• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    There is provided a power transmission system (1) comprising: an input shaft (4) which can be coupled to an internal combustion engine (60); and an output shaft (5) which can be coupled to the input shaft (4) using a gearshift mechanism (11). The output shaft (5) is coupled to a differential (50). A motor rotation shaft (41) is coupled to a motor generator (40). A power train (12) can interconnect the input shaft (4) and the motor rotation shaft (41) without using the gearshift mechanism (11) to provide power transfer between the drive shaft input (4) and the motor rotation shaft (41) without using the gearshift mechanism (11).
    公开号:FR3062089A1
    申请号:FR1850340
    申请日:2018-01-16
    公开日:2018-07-27
    发明作者:Ryota Takeuchi；Noriyuki ENAMI
    申请人:Suzuki Motor Co Ltd；
    IPC主号:
    专利说明:

    Holder (s):
    SUZUKI MOTOR CORPORATION.
    O Extension request (s):
    ® Agent (s): CABINET PLASSERAUD.
    ® POWER TRANSMISSION SYSTEM AND VEHICLE WITH POWER TRANSMISSION SYSTEM.
    FR 3,062,089 - A1 (57) n is provided a power transmission system (1) comprising: an input shaft (4) which can be coupled to an internal combustion engine (60); and an output shaft (5) which can be coupled to the input shaft (4) using a gear change mechanism (11). The output shaft (5) is coupled to a differential (50). An engine rotation shaft (41) is coupled to an engine generator (40). A powertrain (12) can interconnect the input shaft (4) and the motor rotation shaft (41) without using the gear change mechanism (11) to provide the power transfer between the shaft input (4) and the motor rotation shaft (41) without using the gear change mechanism (11).

    1.
    POWER TRANSMISSION SYSTEM AND VEHICLE WITH POWER TRANSMISSION SYSTEM The present invention relates to a power transmission system and a vehicle with the power transmission system.
    Hybrid electric vehicles in which an internal combustion engine and an engine generator are used as sources of driving force for the propulsion of driving wheels are known. JP 2005-153 691 A discloses an example of hybrid electric vehicles of the aforementioned type. The hybrid electric vehicle disclosed by JP 2005-153 691 A allows the transfer of engine power from an input shaft of a transmission to an output shaft via or by the use of a mechanism of gear change which includes a group of pairs of movable gears. The group of pairs of movable gears comprises from a first to a sixth pair of gears, each pair consisting of one of input or drive gears on the input shaft and a partner of driven or intermediate gears on the output shaft. Power transferred to the output shaft is transferred from a first drive gear on the output shaft to a differential.
    Furthermore, the motor power transferred from a motor gear of the motor generator to an intermediate reduction shaft by means of a driven gear is transferred from a second drive gear to the shaft of intermediate reduction to the differential. In this configuration, the power of the engine and the power of the engine generator are transferred via the differential to drive axles and drive wheels.
    Patent document 1: JP 2005-153 691 A [0005] The known hybrid drive system suffers from a problem in that, when the vehicle is stationary, it is difficult to operate an electrical component, such as air conditioning, which consumes a lot of electrical energy for a long time, because the capacity of the battery fitted in the vehicle is limited.
    To solve the aforementioned problem, one idea is that, when the vehicle is stationary, to compensate for a shortage of electrical energy, the power of the engine is transferred to the engine generator to cause the engine generator to generate electricity.
    In a hybrid drive system described in JP ZOOSISS 691 A, the differential is located between the engine and the engine generator, so that, with the engine power which is transferred to the engine generator for setting As a result of the aforementioned idea, a portion of the engine power is transferred to the drive wheels via the differential. Therefore, it is impractical to use engine power to generate electricity using the engine generator, due to the difficulty of keeping the vehicle stationary.
    An object of the present invention to provide a power transmission system capable of transferring power from an internal combustion engine to an engine generator with a vehicle which is stationary to generate electricity and to propose a vehicle incorporating the power transmission system.
    According to the present implementation, there is provided a power transmission system comprising: an input shaft which can be coupled to an internal combustion engine; an output shaft which can be coupled to the input shaft using a gear change mechanism, the output shaft being coupled to a differential; a first engine rotation shaft connected to an engine generator; and a powertrain which can interconnect the input shaft and the first motor rotation shaft without using the gear change mechanism to provide power transfer between the input shaft and the first motor rotation shaft without using the gear change mechanism.
    This configuration allows the transfer of engine power to the engine generator to cause the engine generator to generate electricity with the vehicle stationary.
    The present invention will be described in detail below with reference to the accompanying drawings in which:
    Figure 1 is a kinematic diagram of a hybrid electric vehicle provided with an embodiment of a power transmission system according to the present invention;
    Figure 2 is a diagram of the power transmission system of the hybrid electric vehicle, showing the relationships between an input shaft, an output or intermediate shaft, a differential, an intermediate reverse gear shaft or a drive shaft rear, a first motor rotation shaft and a second motor rotation shaft;
    FIG. 3 is a block diagram showing the system configuration of the power transmission system of the hybrid electric vehicle;
    FIG. 4 is a diagram showing a power lane while driving the hybrid electric vehicle in forward mode in drive mode with engine power;
    Figure 5 is a diagram showing a power lane while driving the hybrid electric vehicle in reverse in drive mode with engine power;
    FIG. 6 is a diagram showing a power channel without the use of a speed change mechanism in a mode of electricity generation with engine power;
    FIG. 7 is a diagram showing a power channel using the speed change mechanism in electricity generation mode with engine power;
    Figure 8 is a diagram showing a power lane without the use of the gear change mechanism in an electric vehicle (EV) driving mode;
    Fig. 9 is a diagram showing a power lane using the shift mechanism in electric vehicle driving (EV) mode;
    FIG. 10 is a diagram showing a power channel without the use of the speed change mechanism at engine start with the engine generator power;
    Fig. 11 is a diagram showing a power path using the speed change mechanism at engine start with the engine generator power in hybrid electric vehicle (HEV) driving mode;
    Figure 12 is a diagram showing a power track without the use of the gearshift mechanism in the HEV driving mode:
    Fig. 13 is a diagram showing a power path using the gear shifting mechanism in the HEV driving mode;
    FIG. 14 is a diagram showing a power channel without the use of the gear change mechanism during regenerative braking in the HEV driving mode;
    Fig. 15 is a diagram showing a power path using the gear change mechanism during regenerative braking in the HEV driving mode; and FIG. 16 is a kinematic diagram showing the configuration of a hybrid electric vehicle provided with another embodiment of a power transmission system according to the present invention.
    A power transmission system according to one embodiment comprises: an input shaft which can be coupled to an internal combustion engine; an output shaft which can be coupled to the input shaft using a gear change mechanism, the output shaft being coupled to a differential; a first engine rotation shaft connected to an engine generator; and a powertrain which can interconnect the input shaft and the first motor rotation shaft without using the gear change mechanism to provide power transfer between the input shaft and the first motor rotation shaft without using the gear change mechanism.
    This configuration allows the transfer of engine power to the engine generator to cause the engine generator to generate electricity with the vehicle stationary.
    For the purposes of illustration in the figures, the terms "top", "bottom", "right", "left", "rear", "front" and their derivatives relate to the invention according to the orientation of Figure 1.
    The power transmission system and the vehicle provided with the power transmission system according to the present invention will be described below with reference to the accompanying drawings.
    Figures 1 to 16 are diagrams showing a power transmission system.
    The configuration will be described first.
    In FIG. 1, a motor vehicle in the form of a hybrid electric vehicle (HEV) 100 comprises a hybrid drive system in the form of a power transmission system with a first drive machine in the form of a motor 60 and a second drive machine in the form of an engine generator 40. The vehicle 100 comprises an automatic transmission 1. The automatic transmission 1 has six speeds in forward and one speed in reverse.
    In this implementation, the automatic transmission 1 is in the form of an automated manual transmission (AMT). AMT is a transmission that is mechanically similar to a manual transmission with a gear lever, except that a computer performs the clutching and shifting operations. It operates globally as an automatic transmission.
    The automatic transmission 1 comprises a transmission box 2. The interior space of the transmission box 2 houses a clutch 3, an input shaft 4, an intermediate or output shaft 5 which extends in a direction parallel to the input shaft 4, and an intermediate reverse gear shaft 6 which extends in a direction parallel to the input shaft 4.
    The engine 60 is attached to the gearbox 2. The input shaft 20 4 is arranged in alignment with a crankshaft 61 of the engine 60 so that the input shaft 4 has an axis of rotation aligned with an axis of rotation of the crankshaft 61. The crankshaft 61 translates a back and forth movement of each of the pistons 62 in rotational movement. With the clutch 3 engaged, the power having undergone a translation in rotational movement is transmitted from the crankshaft 61 to the input shaft 4. The engine 60 in the present implementation constitutes an internal combustion engine. The intermediate shaft 5 in the present implementation constitutes an output shaft.
    A clutch actuator 21 (cf. FIG. 3) is provided for actuating the clutch 3. With the clutch 3 engaged, the input shaft 4 is connected to the crankshaft 61. The engagement of the clutch 3 allows the transmission of power from the engine 60 to the input shaft 4, while the disengagement of the clutch 3 interrupts the transmission of engine power.
    Referring to Figure 1, a gear change mechanism has the reference number 11. The gear change mechanism 11 comprises a group of pairs of movable gears 4A / 5A, 4B / 5B, 4C / 5C , 4D / 5D, 4E / 5E and 4F / 5F. The input shaft 4 can be connected by the group of displaceable gear pairs 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E and 4F / 5F to the intermediate or output shaft 5 The input shaft 4 supports the first speed input gear 4A, the second speed input gear 4B, the third speed input gear 4C, the fourth input gear speed 4D, the fifth speed input gear 4E and the sixth speed input gear 4F. The input gears 4A and 4B are fixedly supported by the input shaft 4 to rotate integrally with the input shaft 4. The input gears 4C, 4D, 4E and 4F are intermediate gears which can rotate relative to the input shaft 4.
    The output shaft supports the intermediate gear of first speed 5A, the intermediate gear of second speed 5B, the intermediate gear of third gear 5C, the intermediate gear of fourth gear 5D, the intermediate gear of fifth gear 5E and the sixth gear intermediate gear 5F. These intermediate gears 5A, 5B, 5C, 5D, 5E and 5F mesh respectively with the input gears 4A, 4B, 4C, 4D, 4E and 4F.
    The intermediate gears 5A and 5B are intermediate pinions which are supported, so as to be able to rotate, by the output shaft 5. The intermediate gears 5C to 5F are fixedly supported by the output shaft 5 to rotate integrally with the output shaft 5.
    A hub sleeve (or switching element) 7 and a hub sleeve (or switching element) 8 are provided on the input shaft 4. The hub sleeves 7 and 8 are grooved on the shaft input 4 so that the hub sleeves 7 and 8 are movable along the axis of the input shaft 4 but cannot rotate relatively around the axis of the input shaft 4.
    The hub sleeves 7 and 8 are activated by a speed change actuator 22 (of. Figure 3). The gear change actuator 22 comprises a gear change drum and gear change forks so that it can be moved along the axis of the input shaft 4.
    The hub sleeve 7 is located between the fourth input gear 4C and the fifth input gear 4D and is shared by them. The hub sleeve 8 is located between the fifth input gear 4E and the sixth input gear 4F and is shared by them. With the hub sleeves 7 and 8 placed in their neutral position, the input gears 4C, 4D, 4E and 4F are decoupled from the input shaft 4 to rotate as intermediate gears so that the gears input 4C, 4D, 4E and 4F can rotate relative to the input shaft 4. This configuration interrupts a transfer of power (or torque) from the input shaft 4 to the output shaft 5 by through the pairs of movable gears 4C / 5C, 4D / 5D, 4E / 5E and 4F / 5F.
    The input gear 4C is coupled via the hub sleeve 7 to the input shaft 4 by the movement of the hub sleeve 7 by the actuator 22 from the neutral position to the side straight or to the input gear 4C, so that the intermediate and input gears 4C and 5C are now active. The input gear 4D is coupled via the hub sleeve 7 to the input shaft 4 by the movement of the hub sleeve 7 by the actuator 22 from the neutral position to the left side or to the 4D input gear, so that the 4D and 5D input and intermediate gears are now active.
    With the pair of gears 4C / 5C engaged by the coupling of the input gear 4C to the input shaft 4 via the hub sleeve 7, the third speed gear is formed so that, with the friction clutch 3 engaged, the torque is transferred from the input shaft 4 to the output shaft 5 via the pair of displaceable gears 4C / 5C. With the pair of 4D / 5D gears engaged by the coupling of the input gear 4C to the input shaft 4 via the hub sleeve 7, the fourth speed gear is formed so that , with the friction clutch 3 engaged, the torque is transferred from the input shaft 4 to the output shaft 5 via the pair of displaceable gears 4D / 5D.
    The input gear 4E is coupled via the hub sleeve 8 to the input shaft 4 by the movement of the hub sleeve 8 by the actuator 22 from the neutral position to the side straight or to the input gear
    4E, so that the intermediate and input gears 4E and 5E are now active. The input gear 4L is coupled via the hub sleeve to the input shaft 4 by the displacement of the hub sleeve 8 by the actuator 22 from the neutral position to the left side or to the input gear 4F, so that the intermediate and input gears 4F and 5F are now active.
    With the pair of gears 4E / 5E engaged by the coupling of the input gear 4E to the input shaft 4 via the hub sleeve 7, the fifth speed gear is formed so that, with the friction clutch 3 engaged, the torque is transferred from the input shaft 4 to the output shaft 5 via the pair of displaceable gears 4E / 5E. With the pair of gears 4F / 5F engaged by the coupling of the input gear 4F to the input shaft 4 via the hub sleeve 8, the sixth speed gear is formed so that , with the friction clutch 3 engaged, the torque is transferred from the input shaft 4 to the output shaft 5 via the pair of movable gears 4F / 5F.
    A hub sleeve (or switching element) 9 is provided on the input shaft 5. The hub sleeve 9 is splined on the output shaft 5 so that the hub sleeve 9 is movable on along the axis of the output shaft 5 but cannot rotate relatively around the axis of the input shaft 5.
    The hub sleeve 9 is activated by the gear change actuator 22 so that it can be moved along the axis of the input shaft 4. The hub sleeve 9 is located between the shafts intermediaries 5A and 5B and it is shared by them. With the hub sleeve 9 placed in the neutral position, the intermediate gears 5A and 5B are disengaged and inactive so that the intermediate gears 5A and 5B are not in rotational relation to the output shaft 5. This configuration interrupts the transfer of torque from the input shaft 4 to the output shaft 5 via the pairs of displaceable gears 4A / 5A and 4B / 5B.
    The intermediate gear 5A is coupled via the hub sleeve 9 to the output shaft 5 by the movement of the hub sleeve by the actuator 22 from the neutral position to the right side or to the 'intermediate gear 5A, so that the intermediate and input gears 4A and SA are now active. The intermediate gear SB is coupled via the hub sleeve 9 to the input shaft 5 by the movement of the hub sleeve 9 by the actuator 22 from the neutral position to the left side or to the intermediate gear 5B, so that the intermediate and input gears 4B and 5B are now active.
    With the pair of gears 4A / 5A engaged by the coupling of the intermediate gear 5A to the output shaft 5 via the hub sleeve 9, the first speed gear is formed so that , with the friction clutch 3 engaged, the torque is transferred from the input shaft 4 to the output shaft 5 via the pair of displaceable gears 4A / 5A. With the pair of gears 4B / 5B engaged by the coupling of the intermediate gear 5B to the output shaft 5 via the hub sleeve 9, the second speed gear is formed so that with the 'friction clutch 3 engaged, the torque is transferred from the input shaft 4 to the output shaft 5 via the pair of movable gears 4B / 5B.
    Note that here the coupling of one of the input gears 4A, 4B, 4C, 4D, 4E and 4F to the input shaft 4 or the coupling of one of the intermediate gears 5A, 5B, 5C, 5D, 5E and 5F at the output shaft 5 means the coupling of the gear to the shaft after synchronization of the gear with the shaft.
    Note that here the decoupling of one of the input gears 4C, 4D, 4E and 4F of the input shaft 4 or the decoupling of one of the intermediate gears 5A and 5B of the output shaft 5 means the decoupling of the shaft gear to allow the shaft to rotate relative to the associated shaft.
    A final drive gear 5G is fixedly coupled to the output shaft 5 so that the final drive gear 5G and the output shaft 5 rotate integrally. The pairs of movable gears 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E and 4F / 5F constitute an IL gear change mechanism. The hub sleeves 7, 8 and 9 are usable based on the point at which to shift up or down gear, which is determined by retrieving a gear change card with an accelerator position and a vehicle speed, for example, in the case where a lever gear, not shown, is manually placed at a drive range position by the vehicle operator.
    The final drive gear 5G meshes with a final driven gear 51 of a differential 50. The differential 50 is housed in the gearbox 2 The differential 50 is coupled to left and right drive wheels, ίο not shown, through Γ 52L and 52R left and right drive axles.
    The differential 50 transfers the power, which is transferred via the final drive gear 5G from the output shaft 5 to the final driven gear 51, to the left and right wheels via 52L and 52R drive axles while regulating a difference in rotation between the left and right wheels.
    A reverse drive gear 4R is fixedly coupled to the input shaft 4 so that the reverse drive gear 4R and the input shaft 4 can rotate integrally. An intermediate reverse gear (or intermediate gear) follower gear 6A and an intermediate reverse gear (or intermediate gear) drive gear 6B are supported by the intermediate reverse gear shaft 6 so that the the intermediate reverse gear follower gear 6A and the intermediate reverse gear drive gear 6B can rotate relatively with respect to the intermediate reverse gear shaft 6.
    Referring to Figure 2, the reverse reverse intermediate pinion gear 6A meshes with the reverse drive gear 4R. The intermediate reverse gear drive gear 6B meshes with the reverse gear 5R. The reverse gear 5R is fixedly supported by the output shaft 5 so that the reverse gear 5R and the output shaft 5 can rotate together.
    A reverse gear hub sleeve 10 is supported by the intermediate reverse gear pinion shaft 6. The reverse gear hub sleeve 10 is activated by the gear change actuator 22 so as to be able to be moved along the axis of the reverse intermediate gear shaft 6.
    The reverse hub sleeve 10 can be switched to provide a first state in which the intermediate reverse gear follower gear 6A and the intermediate reverse gear drive gear 6B are coupled to be able to turn in solidarity and a second state in which the intermediate reverse gear follower gear 6A and it the intermediate reverse gear drive gear 6B are decoupled.
    The reverse hub 10 being activated by the gear change actuator 22 to effect a gear change to provide the second state, the intermediate reverse gear drive gear 6B is decoupled from the the intermediate reverse gear follower gear 6A, so that the intermediate reverse gear drive gear 6B does not follow the rotation of the intermediate gear follower gear 6A.
    The reverse gear hub 10 being activated by the speed change actuator 22 for shifting the reverse gear in order to provide the first state, the intermediate reverse gear drive gear 6B and the follower gear of the reverse intermediate gear 6A are decoupled, so that the intermediate reverse gear drive gear 6B and the intermediate gear follower gear 6A rotate integrally.
    The hub sleeves 7, 8 and 9 being in their neutral positions, the coupling of the reverse follower gear 6A and of the intermediate reverse gear drive gear 6B allows the transmission of power from the input shaft 4 to the reverse reverse intermediate pinion gear 6A.
    The power transmitted to the intermediate reverse gear follower gear 6A is transmitted to the output shaft 5 via the intermediate reverse gear drive gear 6B and the gear. reverse gear follower 5R, and the power is transmitted from the output shaft 5 to the final driven gear 51 of the differential 50 via the final drive gear 5G.
    This causes the final driven gear 51 of the differential 50 to rotate in the opposite direction to the direction in which the final driven gear 51 rotates during a forward movement of the hybrid electric vehicle 100, bringing the wheels left and right to be rotated in the opposite direction via the drive axles 52L and 52R. This allows the hybrid electric vehicle 102 to travel in reverse.
    The intermediate reverse gear drive gear 6B being decoupled from the intermediate reverse gear follower gear 6A by activating the reverse hub sleeve 10, the intermediate gear follower gear reverse gear 6A is allowed to rotate relative to the intermediate reverse gear drive gear 6B. This allows the hybrid electric vehicle 100 to move forward because power is not transmitted from the reverse drive gear 4R to the reverse intermediate gear drive gear 6B.
    In this implementation, the intermediate reverse gear follower gear 6A and the intermediate reverse gear drive gear 6B are supported, so as to be able to rotate, by the pinion shaft reverse gear 6 so that with the reverse hub sleeve 10 which is switched to provide the second state (inactive) in which the reverse gear pinion follower gear 6A and the drive gear of the reverse intermediate gear 6B are decoupled, the intermediate reverse gear follower gear 6A and the reverse gear intermediate drive gear 6B are intermediate gears. With the reverse hub sleeve 10 which is switched to provide the first state (active), the reverse intermediate gear follower gear 6A and the reverse gear intermediate drive gear 6B are coupled. This implementation is not limited to the above configuration.
    For example, the present implementation can be configured so that one of the intermediate reverse gear follower gear 6A and the intermediate reverse gear drive gear 6B is supported by so as not to be able to rotate (fixedly) by the intermediate reverse gear shaft 6 and the other is supported so as to be able to rotate by the intermediate reverse gear shaft 6.
    In this case, with the reverse hub sleeve 10 which is switched to provide the second state (inactive), the other of the intermediate reverse gear follower gear 6A and the gear intermediate reverse gear drive 6B is decoupled from the intermediate reverse gear shaft 6. With the reverse hub sleeve 10 which is switched to provide the first (active) state, the other of the gear of the intermediate reverse gear follower 6A and of the drive gear of the intermediate reverse gear 6B is coupled to the intermediate reverse gear shaft 6 so that the intermediate reverse gear follower gear 6A and the reverse reverse intermediate pinion drive gear 6B are coupled to rotate integrally.
    A motor generator 40 is attached to the gearbox 2. An inverter, not shown, is connected to the motor generator 40. In power mode, the inverter converts the DC power of the battery into AC power and supplies the AC power converted to the motor generator 40. In regeneration mode, the inverter converts the AC power generated by the motor generator 40 to DC power and supplies the converted DC power to the battery to charge it.
    The engine generator 40 includes an engine rotation shaft 41. The power generated by the engine generator 40 is transmitted to the engine rotation shaft 4L The engine rotation shaft 41 is housed in the box transmission 2. The motor rotation shaft 41 extends in a direction parallel to the input shaft 4 and to the output shaft 5. A motor drive gear 42 is fixedly supported by the engine rotation shaft 4L Another engine rotation shaft 43 is housed in the gearbox 2. The engine rotation shaft 43 extends in a direction parallel to the input shaft 4 and to the output shaft 5. A motor follower gear 44, an input shaft side gear 45 and an output shaft side gear 46 are supported by the motor rotation shaft 43.
    The motor follower gear 44 is fixed to the motor rotation shaft 43 to rotate integrally with the motor rotation shaft 43. The motor follower gear 44 meshes with the gear motor drive 42 for power transmission from the motor follower gear 44 to the motor drive gear 42 or from the motor drive gear 42 to the motor follower gear 44. The gear of the input shaft side 45 meshes with the reverse intermediate gear pinion gear 6A for the transmission of power between the input shaft side gear 45 and the intermediate gear follower gear reverse gear 6A. The output shaft side gear 46 meshes with the reverse gear 5R for the transmission of power between the output shaft side gear 46 and the reverse gear 5R.
    The motor rotation shaft 43 has a hub sleeve 47 thereon. The hub sleeve 47 is grooved on the motor rotation shaft 43 so that the hub sleeve 47 can move along the axis of the motor rotation shaft 43 but cannot rotate relatively around the axis of the motor rotation shaft 43.
    The hub sleeve 47 is activated by a motor actuator 23 (see Figure 3). The motor actuator 23 comprises a speed change motor and speed change forks, not shown, so that it can move along the axis of the motor rotation shaft 43. The sleeve hub 47 is located between and shared by the input shaft side gear 45 and the output shaft side gear 46.
    With the hub sleeve 47 placed in its neutral position, the input shaft side gear 45 and the output shaft side gear 46 are decoupled from the rotation shaft of motor 43 to rotate as intermediate gears, so that the input shaft side gear 45 and the output shaft side gear 46 can rotate relative to the motor rotation shaft 4 In this configuration, the transfer of power between the motor rotation shaft 41 and the input shaft 4 and the power transfer between the motor rotation shaft 41 and the output shaft 5 are interrupted.
    The input shaft side gear 45 is coupled via the hub sleeve 47 to the motor rotation shaft 43 by the movement of the hub sleeve 47 by the motor actuator 23 from the neutral position to the side of the input shaft side gear 45 (left side). The output shaft side gear 46 is coupled via the hub sleeve 47 to the motor rotation shaft 43 by the movement of the hub sleeve 47 by Γ motor actuator 23 from the point position dead at the side of the output shaft side gear 46 (right side).
    With the input shaft side gear 45 which is coupled to the motor rotation shaft 43 via the hub sleeve 47, the input shaft 4 is connected to the motor rotation shaft 41 via reverse drive gear 4R, reverse intermediate gear follower gear 6A, input shaft side gear 45, shaft motor rotation 43, the motor follower gear 44 and the motor drive gear 42.
    This power path is a path which can interconnect the motor rotation shaft 43 and the input shaft 4 without using the gear change mechanism 11. With the clutch 3 engaged, this power path provides power transfer from the input shaft 4 to the engine generator 40 via the hub sleeve 47, the input shaft 4 is connected to the motor rotation shaft 41 via of the reverse drive gear 4R, the reverse intermediate pinion follower gear 6A, the input shaft side gear 45, the motor rotation shaft 43, the follower gear motor 44, motor drive gear 42 and motor rotation shaft 41. This allows the motor generator 40 to generate electricity.
    In addition, the aforementioned power path provides power transfer from the engine generator 40 to the input shaft 4 via the engine rotation shaft 41, the drive gear of motor 42, the motor follower gear 44, the motor rotation shaft 43, the input shaft side gear 45, the reverse reverse intermediate gear follower 6A and the idler gear reverse drive 4R.
    In the present implementation, the reverse drive gear 4R, the intermediate reverse gear follower gear 6A, the input shaft side gear 45, the drive shaft motor rotation 43, the motor follower gear 44 and the motor drive gear 42 constitute elements of a powertrain or of a first powertrain 12. The powertrain 12 can interconnect the drive shaft input 4 and the motor rotation shaft 41 without using the gear change mechanism 11, providing the transfer of power between the input shaft 4 and the motor rotation shaft 41 without using the change mechanism speed 11.
    With the output shaft side gear 46 which is coupled to the motor rotation shaft 43 via the hub sleeve 47, the output shaft 5 is connected to the output shaft. motor rotation 41 via the reverse gear 5R, output shaft side gear 46, the motor rotation shaft 43, the motor follower 44 and the gear motor drive 42.
    This power channel is a channel which can interconnect the motor rotation shaft 43 and the output shaft 5 without using the speed change mechanism 11. This power channel provides the transfer of power from the output shaft 5 to the motor rotation shaft 41 via the reverse gear 5R, the output shaft side gear 46, the motor rotation shaft 43, l motor follower gear 44 and motor drive gear 42.
    In addition, the aforementioned power path provides power transfer from the engine generator 40 to the output shaft 5 via the engine rotation shaft 41, the motor drive gear 42, the motor follower gear 44, the motor rotation shaft 43, the output shaft side gear 46 and the reverse gear 5R.
    In this implementation, the reverse gear
    5R, the output shaft side gear 46, the motor rotation shaft 43, the motor follower gear 44 and the motor drive gear 42 constitute elements of a second powertrain 13 The second powertrain 13 can interconnect the output shaft 5 and the engine rotation shaft 41 without using the gear change mechanism 11 to provide power transfer between the output shaft 5 and the shaft of motor rotation 41 without using the gear change mechanism 11. In the present implementation, the intermediate reverse gear pinion shaft 6 constitutes a reverse gear shaft which is activated during the operation of the hybrid electric vehicle 100 backwards.
    In the present implementation, the reverse drive gear 4R and the intermediate reverse gear follower gear 6A constitute a first element of reverse drive powertrain 14 which can transfer power between the input shaft 4 and the intermediate reverse gear pinion shaft 6. In the present embodiment, the intermediate reverse gear drive gear 6B and the reverse follower gear 5R constitute a second reverse power unit element 15 which can transfer power between the output shaft 5 and the intermediate reverse gear shaft 6.
    In the present implementation, the input shaft side gear constitutes a first powertrain element 16 which can transfer power between the engine rotation shaft 41 and the first powertrain element reverse gear 14. This configuration can transfer power between the motor rotation shaft 41 and the input shaft 4 via the reverse drive gear 4R, the pinion follower gear reverse gear 6A and the input shaft side gear 45.
    In the present implementation, the output shaft side gear constitutes a second powertrain element 17 which can transfer power between the engine rotation shaft 41 and the second powertrain element. reverse 15. This configuration can transfer power between the motor rotation shaft 41 and the output shaft 5 via the reverse gear 5R and the output shaft side gear 46.
    In the present implementation, the hub sleeve 47 can selectively couple the input shaft side gear 45 to the motor rotation shaft 43 and decouple the shaft side gear d input 45 of the motor rotation shaft 43, by selectively connecting the input shaft side gear 45 to the motor rotation shaft 41 via the motor follower gear 44 and the motor drive gear 42 and disconnecting the input shaft side gear 45 from the motor rotation shaft 41.
    In addition, the hub sleeve 47 can selectively couple the output shaft side gear 46 to the motor rotation shaft 43 and decouple the output shaft side gear 46 from the motor rotation shaft 43, thereby selectively connecting the output shaft side gear 46 to the motor rotation shaft 41 via the motor follower gear 44 and the drive gear motor 42 and disconnecting the output shaft side gear 46 from the motor rotation shaft 41.
    In the present implementation, the reverse drive gear 4R constitutes a first reverse gear and the intermediate reverse gear follower gear 6A constitutes a second reverse gear. The intermediate reverse gear drive gear 6B constitutes a third reverse gear, and. F reverse gear 5R constitutes a fourth reverse gear.
    In this implementation, the motor rotation shaft 41 constitutes a first motor rotation shaft, and the motor rotation shaft 43 constitutes a second motor rotation shaft. The motor drive gear 42 constitutes a first motor gear, and the motor follower gear 44 constitutes a second motor gear. The input shaft side gear 45 constitutes a third motor gear, and the output shaft side gear 46 constitutes a fourth motor gear. The hub sleeve 47 constitutes a switching element.
    Referring to Figure 2, the input shaft 4 and the output shaft 5 are located between the final driven gear 51 of the differential 50 and the intermediate reverse gear shaft 6. The motor rotation shaft 43 is located below the output shaft 5 and the reverse reverse gear shaft 6.
    The motor rotation shaft 41 is distant from the differential 50 towards the front more than the motor rotation shaft 43 is. FIG. 2 schematically indicates the relationship between the input shaft 4, the output shaft 5, the differential 50, the intermediate reverse gear shaft 6, the first motor rotation shaft 41 and the second shaft rotation of motor 43, and the reciprocal relation in dimensions of the gears does not correspond to those of the real gears.
    Referring to Figure 3, the hybrid electric vehicle 100 is provided with an electronic control unit (ECU) 20. The ECU 20 consists of a computer unit comprising, in particular, a central unit (CPU ), random access memory (RAM), read only memory (ROM), flash memory for backing up data, input ports and output ports.
    To the ECU 20, it is connected to the actuators comprising, in particular, the gear change actuator 22, a clutch actuator 21 and the engine actuator 23. In addition, to the ECU 20 , it is connected to sensors comprising, in particular, an accelerator pedal (or gas pedal) position sensor 24, a vehicle speed sensor 25, a crankshaft position sensor 26 and a range sensor. transmission (or switch) 27.
    Γ0078] The accelerator pedal position sensor 24 detects the position of an accelerator pedal (or a gas pedal) 24A and provides an accelerator pedal position input to the ECU 20. The vehicle speed sensor 25 detects vehicle speed 100 and provides vehicle speed input to the ECU 20. Crankshaft position sensor 26 detects the angular position of a crankshaft 61 (see Figure 1) and provides a crankshaft position input to the ECU
    20. The ECU 20 determines the engine speed, ie the crankshaft speed, of the engine 60 in response to the crankshaft position input from the crankshaft position sensor 26.
    The transmission range sensor 27 detects the range position selected by the vehicle operator by means of a range selector (or gearshift lever), not illustrated. In automatic shift mode, the transmission range sensor 27 provides a range position input, for example a neutral range position input (N), a reverse range position input (R) , and a drive range position input (D), to the ECU 20. In manual shift mode, the transmission range sensor 27 provides a gear position input, for example a gear input. first gear position, second gear position input, third gear position input, fourth gear position input, fifth gear position input, and sixth gear position input, to the ECU 20.
    The ECU ROM 20 stores a speed change card containing various speed change points. The gear change points are recoverable with parameters including an accelerator pedal position and a vehicle speed. With the gearshift lever which is placed in range position D by the operator, the ECU 20 performs a table lookup operation in the gearshift card with the vehicle speed input from the sensor 25 and the accelerator pedal position input from the accelerator pedal position sensor 24 to find the appropriate shift point, and activates the shift actuator 22 to put the gear change mechanism 11 in a target gear (or gear) to be formed after the gear change.
    The ECU 20 includes the function of a mode configuration module 20A. The mode configuration module 20A configures the selected one of various modes including in particular an electric vehicle drive (EV) mode, a hybrid electric vehicle (HEV) drive mode, an engine start mode and a mode of electricity generation by engine power with the vehicle stationary.
    The mode configuration module 20A configures the selected one of the electric vehicle (EV) drive mode, the hybrid electric vehicle (HEV) drive mode, the engine start mode and the generation of electricity by engine power with the engine stopped in response to information created by the inputs from the accelerator pedal position sensor 24, the vehicle speed sensor 25 and the transmission range sensor 27 .
    In the EV drive mode, with the engine 60 stopped, the engine generator 40 is used as a drive source to drive the vehicle 100. In the HEV drive mode, the engine 60 and the engine generator 40 are used as drive sources to propel the vehicle 100.
    The motor drive mode, the motor assisted drive mode and the power generation drive mode can be configured in the HEV drive mode. In the engine drive mode, the engine 6 is used to drive the vehicle 100 instead of driving the engine generator 40.
    In the motor-assisted drive mode, the engine 60 and the engine generator 40 are used as drive sources for driving the vehicle 100, that is to say the engine generator 40 operating in power mode. In the electricity generation drive mode, with the engine 60 which is used as a drive source for driving the vehicle 100, the engine generator 40 operates as a generator for charging the battery, this is ie the engine generator 40 operating in regeneration mode.
    In the engine start mode, the engine 60 which is stopped is started, for example the engine 60 is started during the drive in mode
    21 'EV training. In the mode of generating electricity by engine power with the vehicle stationary, the engine 60 causes the engine generator 40 to generate electricity to charge the battery with the electricity which is generated by the generator. motor 40.
    In the case where the HEV drive mode is selected by the mode configuration module 20A, the ECU 20 controls the engine 60 with the engine generator 40 as a load so that the operating point which is determined by the engine speed (or engine speed) of engine 60 and the accelerator pedal position (or engine torque) of engine 60 moves on and along a selected optimal fuel consumption line.
    The ECU 20 operates as a torque demand calculation module 20B. With the HEV or EV drive mode which is configured, the torque demand calculation module 20B calculates a torque demand for the vehicle 100 on the basis of the inputs coming from the accelerator pedal position sensor 24, the vehicle speed 25 and the crankshaft position sensor 26. The torque demand calculation module 20B calculates a torque demand and a rotation speed request to the engine generator 40 so that the torque demand to the vehicle 100 is satisfied.
    The ECU 20 operates as a switching control module 20C. The ECU 20 switch control module 20 controls the motor actuator 23 so that the motor actuator 23 moves the hub sleeve 47 to the second position, as shown in Figure 8 , provided that the torque request to the engine generator 40 which is calculated by the torque request calculation module 20B is less than a predetermined value. With the hub sleeve 47 which is moved to the second position, the motor rotation shaft 41 and the second powertrain 13 are connected. The second position is the position of the hub sleeve 47 to which the motor rotation shaft 41 and the second powertrain 13 are connected.
    The switching control module 20C of the ECU 20 controls the motor actuator 23 so that the motor actuator 23 moves the hub sleeve 47 to the first position, as illustrated in FIG. 9, provided that the torque request to the engine generator 40 which is calculated by the torque request calculation module 20B is greater than or equal to the predetermined value. With the hub sleeve 47 which is moved to the first position, the motor rotation shaft 41 and the first powertrain 12 are connected. The first position is the position of the hub sleeve 47 to which the motor rotation shaft 41 and the first powertrain 12 are connected.
    With the HEV drive mode which is configured by the mode configuration module 20A, the switching control module 20C moves the hub sleeve 47 to the second position, as illustrated in FIG. 8, for connect the engine rotation shaft 41 to the second powertrain
    13.
    With the mode of generation of electricity by engine power with the vehicle stationary or the engine start mode which is configured by the mode configuration module 20A, the switching control module 20C moves the hub sleeve 47 at the first position, as illustrated in FIG. 9, for connecting the motor rotation shaft 41 to the first powertrain 12.
    In the present implementation, the automated manual transmission (AMT) 1, which comprises the input shaft 4, the output shaft 5, the reverse gear intermediate shaft 6, the mechanism gear change 11, the first powertrain 12 and the second powertrain 13, constitutes the power transmission system.
    Referring to the power channels in the various modes indicated in Figures 4 to 15, the operation of the power transmission system will be described in detail below. In Figures 4 to 15, the power channel in each mode is indicated by a thick bold line.
    Motor power drive mode, power channel while driving forward: Figure 4.
    Figure 4 shows a power channel while driving forward in engine power drive mode. The expression "engine power drive mode" is used herein to mean a drive mode in which the vehicle is driven only by engine power 60.
    In FIG. 4, when the mode configuration module 20A configures the drive mode by the engine power, the reverse hub sleeve 10 decouples the reverse gear intermediate drive gear 6B of the intermediate reverse gear follower gear 6A for driving in forward gear.
    In addition, an appropriate one of the hub sleeves 7, 8 and 9 is activated by the gear change actuator 22 in response to a selected one of gears (or gears) for coupling one suitable for gears 4C, 4D, 4E, 4F, 5A and 5B to one associated with input shaft 4 and output shaft 5, where: gear 4C is input gear 4C of the pair of movable gears 4C / 5C for the third gear, the gear 4D is the input gear 4D of the pair of movable gears 4D / 5D for the fourth gear, the gear 4E is the gear input 4E of the pair of movable gears 4E / 5E for the fifth gear, the gear 4F is the input gear 4F of the pair of movable gears 4F / 5F for the sixth gear, the gear 5A is the intermediate gear 5A of the pair of movable gears 4A / 5A for the first gear, and the gear 5B is the intermediate gear 5B of the pair of movable gears 4B / 5B for the second th gear.
    In Figure 4, the clutch 3 is engaged and the gear change hub 7 is moved to the right to couple the input gear 4C to the input shaft 4, for example, so that the pair of movable gears of the input gear 4C and the intermediate gear 5C is active to form the third gear. The power of the engine 60 is transferred from the crankshaft 61 to the input shaft 4 via the clutch 3. The power is transferred from the input shaft 4 to the output shaft 5 by the intermediate of the pair of movable gears 4C / 5C. Power is transferred from the final drive gear 5G of the output shaft 5 to the final drive gear 51 of the differential 50.
    With the power which is transferred to the final driven gear 51, the differential 50 transfers the power to the left and right wheels via the drive axles 52L and 52R while regulating a difference in rotation between the wheels left and right, This allows vehicle 100 to move forward.
    Motor power drive mode, power path while driving in reverse: Figure 5
    In FIG. 5, when the mode configuration module 20A configures the drive mode by the motor power, the speed change actuator 22 displaces the hub sleeves 7, 8 and 9 towards their neutral point positions for driving in reverse. For reverse driving, the reverse hub sleeve 10 couples the reverse intermediate pinion follower gear 6A and the reverse intermediate pinion drive gear 6B.
    With the input of engine power 60 to the input shaft 4 from the crankshaft 61 via the clutch 3, this configuration allows the power input to the shaft from input 4 to be transferred from the reverse drive gear 4R to the intermediate reverse gear follower gear 6A.
    After the power which is transferred to the intermediate reverse gear follower gear 6A is transferred via the intermediate reverse gear drive gear 6B and the speed follower gear rear 5R to the output shaft 5, the power is transferred from the final drive gear 5G to the final driven gear 51 of the differential 50. This causes the drive axles 52L and 52R to reverse the left drive wheels and right, that is to say to rotate the drive wheels left and right to the rear. Consequently, the hybrid electric vehicle 100 can move backwards.
    Mode of electricity generation by engine power with stationary vehicle: Figure 6
    In the mode of generating electricity by engine power with the hybrid electric vehicle 100 which is stationary, the power transmission system 1 can generate electricity by supplying the engine generator 40 with the power coming from the engine 60 without using the gear change mechanism 11.
    In FIG. 6, with the hybrid electric vehicle 100 which is stationary, when the mode configuration module 20A configures the mode of generation of electricity by engine power, the speed change actuator 22 moves the hub sleeves 7, 8 and 9 in their neutral positions.
    In addition, the reverse hub sleeve 10 decouples the intermediate reverse gear drive gear 6B from the intermediate reverse gear follower gear 6A, and the hub sleeve 47 is moved to the first position, by coupling the input shaft side gear 45 to the motor rotation shaft 43.
    With the input of engine power 60 to the input shaft 4 from the crankshaft 61 via the clutch 3, this configuration allows the power input to be transferred to the shaft d input 4 of the gear d 1 reverse drive 4R to the intermediate reverse gear follower gear 6A, then to the engine generator 40 via the input shaft side gear 45 , the motor rotation shaft 43, the motor follower gear 44, the motor drive gear 42 and the motor rotation shaft 41. This causes the motor generator 40 to generate electricity to charge the battery.
    [0106] Electricity generation training mode or electric power generation mode by motor power: FIG. 7
    While driving the vehicle 100, with the mode configuration module 20A which configures the drive mode for generating electricity, the speed change actuator 22 moves one of the appropriate hub sleeves 7, 8 and 9 to a desired gear to be formed.
    Referring to Figure 7, to form the first gear, for example, the gear change actuator 22 moves the hub sleeve 9 towards the intermediate gear side 5 to couple the intermediate gear 5A to the output shaft 5. In addition, the motor actuator 23 moves the hub sleeve 47 to the second switching position to couple the output shaft side gear 46 to the motor rotation shaft 43.
    In this configuration, the power is transmitted from the input shaft 4 to the differential 50 via the input gear 4A, the intermediate gear 5A, the output shaft 5, the gear d 'final drive 5G and the final driven gear 51 Power is transferred from the differential 50 to the left and right wheels via the drive axles 52L and 52R.
    In addition, the power is transferred from the output shaft 5 to the engine generator 40 via the reverse gear 5R, the output shaft side gear 46, the motor rotation shaft 43, motor follower gear 44, motor drive gear 42 and motor rotation shaft 41. This causes the motor generator 40 to generate electricity.
    EV drive mode in which the power of the engine generator 40 is transferred without using the speed change mechanism 11: FIG. 8
    In the case where it is determined that the torque demand to the engine generator 40, which is calculated by the torque demand calculating module 20B, is less than a predetermined value, the switching control module 20C of the ECU 20 controls the motor actuator 23 so that the motor actuator 23 moves the hub sleeve 47 to the second position, as illustrated in FIG. 8.
    With the hub sleeve 47 which is moved to the second position, the motor rotation shaft 41 and the second powertrain 13 are connected. In this configuration, the power from the motor generator 40 is transferred to the output shaft 5 via the motor rotation shaft 41, the motor drive gear 42, the motor follower gear 44, the motor rotation shaft 43, the output shaft side gear 46 and the reverse gear 5R.
    With the power which is transferred to the output shaft 5, the power is transferred from the final drive gear 5G to the final driven gear 51, then from the differential 50 to the drive wheels via the 52L and 52R drive axles. This allows the vehicle 100 to move forward by the power of the engine generator 40.
    EV drive mode in which the power of the engine generator 40 is transferred using the gear change mechanism 11: FIG. 9
    In the case where it is determined that the torque demand to the engine generator 40, which is calculated by the torque demand calculation module 20B, is greater than or equal to the predetermined value, the switching control module 20C of the ECU 20 controls the motor actuator 23 so that the motor actuator 23 moves the hub sleeve 47 to the first position, as illustrated in FIG. 9.
    With the hub sleeve 47 which is moved to the first position, the motor rotation shaft 41 and the first powertrain 12 are connected. In this configuration, the power of the motor generator 40 is transferred to the input shaft 4 via the motor rotation shaft 41, the motor drive gear 42, the follower gear of motor 44, motor rotation shaft 43, input shaft side gear 45, reverse reverse idler gear 6A, and reverse drive gear 4R.
    With the third gear, for example, which is formed, the power is transferred from the input shaft 4 to the final driven gear 51 via the input gear 4C, the gear intermediate 5C, the output shaft 5 and the final drive gear 5G. With the power transferred to the final driven gear 51, the differential 50 transfers power to the left and right drive wheels via the drive axles 52L and 52R. This allows the vehicle 100 to move forward at third speed by the power of the engine generator 40.
    Engine start mode in which power is transferred without using the speed change mechanism 11: Figure 10
    With the mode configuration module 20A which configures the engine start mode, the gear change actuator 22 moves the hub sleeves 7, 8 and 9 to their neutral positions, and the engine actuator 23 moves the hub sleeve 47 at the first position, as illustrated in FIG. 10. In addition, the clutch actuator 21 engages the clutch 3 to couple the input shaft 4 and the crankshaft 61.
    In Figure 10, with the hub sleeve 47 which is moved to the first position, the motor rotation shaft 41 and the first powertrain 12 are connected. In this configuration, the power of the engine generator 40 is transferred to 1 input shaft 4 via the motor rotation shaft 41, the motor drive gear 42, the motor follower gear 44, the motor rotation shaft 43, the drive gear input shaft side. 45, the intermediate reverse gear follower gear 6A, and the reverse drive gear 4R. The power from the engine generator 40 is transferred from the input shaft 4 to the crankshaft 61 to start the engine 60.
    As has been described, since the speed change mechanism 11 is not used during the transfer of power on the motor rotation shaft 41 of the first powertrain 12 to the input shaft 4 , an increase in the power consumption of the engine generator 40 in the engine starting process is prevented or reduced, making it easier to start the engine 60.
    Engine start mode in which power is transferred using the gear change mechanism 11 while driving in EV drive mode: Figure 11
    In the present implementation, the speed change mechanism 11 can be used to transfer the power from the engine generator 40 to the engine 60. In this case, as shown in FIG. 11, with the mode configuration module 20A which configures the engine start mode, the gear change actuator 22 moves one appropriate of the hub sleeves 7, 8 and 9 to the desired gear to be formed, and the engine actuator 23 moves the sleeve hub 47 in the second position, as illustrated. In addition, the clutch actuator 21 engages the clutch 3 to couple the input shaft 4 and the crankshaft 61.
    With the hub sleeve 47 which is moved to the second position, the motor rotation shaft 41 and the second powertrain 13 are connected. In this configuration, the power of the motor generator 40 is transferred to the reverse gear 5R via the motor rotation shaft 41, the motor drive shaft 42, the follower gear 44, motor rotation shaft 43, and output shaft side gear 46.
    that To form, for example, the fourth gear, the gear change actuator 22 moves the hub sleeve 7 towards the side of the input gear 4D to couple the input gear 4D and the input shaft 4, making the pair of movable 4D / 5D gears active. In this configuration, the power of the engine generator 40 is transferred from the output shaft 5 to the crankshaft 61 via the intermediate gear 5D, the input gear 4D and the input shaft 4 , by starting the engine 60.
    Because the diameter of the input gear 4D of the pair of movable gears 4D / 5D for the fourth gear is larger than the diameter of the intermediate gear 5D, the torque which is transferred from l the output shaft 5 to the input shaft 4 becomes large during the transfer of power from the intermediate gear 5D to the input gear 4D. In this configuration, the starting capacity of the motor 60 is improved because the drive torque used to start the motor 60 becomes large.
    Driving in HEV drive mode in which the power of the engine generator 40 is transferred without using the gear change mechanism 11: FIG. 12
    In FIG. 12, with the mode configuration module 20A which configures the HEV drive mode, the speed change actuator 22 displaces the appropriate one of the hub sleeves 7, 8 and 9 to a desired gear to be formed, by coupling the appropriate one of the gears 4C, 4D, 4E, 4F, 5A and 5B to that associated with the input shaft 4 and the output shaft 5.
    With the pair of movable gears 4C / 5C which is active to form the third gear, for example, the power of the motor 60 is transferred 25 from the input shaft 4 to the output shaft 5 by l intermediate the pair of movable gears 4C / 5C, and the final drive gear 5G of the output shaft 5 to the final driven gear 51 of the differential 50.
    In the case where it is determined that the torque request to the engine generator 40, which is calculated by the torque demand calculation module 20B is less than the predetermined value, the switching control module 20C of the ECU 20 performs a control of the motor actuator 23 so that the motor actuator 23 moves the hub sleeve 47 to the second position, as illustrated in FIG. 12.
    With the hub sleeve 47 which is moved to the second position, the motor rotation shaft 41 and the second powertrain 13 are connected. In this configuration, the power from the engine generator 40 is transferred to the output shaft 5 via the second powertrain 13.
    With the power of the engine generator 40 which is transferred to the output shaft 5, the power of the engine generator 40 is combined with the power of the engine 60 on the output shaft 5 and the combined powers are transferred from the final drive gear 5G to the final driven gear 51 of the differential 50. The differential 50 transfers power to the left and right wheels via the drive axles 52L and 52R. In this configuration, the vehicle 100 is moved forward by the power of the engine 60 and the power of the engine generator 40.
    In addition, while driving in the HEV drive mode, the ECU controls the engine 60 with the engine generator 40 as a load, so that the operating point which is determined by the engine speed ( or the engine speed) of the engine 60 and the accelerator pedal position (or engine torque) of the engine 60 moves over and along a selected optimal fuel consumption line.
    In addition, while driving in the HEV drive mode in which the power of the engine generator 40 is transferred without using the speed change mechanism 11, the driving pleasure can be affected by the reduction in torque. linked to the gear change because the power of the motor 60 is not transferred to the input shaft 4 during the disengagement of the clutch 3 during the gear change.
    However, in the present implementation, the reduction in torque linked to the speed change is compensated by the power of the engine generator 40 which is transferred to the output shaft 5 via the second powertrain 13 This prevents any reduction in driving pleasure.
    Driving in the HEV drive mode in which the power of the engine generator 40 is transferred using the speed change mechanism 11: FIG. 13. 31.
    In FIG. 13, with the mode configuration module 20A which configures the HEV drive mode, the speed change actuator 22 displaces the appropriate one of the hub sleeves 7, 8 and 9 to a desired gear to be formed, in coupling the appropriate one of the gears 4C, 4D, 4E, 4F, 5A and 5B to that associated with the input shaft 4 and the output shaft 5.
    With the pair of movable gears 4C / 5C which is active to form the third gear, for example, the power is transferred from the input shaft 4 to the output shaft 5 via the pair of movable gears 4C / 5C, and of the final drive gear 5G of the output shaft 5 to the final driven gear 51 of the differential 50.
    In the case where it is determined that the torque request to the engine generator 40, which is calculated by the torque request calculation module 20B, is greater than or equal to the predetermined value, the control module for switching 20C of the ECU 20 controls the motor actuator 23 so that the motor actuator 23 moves the hub sleeve 47 to the first position, as illustrated in FIG. 13.
    With the hub sleeve 47 which is moved to the first position, the motor rotation shaft 41 and the first powertrain 12 are connected. In this configuration, the power from the engine generator 40 is transferred to the input shaft 4 via the first powertrain
    12. Then, as with the power of the motor 60, the power of the motor generator 40 is transferred to the output shaft 5 via the pair of movable gears 4C / 5C.
    With the power of the motor generator 40 which is transferred to the output shaft 5, the power of the motor 60 which is combined with the power of the motor generator 40 is transferred from the final drive gear 5G to the final driven gear 51 of the differential 50. The differential 50 transfers power to the left and right wheels via the drive axles 52L and 52R. In this configuration, the vehicle 100 is moved forward by the power of the engine 60 and the power of the engine generator 40.
    In addition, while driving in the HEV drive mode, the ECU 20 controls the engine 60 with the engine generator 40 as a load so that the operating point which is determined by the engine speed ( or engine speed) of engine 60 and the accelerator pedal position (or engine torque) of engine 60 moves over and along a selected optimal fuel consumption line.
    As described, in the present implementation, the power of the engine generator 40 is transferred to the input shaft 4 via the first powertrain 12 from the rotation shaft engine 41, while the power of the engine 60 is transferred to the output shaft 5 via the input shaft 4 and the gear change mechanism 11a from the crankshaft 61. This configuration allows adjustment easy torque of the engine generator 40 and the speed of the output shaft 5 by changing the transmission ratio to any gear.
    In addition, while driving in HEV drive mode in which the power of the engine generator 40 is transferred without using the gear change mechanism 11, the hub sleeve 47 can be moved to the first position or to the second position independently of the torque request to the engine generator 40.
    [0139] Electricity generation or regenerative braking drive mode in which a braking torque is transferred without using the speed change mechanism 11: FIG. 14
    With the mode configuration module 20A which configures the drive mode for generating electricity, the braking force is generated in the vehicle 100 in response to the release of the depressing of the accelerator pedal 24A or of the depressing the brake pedal.
    In this case, the motor actuator 23 moves the hub sleeve 47 to the second position, as illustrated in FIG. 14. With the hub sleeve 47 which is moved to the second position, the shaft engine 41 and the second powertrain 13 are connected.
    In this configuration, the power of the left and right drive wheels is transferred, via the drive axles 52L and 52R, to the differential 50, and the power is transferred from the final driven gear 51 to the output shaft 5 via the final drive gear 5G. The power transferred to the output shaft 5 is transferred to the engine generator 40 via the second powertrain 13 from the output shaft 5, causing the engine generator 40 to generate electricity.
    [0142] Electricity generation or regenerative braking training mode in which a braking torque is transferred using the speed change mechanism 11: FIG. 15
    In the present implementation, the braking torque can be transferred to the engine generator 40 using the gear change mechanism 11. In this case, with the mode configuration module 20A which configures the generation drive mode of electricity, the braking force is generated in the vehicle 100 in response to the release of the depressing of the accelerator pedal 24A or of the depressing of the brake pedal.
    In this case, the motor actuator 23 moves the hub sleeve 47 to the first position, as illustrated in FIG. 15. With the hub sleeve 47 which is moved to the first position, the shaft of engine rotation 41 and the first powertrain 12 are connected.
    In this configuration, the power of the left and right drive wheels is transferred, via the drive axles 52L and 52R, to the differential 50, and the power is transferred from the final driven gear 51 to the output shaft 5 via the final drive gear 5G.
    With the third gear, for example, which is formed, power is transferred from the output shaft 5 to the input shaft 4 via the pair of 4C / 5C movable gears. The power which is transferred to the input shaft 4 is transferred from the reverse drive gear 4R to the motor rotation shaft 43 via the reverse intermediate gear follower gear 6A and input shaft side gear 45.
    The power which is transferred to the motor rotation shaft 43 is transferred to the motor generator 40 via the motor follower gear 44, the motor drive gear 42 and the shaft rotation of motor 41, causing the motor generator 40 to generate electricity.
    In the present implementation, the power transmission system 1 comprises the input shaft 4 which can be coupled to the motor 60; the output shaft 5 which can be coupled to the input shaft 4 using the gear change mechanism 11, the output shaft 5 being coupled to the differential 50, and the motor rotation shaft 41 connected to the engine generator 40.
    The power transmission system 1 comprises the first powertrain 12 which can interconnect the input shaft 4 and the motor rotation shaft 41 without using the gear change mechanism 11 to provide the power transfer between the input shaft 4 and the motor rotation shaft 41 without using the gear shift mechanism IL [0149] With the vehicle 100 which is stationary and the hub sleeves 7, 8 and 9 which are moved at their neutral position to put the gear change mechanism 11 in neutral, this configuration provides power transfer from the input shaft 4 to the motor rotation shaft 41 without using the gear change mechanism 11.
    This configuration allows the power of the engine 60 to drive the engine generator 40, causing the engine generator 40 to generate electricity to charge the battery. This therefore allows a long period of operation of electrical equipment, such as air conditioning, which requires a large amount of power while the vehicle 100 is stopped.
    With an electric air conditioning which is used, the battery can supply the air conditioning in the case where the state of charge of the battery is greater than or equal to a predetermined value, without the need to drive the motor 60 to charge battery. This improves the fuel economy of engine 60.
    Objects, to which the electricity generated by the engine generator 40 supplied by the engine 60 is supplied, are not limited to the electrical equipment mounted in the vehicle 100. The electricity can be supplied to other electrical equipment (including a lighting device and an electric pump), such as an electric pump and lighting devices that are connected to the outside.
    In addition, in the case where a mechanical air conditioning operating with the power of the engine 60 is used, a battery can ensure the reliable operation of the air conditioning even if the battery capacity is low, because the engine generator 40 can generate electricity while the vehicle 100 stopped. In the case where the engine 60 is provided with an alternator or an integrated starter generator (ISG), the alternator or the ISG can be used to charge the battery by generating electricity.
    In the present implementation, the power transmission system 1 further comprises the second powertrain 13 which can interconnect the output or intermediate shaft 5 and the engine rotation shaft 41 without using the mechanism gear change 11 to provide power transfer between the output shaft 5 and the motor rotation shaft 41 without using the gear change mechanism 11.
    This configuration allows the transfer of power from the engine generator 40 of the second powertrain 13 to the differential 50 via the output shaft 5 without using the gear change mechanism 11. This improves the mechanical efficiency during the transfer of power from the engine generator 40 to the output shaft 5 because the power path is simplified.
    In addition, the power transmission system 1 comprises the first powertrain 12 which can interconnect the input shaft 4 and the motor rotation shaft 41 without using the gear change mechanism 11 to provide the power transfer between the input shaft 4 and the motor rotation shaft 41 without using the gear change mechanism 1; and the second powertrain 13 which can interconnect the output shaft 5 and the motor rotation shaft 41 without using the gear change mechanism 11 to provide power transfer between the output shaft 5 and the shaft of motor rotation 41 without using the gear change mechanism 11.
    Since the first powertrain 12 and the second powertrain 13 are provided in the existing transmission, the power transmission system can be used in the hybrid electric vehicle 100 without major modification of the structure of the existing transmission.
    In the present implementation, the power transmission system 1 further comprises a switching element or a hub sleeve 47, so that the motor rotation shaft 41 can be selectively connected to the a selected one of the first powertrain 12 and the second powertrain 13 and can be disconnected therefrom.
    With the hub sleeve 47 which is moved, one of the power track without using the speed change mechanism 11 which is formed on the side of the first powertrain 12 and the power track using the mechanism shift 11 which is formed on the side of the second powertrain 13 can be selected as the power path between the engine generator 40 and the engine 60.
    In addition, this configuration allows the adjustment of a power path between the engine generator 40 and the differential 50 without using the speed change mechanism 11 in a power path on the side of the first powertrain 12 (cf. Figures 6, 8, 12 and 14) and the adjustment of a power channel between the engine generator 40 and the differential 50 using the gear change mechanism 11 in a power channel on the side of the second powertrain 13 (see Figures 7, 9, 13 and 15).
    This configuration improves the operability of the engine generator 40 while driving in EV drive mode and while driving in HEV drive mode because the torque of the engine generator 40 can be easily adjusted relative to the engine torque 60 (see Figures 8, 9, 12 and 13).
    [0162] In addition, this configuration can form a power path which allows fe transfer of the power from the engine generator 40 of the first powertrain 12 to the input shaft 4, and to the differential 50 via the gear change mechanism 11 (see Figure 9), then to the left and right drive wheels.
    In this configuration, the speed change mechanism 11 can easily adjust the torque and the speed (speed) of the engine generator 40 which is subject to restrictions in terms of size, speed and quantity of activation. tension among others. This can widen the range in which driving in EV training mode is possible.
    Furthermore, in the present implementation, the power transmission system 1 comprises the intermediate reverse gear shaft 6 and the first reversing powertrain element 14 which can provide the power transfer. between the input shaft 4 and the intermediate reverse gear shaft 6. The intermediate reverse gear shaft 6, the input shaft 4 and the output shaft 5 are parallel. The transmission system 1 also includes the second reverse powertrain element 15 which can provide power transfer between the output shaft 2 and the intermediate reverse gear shaft 6.
    The first powertrain 12 includes the first reverse powertrain element 14 and a first powertrain element 16 which can provide power transfer between the engine rotation shaft 41 and the first powertrain element reverse 14.
    The second powertrain 13 includes the second reverse powertrain element 15 and the second powertrain element 13 which can provide power transfer between the engine rotation shaft 41 and the second powertrain element reverse 15.
    With the hub sleeve or the switching element 47, the motor rotation shaft 41 can be selectively connected to one selected from the first powertrain element 16 and from the second powertrain element 17 and disconnected of it.
    In this configuration, the first powertrain 12 and the second powertrain 13 can share the intermediate reverse gear pinion shaft 6, the first reverse powertrain element 14 and the second powertrain element reverse 15. Since the power transmission system can be used in hybrid electric vehicles without much modification of the structure of the existing transmission, it is possible to reduce an increase in the manufacturing costs of hybrid electric vehicles.
    In the present implementation, in the power transmission system, the first reversing powertrain element 14 comprises the reverse drive gear (or first reverse gear) 4R on the input shaft 4 and the intermediate reverse gear (or second reverse gear) follower gear 6A which is supported by the reverse shaft 6 and which meshes with the drive drive gear rear 4R.
    The second reverse powertrain member 15 comprises the intermediate reverse gear drive gear (or third reverse gear) 6B which is supported by the reverse gear shaft 6 and the gear reverse gear follower (or fourth reverse gear) 5R which is on the output shaft 5 and which meshes with the third intermediate reverse gear drive gear 6B.
    The first powertrain element 16 comprises the motor rotation shaft (or second shaft) 43, the motor drive gear (or first motor gear) 42 on the motor rotation shaft ( or first shaft) 41, the motor follower gear (or second motor gear) 44 which is on the motor rotation shaft 43 and which meshes with the motor drive gear 42, and l input shaft side gear (or third motor gear) 45 which is supported by the motor rotation shaft 43. The motor rotation shaft 43, the input shaft 4 and the output shaft 5 are parallel.
    The second powertrain element 17 includes the motor rotation shaft 43, the motor follower gear 44 and the output shaft side gear (or fourth motor gear) 46 which is supported by the motor rotation shaft 43 and which meshes with the reverse gear (or fourth reverse gear) 5R.
    The input shaft 4 and the output shaft 5 are located between the differential 50 and the intermediate reverse gear pinion shaft 6. The motor rotation shaft 43 is located below the the output shaft 5 and the intermediate reverse gear shaft 6. In addition, the motor rotation shaft 41 is distant from the differential 50 more than the motor rotation shaft 43 is.
    This provides new possibilities in terms of flexibility of installation of the engine generator 40. The input shaft 4 and the output shaft 5 extend in the same direction by a sufficient distance to support the group of displaceable gear pairs 4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E and 4F / 5F of the gear change mechanism 11. In addition, they are installed near the differential 50. This makes it difficult to find an installation space for the engine generator 40 near the input shaft 4 and the output shaft 5.
    This is why, in the present implementation, the motor rotation shaft 41 is distant from the differential 50 more than the motor rotation shaft 43 is, and the rotation shaft of motor 41 is connected to the input shaft 4 via the input shaft side gear 45, the reverse reverse idler gear 6A and the drive gear rear 4R. In addition, the motor rotation shaft 41 is connected to the output shaft 5 via the output shaft side gear 46 and the reverse follower gear 5R.
    This provides more possibilities in terms of flexibility of installation of the engine generator 40 than in the case of installation near the differential 50, while ensuring a reliable transfer of power between the engine generator 40 and each from the input shaft 4 and the output shaft 5 although the motor rotation shaft 41 is more distant from the differential than the motor rotation shaft 43 is.
    The reduction ratio between the engine generator 40 and the input shaft 4 can be increased by adjusting the diameters of the input shaft side gear 45, of the follower gear. intermediate reverse gear 6A and reverse drive gear 4R, while the reduction ratio between the motor generator 40 and the output shaft 5 can be increased by adjusting the diameters of the output shaft side gear 46, reverse reverse intermediate drive gear 6B and reverse follower gear 5R.
    In the present implementation of the vehicle 100 comprising the power transmission system 1, the engine rotation shaft 41 is connected to the second powertrain 13 by the switching element 47 (cf. FIG. 8) at provided that, with the internal combustion engine 60 stopped, at least one of a torque request and a required rotation speed request for the engine generator 40 is less than a predetermined value while driving in electric vehicle (EV) drive mode.
    In this configuration, the engine generator 40 is connected to the differential 50 by the second powertrain 13 of a single gear train of two gears 46 and 50R, without using the gear change mechanism 11. This improves the mechanical efficiency of the transfer of power between the engine generator 40 and the differential 50, by reducing the power consumption of the engine generator 40.
    In the present implementation of the vehicle 100 comprising the power transmission system 1, the engine rotation shaft 41 is connected to the first powertrain 12 by the switching element 47 provided that, with the engine internal combustion 60 which is stopped, at least one of a torque request and a required rotation speed request for the engine generator 40 is greater than or equal to the predetermined value while driving in the mode electric vehicle (EV) drive.
    In this configuration, it is possible to form a power path in which the power is transferred from the first powertrain 12 to the differential 50 by the use (or through) of the speed change mechanism 11 in the case in which the power path formed through the second powertrain 13 is insufficient to satisfy the demand for torque and / or the request for rotational speed (speed) at the engine generator 40.
    This configuration causes the speed change mechanism 11 to increase the torque of the engine generator 40 or the rotational speed (speed) to be delivered to the left and right drive wheels. This widens the range in which driving in EV training mode is possible.
    In the present implementation of the vehicle 100 comprising the power transmission system 1, the engine rotation shaft 41 is connected to the second powertrain 13 by the switching element 47 while driving in mode d electric vehicle (EV) drive (see figure 8) or in hybrid electric vehicle (HEV) drive mode (see figure 12).
    In this configuration, the power is transferred without using the speed change mechanism 11 between the engine generator 40 and the engine 60 while driving in EV drive mode (see FIG. 8) or while driving in HEV drive mode (see Figure 12). This improves the power transfer efficiency from the engine generator 40 to the drive wheels.
    In addition, the engine rotation shaft 41 is connected to the first powertrain 12 by the switching element 47 during operation in electricity generation mode (EG) in which the engine 60 rotates the generator. engines 40 or during operation in engine start mode (ES) in which the engine generator 40 starts the engine 60.
    In this configuration, the power is transferred without using the speed change mechanism 11 between the engine generator 40 and the right and left 5-wheel drive in EG mode (cf. FIG. 6) in which the motor 60 rotates. the engine generator 40 or during operation in ES mode (cf. FIG. 10) in which the engine generator 40 starts the engine 60. This improves the power transfer efficiency from the engine generator 40 to the drive wheels.
    In the present implementation, each of the first powertrain 12 and the second powertrain 13 is a gear train, but is not limited to this. For example, the input shaft 4 and the motor generator 40 can be interconnected by, but not limited to, a chain or belt, and the output shaft 5 and the motor generator 40 can be interconnected by, but not limited to, a chain or belt.
    In the present implementation, the present invention is applied to, but not limited to, automated manual transmissions (AMT). The present invention can be applied to manual transmissions (MT). The present invention can be applied to stepped transmissions comprising a torque converter and at least one planetary gear train or it can be applied to continuously variable transmissions.
    In the present implementation, the first powertrain includes, but is not limited to, the reverse drive gear 4R and the intermediate reverse gear follower gear 6A as the train 25 d gears to provide power transfer between the input shaft 4 and the input shaft side gear 45. For example, with the input shaft side gear 45 which is separate from the reverse reverse intermediate gear 6A, an independent gear which is independent and separate from the reverse drive gear 4R and the intermediate reverse gear follower 6A can be mounted on the input tree 4.
    This provides new possibilities in terms of design flexibility and flexibility of arrangement of the first powertrain. In addition, the engagement of the input shaft side gear 45 and the gear
    ,.
    aforementioned independent can eliminate the use of a gear train having three gears in a plane, i.e. a gear train with the 4R reverse drive gear, the follower gear intermediate reverse gear 6A and the input shaft side gear 45 in one plane, reducing the noise caused by the meshing.
    [0191] In addition, in the present implementation, the output shaft side gear 46 meshes with the reverse gear 5R. Alternatively, as shown in FIG. 16, an output shaft side gear 46 may mesh with a final driven gear 51 of a differential 50.
    In addition, in the present implementation, to increase the reduction rate for the engine generator 40, the engine generator 40 is coupled to the engine rotation shaft 43 via the shaft motor rotation 41, motor drive shaft 42 and motor follower gear 44. This is only an example of coupling the motor generator 40 to the motor rotation shaft 43 For example, the motor generator 40 is directly coupled to the motor rotation shaft 43 without using the motor rotation shaft 41, the motor drive gear 42 and the motor follower gear 44.
    Although the disclosure relates to, but is not limited to, the present implementation, those skilled in the art can appreciate that modifications can be made without departing from the scope of the present invention. All such modifications and their equivalents are intended to be within the scope of the appended claims.
    [0193] Legend
    I automatic transmission (or power transmission system) input shaft
    4R reverse gear (or first reverse gear) intermediate shaft (or output shaft)
    5R reverse gear (or fourth reverse gear) reverse gear intermediate shaft (or reverse shaft)
    6A reverse reverse gear follower gear (or second reverse gear)
    6B reverse reverse gear drive gear (or third reverse gear)
    II gear shift mechanism first powertrain second powertrain first reverse powertrain element second powertrain element
    ECU (or electronic control unit) motor rotation shaft (or first motor rotation shaft) motor drive gear (or first motor gear) motor rotation shaft (or second motor rotation shaft) gear motor follower (or second motor gear) input shaft side gear (or third motor gear) intermediate shaft side gear (or output shaft side gear or fourth motor gear) sleeve hub (or switching element) differential engine (or internal combustion engine)
    100 hybrid electric vehicle (or vehicle).
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    1. Power transmission system, characterized in that it comprises:
    an input shaft (4), the power being transferred between the input shaft (4) and an internal combustion engine (60);
    an output shaft (5) which can be coupled to the input shaft (4) using a gear change mechanism (11), the power being transferred between the output shaft (5) and a differential ( 50);
    a first motor rotation shaft (41), the power being transferred between the first motor rotation shaft (41) and a motor generator (40); and a powertrain (12 or 13) which can interconnect the input shaft (4) and the first motor rotation shaft (41) without using the gear change mechanism (11) to provide the power transfer between the input shaft (4) and the first motor rotation shaft (41) without using the gear change mechanism (11).
    [2" id="c-fr-0002]
    2. Power transmission system according to claim 1, characterized in that the powertrain (12 or 13) is the first powertrain (12), and further comprising:
    a second powertrain (13) which can interconnect the output shaft (5) and the first motor rotation shaft (41) without using the gear change mechanism (11) to provide power transfer between the shaft output (5) and the first motor rotation shaft (41) without using the gear change mechanism (11).
    [3" id="c-fr-0003]
    3. Power transmission system according to claim 1 or 2, characterized in that it further comprises:
    a switching element (47) such that the first motor rotation shaft (41) can be selectively connected to and disconnected from the selected one of the first powertrain (12) and the second powertrain (13) selected.
    [4" id="c-fr-0004]
    4. Power transmission system according to claim 2 or 3, characterized in that it further comprises:
    a reverse gear (6), the reverse gear (6), the input shaft (4) and the output shaft (5) being parallel:
    a first reverse power unit element (14) which can provide power transfer between the input shaft (4) and the reverse shaft (6);
    a second reverse powertrain element (15) which can provide power transfer between the output shaft (5) and the reverse shaft (6);
    in which :
    the first powertrain (12) includes the first reverse powertrain element (14) and a first powertrain element (16) which can provide power transfer between the first engine rotation shaft (41) and the first reverse power unit element (14);
    the second powertrain (13) includes the second reverse powertrain element (15) and a second powertrain element (17) which can provide power transfer between the first engine rotation shaft (41) and the second reverse power unit element (15); and with the switching element (47), the first motor rotation shaft (41) can be selectively connected to one selected from the first powertrain element (16) and the second powertrain element (17) and disconnected from the selected one.
    [5" id="c-fr-0005]
    5. Power transmission system according to claim 4, characterized in that:
    the first reverse powertrain member (14) includes a first reverse gear (4R) on the input shaft (4) and a second reverse gear (6A) which is supported by the drive shaft reverse gear (6) and meshes with the first reverse gear (4R);
    the second reverse powertrain element (15) includes a third reverse gear (6B) which is supported by the reverse shaft (6) and a fourth reverse gear (5R) which is located on the 'output shaft (5) and meshes with the third reverse gear (6B);
    the first powertrain member (16) includes a second motor rotation shaft (43), a first motor gear (42) on the first motor rotation shaft (41), a second motor gear (44) which sits on the second motor rotation shaft (43) and meshes with the first motor gear (42), and a third motor gear (45) which is supported by the second motor rotation shaft (43) , the second motor rotation shaft (43), the input shaft (4) and the output shaft (5) being parallel;
    the second powertrain member (17) includes the second motor rotation shaft (43), the second motor gear (44) and a fourth motor gear (46) which is supported by the second motor rotation shaft ( 43) and meshes with the fourth reverse gear (5R);
    the input shaft (4) and the output shaft (5) are located between the differential (50) and the reverse shaft (6);
    the second motor rotation shaft (43) is located below the output shaft (5) and the reverse shaft (6); and the first motor rotation shaft (41) is distant from the differential (50) more than the second motor rotation shaft (43) is.
    [6" id="c-fr-0006]
    6. Vehicle with the power transmission system according to claim 3 or
    4, characterized in that:
    the first engine rotation shaft (41) is connected to the second powertrain (13) by the switching element (47) provided that, with the internal combustion engine (60) being stopped, at least one a torque request and a required speed request for the engine generator (40) to be less than the predetermined value while driving in electric vehicle (EV) drive mode.
    [7" id="c-fr-0007]
    7. Vehicle according to claim 6, characterized in that:
    the first engine rotation shaft (41) is connected to the first powertrain (12) by the switching element (47) provided that, with the internal combustion engine (60) being stopped, at least one a torque request and a required rotation speed request for the engine generator (40) to be greater than or equal to the predetermined value while driving in electric vehicle (EV) drive mode.
    [8" id="c-fr-0008]
    8. Vehicle with the power transmission system according to claim 3 or 4, characterized in that:
    10 the first motor rotation shaft (41) is connected to the second powertrain (13) by the switching element (47) while driving in electric vehicle drive mode (EV) or in drive mode hybrid electric vehicle (HEV), with the internal combustion engine (60) stopped; and the first motor rotation shaft (41) is connected to the first group
    15 drive train (12) by the switching element (47) during operation in electricity generation mode (EG) in which the internal combustion engine (60) turns the engine generator (40) or during operation in engine start mode (ES) in which the engine generator (40) starts the internal combustion engine (60).
    [9" id="c-fr-0009]
    9. Power transmission system according to claim 1, characterized in that:
    the speed change mechanism (11) includes a group of movable gear pairs (4A / 5A, 4B / 5B, 4C / 5C, 4D / 5D, 4E / 5E, 4F / 5F).
    [10" id="c-fr-0010]
    10. Power transmission system according to claim 9, characterized in that:
    the power train (12) comprises a reverse drive gear (4R) fixedly coupled to the input shaft (4), an intermediate reverse gear pinion gear (6A) which meshes with the reverse gear (4R), an input shaft side gear (45) which meshes with the reverse intermediate gear follower gear (6A), a second rotation shaft of motor (43) which supports, so that it can rotate, the input shaft side gear (45) and a switching element (47) which can selectively connect the input shaft side gear (45) to the second motor rotation shaft (43) and disconnect the input shaft side gear (45) from the second motor rotation shaft (43).
    [11" id="c-fr-0011]
    11. Power transmission system according to claim 10, characterized in that:
    the powertrain (12) includes a motor drive gear (42) fixedly coupled to the first motor rotation shaft (41) and a motor follower gear (44) fixedly coupled to the second motor rotation shaft (43) , the motor follower gear (44) meshing with the motor drive gear (42).
    [12" id="c-fr-0012]
    12. Power transmission system according to claim 11, characterized in that it further comprises:
    a second powertrain (13), the second powertrain (13) comprising a reverse gear (5R) fixedly coupled to the output shaft (5), an output shaft side gear (46) which meshes with the reverse gear which is supported so that it can rotate by the second motor rotation shaft (43) and the switching element (47) which can selectively connect the gear of the output shaft side (46) to the second motor rotation shaft (43) and disconnecting the output shaft side gear (46) of the second motor rotation shaft (43).
    [13" id="c-fr-0013]
    13. Power transmission system according to claim 12, characterized in that:
    the switching element (47) can selectively connect the second motor rotation shaft (43) to a selected one of the input shaft side gear (45) and the side gear of output shaft (46) and disconnect the second motor rotation shaft (43) from the one selected.
    [14" id="c-fr-0014]
    14. Power transmission system according to claim 13, characterized in that it further comprises:
    an intermediate reverse gear drive gear (6B) which meshes with the reverse gear (5R);
    an intermediate reverse gear shaft (6) supporting the intermediate reverse gear follower gear (6 A) and the intermediate reverse gear drive gear (6B) which meshes with the gear reverse gear follower (5R); and a reverse hub sleeve (10) supported by the intermediate reverse gear shaft (6), the reverse hub sleeve (10) being configured to selectively connect Γ intermediate reverse gear follower gear (6A) to the reverse reverse idler gear (6B) and disconnect the reverse reverse idler gear (6A) from the reverse idler gear (6B) .
    [15" id="c-fr-0015]
    15. Power transmission system according to claim 14, characterized in that:
    the reverse reverse idler gear (6A) and the reverse idler gear (6B) are supported so that they can rotate by the reverse idler shaft (6 ), and the reverse hub sleeve (10) can be switched to provide a first state in which the reverse intermediate gear follower gear (6A) and the reverse intermediate gear drive gear ( 6B) are coupled to rotate integrally and a second state in which the reverse reverse gear pinion gear (6A) and the reverse reverse gear drive gear (6B) are decoupled.
    [16" id="c-fr-0016]
    16. Power transmission system according to claim 14, characterized in that:
    one of intermédiaire reverse intermediate gear follower gear (6A) and intermédiaire intermediate gear driving gear. reverse · (6B) is supported, so that it cannot rotate, by the intermediate gear shaft reverse gear (6) and the other being supported, so as to be able to rotate, by the intermediate gear shaft reverse gear (6), and the reverse hub sleeve (10) can be switched to provide
    First state in which one of the intermediate reverse gear follower gear (6A) and the intermediate reverse gear drive gear (6B) is coupled to the intermediate reverse gear shaft (6) so that the reverse reverse gear pinion gear (6A) and the reverse reverse gear drive gear (6B) are coupled to rotate integrally, and provide a second state in which the The other of the reverse intermediate gear follower gear (6A) and the intermediate reverse gear drive gear (6B) is decoupled from the intermediate reverse gear shaft (6).
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    同族专利:
    公开号 | 公开日
    DE102018200698A1|2018-07-26|
    JP6841051B2|2021-03-10|
    JP2018114922A|2018-07-26|
    CN108327513B|2021-04-30|
    CN108327513A|2018-07-27|
    引用文献:
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    CN105459795B|2014-09-10|2018-12-21|比亚迪股份有限公司|Power drive system for vehicle and the vehicle with it|
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    CN104773062B|2015-01-16|2015-12-30|比亚迪股份有限公司|Power drive system and there is its vehicle|CN110843501A|2018-08-21|2020-02-28|上海汽车集团股份有限公司|Hybrid power speed change mechanism and vehicle|
    CN111791695A|2019-04-08|2020-10-20|北京汽车动力总成有限公司|Hybrid power transmission and automobile|
    法律状态:
    2018-12-19| PLFP| Fee payment|Year of fee payment: 2 |
    2019-11-28| PLFP| Fee payment|Year of fee payment: 3 |
    2020-11-30| PLFP| Fee payment|Year of fee payment: 4 |
    2021-11-29| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2017008295|2017-01-20|
    JP2017008295A|JP6841051B2|2017-01-20|2017-01-20|Vehicles with power transmission and power transmission|
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