engine and a motor generator as a power source, there is a problem that it is not possible to move in reverse by utilizing the driving force of the engine when the vehicle reverses because the rotation direction of the engine is one direction. For this reason, reverse travel is performed only by the driving force of the motor generator. However, if reverse motion is performed only by the driving force of the motor generator, the slope performance declines due to insufficient output torque.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to ensure a sufficient driving force at the time of vehicle reverse in a hybrid vehicle having an engine and a motor generator as a power source. It is an object of the present invention to provide a new and improved hybrid vehicle drive that can be

To solve the above problems, according to one aspect of the present invention, an engine drive shaft driven by an engine, a drive shaft of a motor generator for power generation, and a wheel drive shaft transmitting a driving force to wheels are connected. a planetary gear mechanism which is connected to the wheel drive shaft, a motor for driving a vehicle that drives the wheel drive shaft, when to reverse the vehicle, and a lock mechanism for locking the engine drive shaft, the shift lever is P A parking lock mechanism that locks the wheel drive shaft when entering a range ; the lock mechanism locks the engine drive shaft when the shift lever enters an R range; and a parking lock mechanism is driven by the same rod, that runs in conjunction with the position of the shift lever, driving apparatus for a hybrid vehicle is provided.

  The lock mechanism may not lock the engine drive shaft when the state of charge of the battery for supplying power to the motor for driving the vehicle is less than or equal to a predetermined value when moving the vehicle backward. .

  The lock mechanism may be configured by a shift-by-wire mechanism that locks the engine drive shaft by motor drive according to the position of the shift lever.

  As described above, according to the present invention, in a hybrid vehicle having an engine and a motor generator as a power source, it is possible to secure a sufficient driving force at the time of vehicle reverse movement.

It is a schematic diagram which shows the example of a structure used as the premise of the system which concerns on one Embodiment of this invention. It is a schematic diagram which shows the structure of the system which concerns on one Embodiment of this invention. It is a schematic diagram which shows the lock mechanism for locking an engine brake gear. It is a schematic diagram which shows the cross section which followed the dashed-dotted line I-I 'of FIG. It is a schematic diagram which shows the state in which the cam was completely inserted between the pole and the support. The cam for locking an engine brake gear is a figure which shows the state inserted completely between pole and support, Comprising: The cam for locking parking gear has a pole and support for locking parking gear. Is a schematic view showing a state in which it is not inserted between the It is a schematic diagram which shows the state in which the shift lever entered P range. It is a schematic diagram which shows the example which provided the stopper of the cam in the parking rod, and enabled it to move according to the state of SOC of a battery the position of the stopper with respect to a parking rod. It is a schematic diagram for demonstrating the control according to SOC of a battery. It is a schematic diagram for demonstrating the control according to SOC of a battery. It is a schematic diagram for demonstrating the control according to SOC of a battery.

  The present invention will now be described more fully with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. In the present specification and the drawings, components having substantially the same functional configuration will be assigned the same reference numerals and redundant description will be omitted.

  First, with reference to FIG. 1, an example of a configuration that is a premise of a system according to an embodiment of the present invention will be described. The present system is a drive system of a hybrid vehicle driven by an engine and a motor generator. As shown in FIG. 1, this system 200 includes an output shaft 110 driven by the driving force of an engine, a motor generator (MG1) 120 for power generation, a motor generator (MG2) 130 for driving a vehicle, and a planetary gear mechanism 140 A planetary gear mechanism 150, a front wheel 160, and a propeller shaft 170 for transmitting a driving force to a rear wheel (not shown) are provided.

  In FIG. 1, the driving force of output shaft 110 of the engine is transmitted to carrier 142 of planetary gear mechanism 140 via reduction gears 180 and 182, and drives motor generator 120 for power generation via pinion gear 144 and sun gear 145. It is transmitted to the shaft 122. The driving force of the output shaft 110 of the engine transmitted to the carrier 142 is transmitted to the ring gear 146 via the pinion gear 144. The driving force of ring gear 146 is transmitted to wheel drive shaft 210 via transmission gears 190 and 192.

  Further, the driving force of the output shaft 132 of the motor generator 130 for driving the vehicle is transmitted to the pinion gear 152 of the planetary gear mechanism 150. The carrier 154 of the planetary gear mechanism 150 is fixed so as not to rotate. That is, the pinion gear 152 of the planetary gear mechanism 150 does not revolve. The driving force of the output shaft 132 is transmitted to the ring gear 156 fixed to the wheel drive shaft 210 via the pinion gear 152. Thereby, the driving force of the output shaft 110 of the engine and the driving force of the motor generator 130 for driving the vehicle are summed up by the wheel drive shaft 210.

  The drive force of the wheel drive shaft 210 is transmitted to the drive shaft 162 of the front wheel 160 via the transmission gears 220 and 222, and the front wheel 160 is driven by the drive force of the drive shaft 162. Further, the driving force of the wheel drive shaft 210 is transmitted to the propeller shaft 170 as the rotational speed difference between the front and rear wheels is absorbed by the coupling 230. During such normal traveling, the number of revolutions of the wheel drive shaft 210 for driving the wheels is determined by the balance between the number of revolutions of the engine and the number of revolutions of the motor generator 120 for power generation. As an example, 30% of the engine output is spent on power generation by motor generator 120 for power generation, and the remaining 70% is spent on driving the wheels. Although the full-time 4WD system in which the driving force of the wheel drive shaft 210 is transmitted to the front wheel 160 and the rear wheel is illustrated in this embodiment, the driving force of the wheel drive shaft 210 is the front wheel 160 and the rear wheel. It is also possible to apply to the system of FF or FR transmitted to either.

  In the system 200 of FIG. 1 configured as described above, when moving the vehicle forward, the driving force obtained by subtracting the driving force spent for power generation from the driving force of the output shaft 110 of the engine, and the motor generator for driving the vehicle The driving force of 130 is summed on the wheel drive shaft 210, and the front wheel 160 and the rear wheel are driven by the driving force of the wheel drive shaft 210. Further, the driving force of the output shaft 110 of the engine is transmitted to the driving shaft of the motor generator 120 for power generation, whereby the power generator motor generator 120 generates power. The power generated by the motor generator 120 for power generation is charged in the battery, and also serves as a drive source of the motor generator 130 for driving the vehicle.

  Further, in the system of FIG. 1, when the vehicle is reversely moved, the wheel drive shaft 210 is reversely rotated with respect to the time of forward movement of the vehicle by reversely rotating the motor generator 130 for driving the vehicle. Thereby, in the system 200 shown in FIG. 1, the vehicle is moved backward by the driving force of the motor generator 130 for driving the vehicle.

  However, in the system 200 of FIG. 1, since the vehicle is moved backward by the driving force of the motor generator 130 for driving the vehicle, the driving force may be insufficient. In particular, since the driving force of the motor generator 130 for driving the vehicle is directly connected to the front wheel 160 and the rear wheel via the wheel drive shaft 210, the maximum speed of the vehicle is determined by the maximum number of revolutions of the motor generator 130 for driving the vehicle. Further, the maximum climb angle at the time of reverse travel is determined by the maximum torque of the motor generator 130 for driving the vehicle. At this time, the engine can rotate only in one direction, and also rotates in the same direction as in the forward direction of the vehicle when the vehicle reverses. For this reason, since the torque of the engine works in the direction of limiting the driving force of the wheel drive shaft 210 by the motor generator 130 for driving the vehicle, it is not possible to secure the driving force at the time of reverse travel utilizing the engine torque. For this reason, in the system of FIG. 1, the policy for securing the driving force at the time of reverse is to improve the maximum torque of the motor generator 130 for driving the vehicle, from the motor generator 130 for driving the vehicle at the expense of the maximum vehicle speed. The reduction gear to the front wheel 160 and the rear wheel may be reduced, or the weight of the vehicle may be reduced.

  In view of the above, in the system 100 according to the present embodiment, the existing parking lock mechanism is utilized to lock the output shaft 110 of the engine when the shift lever is set to the R range, thereby generating electricity. The driving force of the motor generator 120 is added to the driving force of the motor generator 130 for driving the vehicle to increase the driving force at the time of backward movement of the vehicle. The details will be described below.

  FIG. 2 is a schematic view showing the configuration of a system 100 according to an embodiment of the present invention. In the configuration shown in FIG. 2, an engine brake gear 240 is added to the configuration shown in FIG. 1. The engine brake gear 240 is fixed to the rotation shaft of the reduction gear 182 to which the driving force of the output shaft 110 of the engine is transmitted. In the present embodiment, when the shift lever enters the R range (reverse position) by the operation of the driver, the R support is engaged with the engine brake gear 240, and the engine brake gear 240 is locked.

  When the engine brake gear 240 is locked, the carrier 142 of the planetary gear mechanism 140 is locked together with the output shaft 110. In this state, when the motor generator 120 for power generation functions as a motor to drive the drive shaft 122 of the motor generator 120, the pinion gear 144 is driven by the rotation of the sun gear 145, and the ring gear 146 is driven by the drive of the pinion gear 144. The driving force of ring gear 146 is transmitted to wheel drive shaft 210 via transmission gears 190 and 192. At this time, the rotation of the drive shaft 122 is decelerated according to the gear ratio of the sun gear 145, the pinion gear 144 and the ring gear 146 of the planetary gear mechanism 140, so the torque of the motor generator 120 for power generation is amplified by the wheel drive shaft 210. Will be transmitted.

  Further, as described above, the driving force of the output shaft 132 of the motor generator 130 for driving the vehicle is transmitted to the pinion gear 152 of the planetary gear mechanism 150, and the ring gear 156 fixed to the wheel drive shaft 210 via the pinion gear 152. Transmitted to Thereby, the driving force of the motor generator 120 for power generation and the driving force of the motor generator 130 for driving the vehicle are summed up by the wheel drive shaft 210. Since both the motor generator 120 for power generation and the motor generator 130 for driving the vehicle can rotate in both forward and reverse directions, the vehicle can be moved backward by setting the rotation direction to the backward direction of the wheels.

  Therefore, according to the configuration of the present embodiment, it is possible to drive the front wheels 160 and the rear wheels by both the driving force of the motor generator 120 for power generation and the driving force of the motor generator 130 for driving the vehicle when the vehicle reverses. It becomes possible. This makes it possible to increase the driving force at the time of vehicle reverse movement with respect to the system 200 shown in FIG. 1, and to significantly improve the speed at the time of vehicle reverse movement and the hill climbing performance.

  Next, a mechanism for locking the engine brake gear 240 will be described. In the present embodiment, the mechanism for locking the engine brake gear 240 is configured using a mechanism for locking the parking gear 250 fixed to the wheel drive shaft 210. First, the locking of the engine brake gear 240 will be described. FIG. 3 is a schematic view showing a lock mechanism 300 for locking the engine brake gear 240. As shown in FIG. The lock mechanism 300 shown in FIG. 3 is provided together with a mechanism that locks the parking gear 250. As shown in FIG. 3, the locking mechanism 300 is configured to have a pole 310 engaged with the engine brake gear 240, a support 320 which is a fixed member, and a cam 330 inserted between the pole 310 and the support 320. .

  The pole 310 is rotatable around a fulcrum 310a, and is biased in the direction of the arrow A1 by a spring or the like. When the cam 330 is inserted between the pole 310 and the support 320, the gap between the pole 310 and the support 320 widens. At this time, since the support 320, which is a fixing member, does not move, the pole 310 rotates in the arrow A2 direction about the fulcrum 310a.

  FIG. 4 is a schematic view showing a cross section taken along an alternate long and short dash line I-I 'of FIG. As shown in FIG. 4, the parking rod 410 is inserted into the cam 330, and the cam 330 is biased in the direction of arrow A 3 by the compression spring 420. The cam 330 has a conical side surface 330a, and when the shift lever enters the R range, the parking rod 410 moves in the arrow A3 direction by moving in the arrow A3 direction. At this time, when the side surface 330a of the cam 330 abuts on the slope 310b of the pole 310 and the slope 320a of the support 320, the gap between the pole 310 and the support 320 is expanded, and the pole 310 rotates in the arrow A2 direction in FIG. .

  FIG. 5 shows the cam 330 fully inserted between the pole 310 and the support 320. In this state, the pole 310 rotates in the direction of the arrow A2 in FIG. 3 to engage the engaging portion 310c of the pole 310 between the teeth of the engine brake gear 240. Thereby, engine brake gear 240 is locked.

  The parking rod 410 is directly connected to a shift lever operated by a driver and a cable or the like, and moves in the direction of arrow A3 in FIG. 4 in conjunction with the shift lever. Then, the cam 330 moves in the direction of arrow A3 in FIG. 4 in conjunction with the movement of the parking rod 410. Then, when the shift lever enters the R range, the cam 330 moves to the state shown in FIG. Thereby, engine brake gear 240 can be locked at the time of reverse movement of the vehicle.

  The parking gear 250 is also locked by the same mechanism as the engine brake gear 240 when the shift lever enters the P range. In this embodiment, in order to control the lock state of the engine brake gear 240 and the parking gear 250 in the R range and the P range, two poles 310 and 312 for the parking rod 410 which moves with the operation of the shift lever, Two supports 320, 322 and two cams 330, 332 are provided.

  FIG. 6 shows, as in FIG. 5, the cam 330 for locking the engine brake gear 240 fully inserted between the pole 310 and the support 320. In this state, the cam 332 for locking the parking gear 250 is not inserted between the pole 312 and the support 322 for locking the parking gear 250. Accordingly, the parking gear 250 is not locked at the stage of FIG.

  FIG. 7 shows the shift lever in the P range. In this state, in addition to the state of FIG. 6, a cam 332 for locking the parking gear 250 is inserted between the pole 312 and the support 322. Accordingly, the engine brake gear 240 is locked, the parking gear 250 is locked, and the wheel drive shaft 210 to which the parking gear 250 is fixed is locked. Thereby, the front wheel 160 and the rear wheel are locked. In the normal system shown in FIG. 1, only the pole 312 for locking the parking gear 250, the support 322 and the cam 332 are provided with respect to the parking rod 410. In this embodiment, by providing two poles 310 and 312, two supports 320 and 322, and two cams 330 and 332 with respect to the parking rod 410, in addition to the locking of the parking gear 250 in the P range, The engine brake gear 240 can be locked in the range.

  As described above, in the system according to the present embodiment, by providing a mechanism for locking the engine brake gear 240 anew with respect to the mechanism for locking the parking gear 250, the engine brake when the shift lever enters the R range The gear 240 can be locked. The output shaft 110 of the engine may be locked by a mechanism other than the lock mechanism 300 described above. For example, the output shaft 110 may be locked by a mechanism such as an electromagnetic clutch.

  Next, control when the charge amount of the battery is reduced will be described. As described above, in the present embodiment, the output shaft 110 of the engine is locked, and the driving amount of the motor generator 120 for power generation is used in addition to the driving force of the motor generator 130 for driving the vehicle. Driving force can be increased.

  On the other hand, when the charge amount (SOC) of the battery is lowered, it is assumed that sufficient drive amounts of the motor generator 130 for driving the vehicle and the motor generator 120 for power generation can not be obtained. For this reason, in the present embodiment, when the charge amount of the battery becomes equal to or less than the predetermined value, control is performed so as not to lock the engine brake gear 240 at the time of reverse movement of the vehicle.

  When the engine is driven with the engine brake gear 240 not locked, as described in FIG. 1, the drive shaft 122 of the motor generator 120 for power generation is driven by the driving force of the output shaft 110 to generate the motor generator for power generation. Power generation is performed by 120. When the vehicle reverses when the charge amount of the battery is equal to or less than a predetermined value, the electric power generated by the motor generator 120 for power generation drives the motor generator 130 for driving the vehicle. As a result, even when the charge amount of the battery becomes equal to or less than the predetermined value, the motor generator 130 for driving can be driven while generating electric power by the motor generator 120 of the electric power generation amount.

  As described in FIG. 1, the driving force of the output shaft 110 of the engine is transmitted to the wheel drive shaft 210 via the planetary gear mechanism 140. Further, the driving force of the motor generator 130 for driving the vehicle is transmitted to the wheel drive shaft 210 via the planetary gear mechanism 150. At this time, the motor generator 130 for driving the vehicle rotates in the opposite direction to the forward movement of the vehicle, while the rotation of the engine is in the same direction as the forward movement of the vehicle. The driving force of the engine is subtracted and transmitted onto the wheel drive shaft 210. Therefore, the front wheels 160 and the rear wheels are driven with a driving force lower than the driving force of the motor generator 130 for driving the vehicle by generating power with the driving force of the engine, but when the battery charge amount decreases It is also possible to move the vehicle backwards.

  Various mechanisms can be assumed for locking the engine brake gear 240 in the R range. For example, as shown in FIG. 8, the parking rod 410 is provided with the stopper 430 of the cam 330 so that the position of the stopper 430 relative to the parking rod 410 can be moved according to the state of the battery SOC. In FIG. 8, the shift lever is in the R range, but the movement of the cam in the direction of arrow A3 is inhibited according to the position of the stopper 430, and the pole 310 is not driven by the cam 330. Thus, even when the shift lever enters the R range, the cam 330 does not enter between the pole 310 and the support 320, so that the engine brake gear 240 can be prevented from locking.

  Further, even when the shift lever enters the R range, the cam 330 can be driven by motor control by a shift by wire (SBW) mechanism or the like in order to prevent the engine brake gear 240 from being locked. Thus, although the shift lever is in the R range, the engine brake gear 240 can not be locked.

  9 to 11 are schematic diagrams for illustrating control according to the SOC of the battery. Here, FIG. 9 shows a case where control according to the SOC of the battery is not performed for comparison. 10 shows a case where the engine brake gear 240 is not locked in the R range by the mechanism shown in FIG. 8, and FIG. 11 shows a case where the engine brake gear 240 is not locked in the R range by the shift by wire mechanism. There is.

  As shown in FIG. 9, when the control according to the SOC of the battery is not performed, the lock of the engine brake gear 240 and the parking gear 250 is controlled by the mechanism described with reference to FIGS. When the SOC of the battery is sufficient, the parking gear 250 and the engine brake gear 240 lock in the P range, and only the engine brake gear 240 locks in the R range. In the N range and D range, the parking gear 250 and the engine brake gear 240 are not locked.

  As shown in FIG. 9, when entering the R range, if the SOC of the battery is sufficient, the engine brake gear 240 is locked to drive the drive power of the motor generator 130 for power generation into the vehicle drive motor generator. The vehicle can be added to the driving force of 140 to perform vehicle reverse. Therefore, the necessity of locking the engine brake gear 240 is "necessary". When engine brake gear 240 is locked, the driving force of motor generator 130 for power generation can be moved backward by the driving force of motor generator 140 for driving the vehicle.

  As shown in FIG. 9, when entering the R range, when the SOC of the battery is exhausted, even if the engine brake gear 240 is locked, the motor generator 130 for power generation and the motor generator 140 for driving the vehicle are generated. Can not drive. Therefore, the necessity of the lock of the engine brake gear 240 is "unnecessary". However, in the mechanism in which the cam 330 moves in conjunction with the movement of the parking rod 410 described in FIGS. 4 to 7, the engine brake gear 240 is always locked in the R range. For this reason, power generation can not be performed by the motor generator 130 for power generation in the R range.

  On the other hand, as shown in FIG. 10, when the mechanism shown in FIG. 8 is used, the engine brake gear is controlled by controlling the position of stopper 430 when the SOC of the battery is exhausted when entering the R range. The lock 240 is released (free). Therefore, power can be generated by the motor generator 130 for power generation using the driving force of the engine, and the electric power generated as described above can drive the motor generator 140 for driving the vehicle to perform vehicle reverse movement. . Further, when the mechanism shown in FIG. 8 is used, the positions of the cams 330 and the cams 332 can be set at positions where the pole 310 and the pole 312 are not driven in the P range. Thus, in P range, both engine brake gear 240 and parking gear 250 can be unlocked (free), and power can be generated by driving motor generator 130 for power generation.

  Further, as shown in FIG. 11, when the shift-by-wire mechanism is used, the position of the cam 330 can be controlled regardless of the position of the shift lever, so even if the position of the shift lever is in the R range The position of the cam 330 can be freely controlled so that the cam 330 does not drive the pole 310. Therefore, even when the shift-by-wire mechanism is used, the engine brake gear 240 is unlocked (free) when the SOC of the battery is exhausted when entering the R range. Therefore, power can be generated by the motor generator 130 for power generation using the driving force of the engine, and the electric power generated as described above can drive the motor generator 140 for driving the vehicle to perform vehicle reverse movement. .

  Further, as shown in FIG. 11, when the shift by wire mechanism is used, the positions of the cam 330 and the cam 332 can be controlled regardless of the position of the shift lever, so the position of the shift lever is in the P range. In this case, the position of the cam 330 can be controlled such that the cam 330 does not drive the pole 310, and the position of the cam 332 can be controlled such that the cam 332 does not drive the pole 312. Therefore, when the battery is depleted in the P range, both the engine brake gear 240 and the parking gear 250 can be in the unlocked state (free). Thereby, when the battery is exhausted, the motor generator 130 for power generation can be driven to generate power.

  As described above, according to the present embodiment, the driving force of the motor generator 120 for power generation is added to the driving force of the motor generator 130 for driving the vehicle by locking the engine brake gear 240 at the time of reverse movement of the vehicle. it can. Therefore, it is possible to increase the driving force of the vehicle at the time of reverse movement of the vehicle, and to improve the climbing performance and the vehicle speed.

  Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to such examples. It is obvious that those skilled in the art to which the present invention belongs can conceive of various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also fall within the technical scope of the present invention.

100 system 110 output shaft 120 motor generator for power generation 130 motor generator for vehicle drive 122 drive shaft 140 planetary gear mechanism 210 wheel drive shaft 300 lock mechanism

Claims (3)

A planetary gear mechanism for connecting an engine drive shaft driven by the engine, a drive shaft of a motor generator for power generation, and a wheel drive shaft for transmitting a driving force to the wheels;
A vehicle drive motor connected to the wheel drive shaft and driving the wheel drive shaft;
A lock mechanism for locking the engine drive shaft when moving the vehicle backward;
A parking lock mechanism that locks the wheel drive shaft when the shift lever enters the P range;
Equipped with
The lock mechanism locks the engine drive shaft when the shift lever enters the R range;
It said locking mechanism and said parking lock mechanism is driven by the same rod, characterized that you operate in conjunction with the position of the shift lever, the hybrid vehicle drive system.   The lock mechanism is characterized in that the engine drive shaft is not locked when the state of charge of the battery for supplying power to the motor for driving the vehicle is less than or equal to a predetermined value when moving the vehicle backward. The drive device of the hybrid vehicle according to 1.   The drive device for a hybrid vehicle according to claim 2, wherein the lock mechanism is configured by a shift-by-wire mechanism that performs locking of the engine drive shaft by motor drive according to a position of a shift lever.

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