VEHICLE DRIVE SYSTEM

专利摘要:
vehicle drive system. in a double clutch transmission (20, 20a), in which an electric motor (7) is connected to one of the transmission shafts (20, 20a) when gear reduction is performed during movement and v, a braking force is ensured by cooperatively controlling a regenerative brake and wheel brakes (b1 to b4) in order to compensate for the loss of braking force during gear reduction by the wheel brakes (b1 to b4) a braking force is ensured when making use of the engine's braking effects.
公开号:BR112012007818A2
申请号:R112012007818-6
申请日:2010-10-05
公开日:2020-12-22
发明作者:Takefumi Ikegami；Shigetaka Kuroda；Masahiro Takeuchi
申请人:Honda Motor Co., Ltd.；
IPC主号:

专利说明:

Invention Patent Descriptive Report for "VEHICLE DRIVING SYSTEM". . Technical Field The present invention relates to a drive system for —vehiclequalincluium internal combustion engine and an electric motor.
Background of the Technique Conventionally, with a view to preventing a shock that will result from a torque interruption that occurs during a gear change based on a transmission in which shifting operations - *. 10 of gear of a manual transmission with a high efficiency of “transmission are automatic, drive systems for hybrid vehicles have been proposed which include a double clutch transmission in which two input shafts each have a group Geared and can be individually connected to a motor via - 15 a corresponding clutch and one of the input shafts can be driven by a motor generator (refer to Patent Literature 1). In a vehicle drive system 200 of Patent Literature 1, as shown in figure 19, two input shafts 201, 202 are individually connected to an Eng engine via clutches C1, C2 and also an MG motor generator is connected to the input shaft 202. In addition, by engaging a claw gear 205, the input shaft 202 is connected to a countershaft 207 via a low-speed train 206 and the input shaft 201 is connected to the countershaft 207 via a high-speed planetary gear train 209 by engaging with a clutch clutch 208. It is disclosed that the MG motor generator is driven by a driving force from the countershaft 207 in order to generate electricity through through regeneration and, when clutch C2 is engaged, the MG engine generator is driven by the Eng engine to thereby generate electricity.
Related Technical Literature Patent Literature Patent Literature: JP-A-2005-147312
2/49 | Summary of the Invention Ô Problem that the Invention Must Solve. In the vehicle drive system 200, however, nothing is described about how to generate a braking force while the vehicle is powered by a motor.
In general, in the hybrid vehicle, it is an important problem to generate electricity by the engine with good efficiency using the vehicle's braking force.
The invention was made in view of these situations and its objective is to provide a vehicle drive system which can '- “10 generate electricity using the braking force while the vehicle is moving by the engine. 'Means to Solve the Problem Claim 1 provides a vehicle drive system J (for example, vehicle drive systems 1, 1A in one embodiment) comprising an internal combustion engine (for example, F 6 engines in a modality) and an electric motor (for example, motors 7 in one embodiment), the system comprising: an internal combustion engine output shaft (for example, crankshafts 6a in one embodiment) whereby energy is produced from the internal combustion engine ; a first input shaft (for example, first input shafts 11 in one embodiment) which is placed parallel to the output shaft of the internal combustion engine and which is selectively connected to the output shaft of the internal combustion engine by a first coupling and disengaging unit (for example, first clutches 41 in one embodiment); a second input shaft (for example, second intermediate axes 16 in one embodiment) which is placed parallel to the output shaft of the internal combustion engine and which is selectively co-connected to the output shaft of the internal combustion engine internal combustion by a second coupling and disengaging unit (for example, a second clutch 42 in one embodiment); AA A AE AAA ADA LAS AEE TO STA NOT EANES ONE BAKED "
an input / output shaft (for example, countershafts 14 in: one embodiment) which is placed parallel to the output shaft of the internal combustion engine and which produces energy for a drive portion (for example, DW wheels, DW in one mode); a first group of gears which is placed on the first input shaft and which includes a plurality of gears (e.g., third speed gear 23a, fifth speed gear 25a, seventh speed gear 97a in one embodiment ), which are selectively connected to the first input- 10 x via a first gearshift unit (for example, first gearshifts 51, 51A, a third Ns gearshift 51B, mechanisms locking 61 in one mode); It is a second group of gears which is placed on the second input shaft and which includes a plurality of gears (for example, second speed gears 22a, fourth speed gears 24a, a sixth speed gear 96a in one embodiment), which are selectively connected to the second input shaft via a second gear change unit (eg second gear changes 52, 52A, a fourth gear change 52B in one modality); and a third group of gears which is placed on the output / input shaft and which includes a plurality of gears (for example, first common drive gear 23b, second - second common drive gear 24b, a third common drive gear 96 in one embodiment) with which the gears of the first gear group and the gears of the second gear group articulate; where, when the vehicle is decelerated during an EV movement by selecting a high-speed planetary gear from the first gear group, a braking force during gear reduction is ensured by cooperatively applying wheel brakes, in order to compensate for a reduction in the force of: regenerative braking of the electric motor during a gear change and to reduce the high speed planetary gear to a low speed planetary gear, while regeneration is performed by the electric motor.
Claim 2 provides, based on claim 1, a system in which the first gear changing unit is a synchro-clutch.
Claim 3 provides, based on claim 1 or - 10 2, a system in which, when the speed of a vehicle is decreased to a predetermined value by performing a regeneration by selecting AND the low speed planetary gear, the regeneration is stopped and a low speed planetary gear which is less than a = low speed planetary gear is selected. Claim 4 provides, based on any one of claims 1 to 3, a system in which a regeneration amount can be increased according to an effort applied to a brake pedal (eg brake pedals) 111 in one mode) and a braking force is ensured by controlling the hydraulic pressure of a master cylinder (for example, master cylinders M in one mode) for the first time after the regeneration amount reaches a regeneration limit.
Claim 5 provides a vehicle drive system (for example, vehicle drive systems 1, 1h in one embodiment) comprising an internal combustion engine (for example, engines 6 in one embodiment) and an electric motor (for example) example, engines 7 in one embodiment), the system comprising: an output shaft of an internal combustion engine (for example, crankshafts 6a in one embodiment) whereby energy is produced from the internal combustion engine; a first input shaft (for example, first output shafts 11 in one embodiment), which is placed parallel to the output shaft of the internal combustion engine and which is selectively connected to the E axis of the internal combustion engine by a second NR coupling and disengaging unit (for example, a second clutch 42 in one embodiment);
an output / input shaft (for example, countershafts 14 in one embodiment), which is placed parallel to the output shaft of the internal combustion engine and which produces energy for a drive part (for example, DW, DW wheels in one modality);
a first group of gears which is placed on
- 10 the first input shaft and which includes a plurality of gears
(for example, third speed gear 23a, fifth gear
Speed gear 25a, a seventh speed gear 97a in one mode), which are selectively connected to the first gear.
. input via a first gear change unit (for example)
: 15 xample, first gearshifts 51, 51A, a third gearshift 51B, locking mechanisms 61 in one mode);
a second group of gears, which is placed over
about the second input axis and which includes a plurality of
gears (for example, second speed gears 22a, fourth speed gears 24a, a sixth speed gear
96a in one modality), which are selectively connected to the
second input shaft via a second gear change unit
(for example, second gear changes 52, 52A, a fourth gear change 52B in one mode); and a third group of gears, which is placed on the output / input shaft and which includes a plurality of gears
(for example, first common drive gears 23b,
second common drive gears 24b, a third one
common drive gear 96 in one mode), with which the gears of the first gear group and the gears of the second gear group articulate;
where, when the vehicle is decelerated during an EV movement when selecting a high-speed planetary gear: from the first group of gears, a braking force during gear reduction is ensured when making use of braking effects of the engine when engaging the second coupling and disengaging unit in a state such that the internal combustion engine is started and one of the gears in the second gear group is selected by the second gear changing unit during a gear change to reduce the high-speed planetary gear to a low-speed planetary gear, while regeneration is carried out by the electric motor. A claim 6 provides, based on claim 5, a system in which the system estimates a deceleration request e. in which, when a deceleration request for the low speed planetary gear B 15 of the first gear group is made fr while regeneration is being carried out by the high speed planetary gear of the first gear group, motor braking is obtained at once, in a state such that the gear of the second gear group is selected and a gear reduction of the high speed gear to the low speed planetary gear of the first gear group is made while the vehicle is moving under the gear of the second gear group.
Claim 7 provides, based on claim 5 or 6, a system in which the first gear changing unit is a synchronous clutch.
Claim 8 provides, based on any one of claims 5 to 7, a system in which, when the vehicle speed is decreased to a predetermined value (for example, a vehicle speed Vf in one embodiment) performing a regeneration by selecting the low speed planetary gear, regeneration is stopped and a low speed planetary gear, which is less than a. low speed planetary gear is selected. . Advantages of the Invention According to claim 1, when decelerating the vehicle during the EV movement, by ensuring the braking force by applying the wheel brakes in cooperation with the regenerative braking by the electric motor, the energy discharged from the brakes of runs as thermal energy can be effectively used as regenerative energy. In addition, the vehicle is decelerated according to the vehicle speed and therefore “10 when the vehicle is accelerated again, the vehicle can be accelerated in a uniform manner.
According to claim 2, the gear change can be carried out uniformly. Additionally, the regenerative torque loss. vo (braking force), as a result of using the synchro clutch, is compensated by motor braking, which can be used effectively fr as regenerative energy.
According to claim 3, when the vehicle speed is decreased to an impossible speed for regeneration by the regeneration of the electric motor, the low speed planetary gear which is less than the low speed planetary gear is selected. - activated to get the vehicle ready for re-acceleration or starting from a stop, thus making it possible to accelerate or start the vehicle evenly from a stop.
According to claim 4, the vehicle can be reduced by making full use of the regeneration of the electric motor.
According to claim 5, when the vehicle is decelerated during the EV movement, by compensating the loss of braking force during gear reduction by the braking effects of the engine, the energy discharged by the mechanical brakes as thermal energy can be used effectively as regenerative energy. In addition, since the vehicle is decelerated according to the vehicle's speed, when the vehicle is accelerated, the vehicle can be accelerated in a uniform manner.
According to claim 6, when decelerating; vehicle during EV movement, energy efficiency can be increased by performing gear reduction while making use of the engine's braking effects.
According to claim 7, the gear change can be carried out uniformly.
In addition, the loss of regenerative torque (braking force), as a result of the use of the synchro-clutch, is compensated for by the motor braking, which can be effectively used * 10 as a regenerative energy.
According to claim 8, when the vehicle speed is decreased to an impossible speed for regeneration by the regeneration of the electric motor, the low speed planetary gear is. smaller than the low speed planetary gear selected to get the vehicle ready for acceleration or starting from one: stop, thereby making it possible to accelerate or evenly start the vehicle from one stop.
Brief Description of the Drawings Figure 1 is a schematic diagram showing a vehicle drive system according to a first modality of the invention.
Figure 2 shows diagrams illustrating a 1st EV mode, of which (a) is a speed diagram and (b) is a diagram showing the torque transmission conditions of the vehicle drive system.
Figure 3 shows diagrams illustrating a 3rd EV mode, of which (a) is a speed diagram and (b) is a diagram showing the torque transmission conditions of the vehicle drive system.
Figure 5 shows diagrams illustrating a regeneration in the 3rd EV mode, of which (a) is a speed diagram and (b) is a diagram showing the torque transmission conditions of the vehicle drive system.
Figure 6 shows diagrams illustrating regeneration in the 5th EV mode, of which (a) is a speed diagram and (b) is an Í diagram showing the torque transmission conditions of the vehicle drive system. Figure 7 is a schematic diagram of an example of a braking system which is used in the vehicle drive system of the present embodiment.
Figure 8 is a graph showing a distribution of braking force when the vehicle is stopped by the driver who compresses the brake pedal while the vehicle is moving by the engine.
* 10 Figure 9 is a graph showing the relationship between vehicle activation points and regions of possible regeneration in the respective Ô EV modes. Figure 10 is a graph showing the relationship between the force of. braking and vehicle speed when gear reduction is performed according to vehicle deceleration during EV movement.
. Figure 11 is a graph showing the relationship between the braking force and the speed of the vehicle when wheel brakes are applied cooperatively during gear reduction performed according to the vehicle's deceleration during EV movement.
Figure 12 is a flowchart of vehicle deceleration control during EV movement.
Figure 13 is a graph showing the relationship between the braking force and the speed of the vehicle when wheel brakes are applied cooperatively during gear reduction performed according to the deceleration of the vehicle during EV movement.
Figure 14 is a gear reduction control flowchart using engine braking effects shown in figure 13.
Figure 15 shows diagrams showing the torque transmission conditions of the vehicle drive system when engine braking is used during gear reduction from the 5th EV mode to the 3rd EV mode, of which (a) shows the state in which the gear reduction is done in a fifth speed connection position and (b) shows a state in which gear reduction is made in a third speed connection position. . Figure 16 (a) is an example diagram showing another example of a braking system, figure 16 (b) is a graph showing the relationship between vehicle speed and pedal effort and figure 16 (c) is a graph showing the distribution of the braking force.
Figure 17 (a) is an example diagram showing another example of a braking system, figure 17 (b) is a graph showing the relationship between vehicle speed and pedal effort and figure * 10 17 (c) is a graph showing the distribution of the braking force. Figure 18 is a schematic diagram showing a vehicle drive system Í according to a second embodiment of the invention. Figure 19 is a schematic diagram of a vehicle drive system described in Patent Literature 1.. Mode for Carrying Out the Invention In the following, modalities of the vehicle drive systems of the invention will be described by reference to the drawings. First Mode As shown in figure 1, a vehicle driving system 1 of a first mode is for driving DW, DW (a driving portion) via drive axles 9, 9 of a vehicle (not shown) and includes an internal combustion engine (hereinafter referred to as an engine) 6, which is a drive source, an electric motor (hereinafter referred to as an engine) 7, a transmission 20 for power transmission to the DW, DW and a plurality of gearing mechanisms 30 as a differential reduction gearing mechanism which forms part of the transmission 20. Engine 6 is a gasoline engine, for example, and a first clutch 41 (a first engaging and disengaging unit ) and a second clutch 42 (a second engaging and disengaging unit) of the transmission 20 are provided on a crankshaft 6a of the engine 6.
Motor 7 is a three-phase direct current motor with no brushes and has a stator 71 which includes 3n frames 71a and a rotor 72 which: is arranged so that it faces the stator 71. Each frame 71a includes an iron core 71b and a coil which is wound around the iron core 71b and is attached to a case, not shown.
The housings 71a are aligned circumferentially at almost equal intervals around a rotating axis.
The 3n coils 71v comprise n sets of three phase coils of phase U, phase V and phase W.
Rotor 72 has n permanent magnets 72a, which are aligned at approximately 10 equal intervals around the rotating axis and the polarities of any two adjacent permanent magnets 72a are different from each other.
A fixing portion 72b, which holds each permanent magnet 72a in place, has a hollow cylindrical shape which is made of a magneti- material. softly.
The fixing portions 72b are arranged on an outer circumferential side of an annular gear 35 and are connected to one. central gear 32 of the planetary gear mechanism 30. By providing this configuration, the rotor 72 is driven to rotate together with the central gear 32 of the planetary gear mechanism 30. The planetary gear 30 has the central gear 32, the ring gear 35 which is arranged concentrically with the central gear 32 and is arranged so as to surround the periphery of the central gear 32, planetary gears 34 which articulate with the central gear 32 and the ring gear 35 and a carrier 36 o which supports the planetary gears 34 in order to rotate on their own axes and make a path around the central gear 32 and the annular gear 35. In this way, the central gear 32, the annular gear 35 and the carrier 36 are carried to rotate differently with respect to each other.
A locking mechanism 61 is provided on the annular gear35 and this locking mechanism 61 has a synchronization mechanism (a synchronizer mechanism) and is made to stop (lock) the rotation of the annular gear 35.
The transmission 20 is a so-called S-type double clutch transmission, which includes the first clutch 41 and the second clutch 42, the planetary gear mechanism 30 and a plurality of gearshift gear groups, which will be described later.
More specifically, the transmission 20 includes a first main shaft 11 (a first input shaft), which is placed concentrically with the crankshaft 6a of the motor 6 (a rotation axis A1), a second main axis 12, a connection axis 13, a countershaft 14 (an output / input axis * 10), which can rotate around a axis of rotation B1, which is placed parallel to the axis of rotation A1, a first axis i termediary 15, which can rotate about an axis of rotation C2, which is placed parallel to the axis of rotation A1, a second intermediate axis: daily 16 (a second input axis), which can rotate in around a rotation axis D1, which is placed parallel to the axis of rotation A1. and a reverse axis 17, which can rotate about an axis of rotation E1, which is placed parallel to the axis of rotation A1.
The first clutch 41 is provided on the first main shaft 11 on one side which is opposite the motor 6 and the central gear 32 of the planetary gear mechanism 30 and the rotor 72 of the motor 7 are mounted on the first main shaft 11 on a side opposite the side in front of the engine 6.
Consequently, the first main shaft 11 is selectively connected to crankshaft 6a of engine 6 by the first clutch and is co-connected directly to engine 7, so that power from engine 6 and / or engine is transmitted to the central gear 32.
The second main axis 12 is shorter than the first main axis 11 and is hollow. The second main axis 12 is arranged to rotate with respect to the first main axis 11, so as to cover the periphery of a portion of the first main axis 11, which is located on one side in front of the engine 6. In addition, the second clutch 42 is provided on the second main axis 12 on one side in front of the engine
6 and an intermediate gear 27a is integrally mounted on the  second main shaft 12 on a side opposite the side in front of the engine 6., Consequently, the second main shaft 12 is selectively connected to the crankshaft 6a of the engine 6 by the second clutch 42 so that energized motor 6 is transmitted to the intermediate gear 27a.
The connection axis 13 is shorter than the first main axis 11 and is hollow.
The connecting axis 13 is arranged to rotate with respect to the first main axis 11, so as to cover a portion of the first main axis 11, which is located on a side opposite the side opposite the * 10 motor6. A third speed gear 23a is integrally mounted on the connection axis 13 on one side which is opposite the motor 6 and the carrier 36 of the planetary gear mechanism 30 is integrally mounted on the connection axis 13 on a side opposite to la-! from the front to the motor 6. Consequently, the carrier 36, which is mounted on the connection axis 13 and the third speed gear 23a r, are driven to rotate together when the planetary gears 34 make a path around the central gear. 32 and annular gear 35. In addition, a fifth speed gear 25a is provided on the main shaft 11 between the third speed gear 23a, which is mounted on the connecting shaft 13 and the intermediate gear 27a, which is mounted on the second main axis 12, so as to rotate with respect to the first main axis 11. Additionally, a reverse drive gear 28b is mounted on the first main axis 11 in order to rotate together with the first main axis 11 Also, a first gearshift 51 is provided between the third gear 23a and the fifth gear 25a, the first gearshift 51 being the adapted to connect the first main shaft 11 and the third speed gear 23a or the fifth speed gear 25a or release the connection.
Then, when the first gearshift 51 is engaged in a third speed connection position, the first main shaft 11 and the third speed gear 23a are connected together so as to rotate together. When the first gearshift 51 is engaged in a fifth speed connection position, the first main axis 11 and the fifth speed gear 25a are connected together in order to rotate together. When the first gearshift 51 is in a neutral position, the first main axis 11 rotates with respect to the third speed gear 23a and the fifth speed gear 25a. When the first main axis 11 and the third speed gear 23a rotate together, the central gear 32, which is mounted on the first main axis 11 and the carrier 36, which is connected to the "7 10 third speed gear 23a through the connecting axis 13, rotate together and the annular gear 35 also rotates together, so the planetary gear mechanism 30 works as a unit A first intermediate gear 27b is integrally mounted on the first intermediate axis 15 and that first intermediate gear 27b hinges on intermediate gear 27a which 5 is mounted on the second main axis 12.
A second intermediate gear 27c is integrally mounted on the second intermediate shaft 16 and that second intermediate gear 27c hinges on the first intermediate gear 27b which is mounted on the first intermediate shaft. The second intermediate gear 27c comprises a first intermediate gear train 27A together with the intermediate gear 27a and the first intermediate gear 27b. A second speed gear 22a and a fourth vehicle gear 24a, which can rotate with respect to the second intermediate axis 16, are provided on the second intermediate axis 16, in positions in which they articulate on the third gear of speed 23a and the fifth speed gear 25a, which are provided around the first main axis 11. Furthermore, a second gear shift 52 is provided on the second intermediate axis 16 between the second speed gear 22a and the fourth speed gear 24a and this second gear shift 52 connects to the second intermediate shaft 16 and the second gear
speed gear 22a or the fourth speed gear 24a or release the connection. Then, the second gearshift 52 is engaged. in a second speed connection position, the second intermediate shaft 16 and the second speed gear 22a rotate together, while the second gear shift 52 is engaged in a fourth speed connection position, the second intermediate shaft 16 and the fourth speed gear 24a rotate together. When the second gearshift 52 is in a neutral position, the second intermediate shaft 12 rotates with respect to the second speed gear * 10 22a and the fourth speed gear 24a. A first common drive gear 23b, Á a second common drive gear 24b, a motor gear 21 and a final gear 26a are integrally assembled. on the countershaft 14 sequentially in that order, from the opposite side to one side, which is in front of the engine 6.
'Here, the first common drive gear 23b hinges on the third speed gear 23a which is mounted on the connecting shaft 13 and makes up the third speed gear pair together with the third speed gear 23a . In addition, the first common drive gear 23b hinges on the second speed gear 22a which is provided on the second intermediate shaft 16 and makes up a second pair of speed gear 22 together with the second speed gear 22a. The second common drive gear 24b hinges on the fifth speed gear 25a which is provided on the first main shaft 11 and comprises a fifth speed gear pair 25 together with the fifth speed gear 25a. The second common drive gear 24b hinges on the fourth speed gear 24a which is provided on the second intermediate shaft 16 and makes up a fourth pair of speed gear 24 together with the fourth speed gear 24a.
The final gear 26a hinges on the gearing mechanism
differential gear 8 and the differential gear mechanism 8 is connected to the DW, DW wheels via drive axles 9, 9. Consequently, 'energy transmitted to countershaft 14 is sent from the final gear 26a to the DW, DW wheels via the differential gear mechanism 8 and the drive shafts 9.9.
The third intermediate gear 27d is integrally mounted on the reverse shaft 17 and that third intermediate gear 27d hinges on the first intermediate gear 27b which is mounted on the first intermediate shaft 15. The third intermediate gear * 10 27d composes a second train of intermediate gear 27B together with intermediate gear 27a and the first intermediate gear 27b. i A reverse drive gear 28a is provided on the reverse axis 17 so as to rotate with respect to the reverse axis 17 and that gear. reverse drive gear 28a hinges to a reverse drive gear 28b which is mounted on the first main shaft 11. The reverse drive gear 28a makes up a reverse gear train 28 along with the reverse drive gear 28 further, a reverse gear 53 is provided on an opposite side of reverse drive gear 28a to one side, which is opposite motor 6 and this reverse gear 53 connects reverse shaft 17 and reverse drive gear 28a or releases the connection. Then, when reverse gear 53 is engaged in a reverse link position, reverse gear 17 and reverse drive 28a rotate together, while when reverse gear 53 is in a neutral position, reverse gear 17 and gear reverse drive grips 28a rotate with respect to each other.
The first gearshift 51, the second gearshift 52 and the reverse gearshift 53 employ a clutch mechanism having a synchronization mechanism (a synchronizer mechanism), which causes that the speed of revolution of the gear corresponds to the speed of revolution of the axis to which the gear is connected.
In the transmission 20, which is configured as described here before, an odd group of speed gears (a first Ú group of gears), composed of the third speed gear; 23a and the fifth speed gear 25a, is provided on the first main axis 11, which is a two-speed gear shift axis. In addition, an even group of speed gears (a second group of gears), which is composed of the second speed gear 22a and the fourth speed gear 24a, is provided on the second intermediate shaft 16, which is the other gear shift axis of the two gear shift axes. - 10 Based on the configuration that has been described here before, the vehicle drive system 1 of this modality has the transmission paths from one to five to follow. (1) A first transmission path is a transmission path. are where the crankshaft 6a of the engine 6 is connected to the wheels DW, DW via the first main shaft 11, the planetary gear mechanism 30, the. connecting shaft 13, the third speed gear pair 23 (the third speed gear 23a, the first common drive gear 23b), the countershaft 14, the final gear 26a, the differential gear mechanism 8 and drive shafts 9, 9. Here, the reduction ratio of the planetary gear mechanism 30 is set so that the motor torque transmitted to the drive shafts DW, DW via the first transmission path corresponds to a first velocity. That is, the reduction ratio resulting from multiplying the reduction ratio of the planetary gear mechanism 30 by the reduction ratio of the third speed gear pair 23 corresponds to the first speed.
(2) A second transmission path is a transmission path where crankshaft 6a of engine 6 is connected to the wheels DW, DW via the second main shaft 12, the first intermediate gear train 27A (the intermediate gear 27a, the first intermediate drive gear 27b, second intermediate gear 27c), second intermediate shaft 16, second speed gear pair
22 (the second speed gear 22a, the first gear of common drive 23b) or the fourth pair of speed gear d 24 (the fourth speed gear 24a, the second drive gear 24b), the countershaft 14, final gear 26a, differential gear mechanism 8 and drive shafts 9, 9. (3) A third drive path is a drive path where crankshaft 6a of engine 6 is connected to the DW wheels , DW via the first main shaft 11, the third speed gear pair 23 (the third speed gear 23a, the first drive gear in common 23b) or the fifth speed gear pair 25 (the fifth speed gear 25a, the second common drive gear 24b), countershaft 14, final gear 26a, differential gear mechanism 8 and drive shafts 9, 9 without passing through the gear mechanism planetary 30.
(4) A fourth transmission path is a transmission path E where motor 7 is connected to the DW, DW wheels via planetary gear mechanism 30 or the third speed gear pair 23 (the third speed gear 23 a, the first common drive gear 23b) or the fifth speed gear pair 25 (the fifth speed gear 25a, the second common drive gear 24b), the countershaft 14, the final gear 26a , the differential gear mechanism 8 and the drive shafts 9, 9. (5) A fifth drive path is a drive path where crankshaft 6a of engine 6 is connected to the DW, DW wheels via the second main shaft 12, the second intermediate gear train 27B (the intermediate gear 27a, the first intermediate gear 27b, the third intermediate gear 27d); the reverse axle 17, the reverse gear train 28 (the reverse drive gear 28a, the reverse drive gear 28b), the planetary gear mechanism30, the connection shaft 13, the third speed gear pair 23 (the third speed gear 23a, the first common drive gear 23b), the countershaft 14, the final gear 26a, the half
differential gear mechanism 8 and drive axles 9, 9. 'In addition, in this fashionable vehicle drive system, the engine 7 is connected to a battery 3 via a power control unit (here later referred to as PDU) 2 which controls the operation at home, so an electrical power supply for motor 7 from battery 3 and a power regeneration for battery 7 are implemented via PDU 2. This ie, engine 7 is driven by the electrical power supplied to it from battery 3 via PDU 2. In addition, a generation of regenerative electricity is implemented by rotating the wheels * 10 DW, DW or powered engine 6 when the vehicle is decelerated in order to charge battery 3 (energy recovery). In addition, PDU 2 is connected to an electronic control unit (hereinafter referred to as an ECU) 5. ECU 5 is a control unit for controlling the vehicle. all in various ways.
An acceleration request, a braking request, the engine speed of revolution 6, a are inserted in ECU 5. engine speed of revolution 7, engine temperature, speed of revolution of the first and second main axes 11, 12, counter-axle return speed 14, vehicle speed, gear position, SOC.
On the other hand, an engine control signal 6, an engine control signal 7, signals indicating the state of electricity generation, charged state and discharged state of the battery 3, control signals from the first and according to gear shifts 51, 52, a reverse gear control signal 53 and a locking control signal by the locking mechanism 61. In addition, ECU 5 controls a brake system 100, which will be described later and also controls the braking of vehicle drive system 1. [0049]
The vehicle drive system 1, which is configured as described here, controls the engagement and disengagement of the first and second clutches 41, 42 and also controls the connection positions of the first gearshift 51, the second gear gearshift 52 and reverse gear 53 to thereby move the vehicle in first and fifth speeds and reverse by engine 6. Additionally, the system
vehicle drive theme 1 can help move the vehicle or Ú perform a regenerative operation using engine 7 while the vehicle: still in motion, vehicle drive system 1 can start engine 6 using engine 7 or charge battery 3 during idle
Additionally, vehicle drive system 1 allows EV movement using engine 7. Vehicle drive system 1 includes three EV movement modes.
In the following description, unless otherwise stipulated, the first and second clutches 41, * 10 42 are disengaged, the first and second gear shifts and reverse shifts 51 to 53 are in the neutral position and the locking mechanism 61 is in a locked state (SYN LOCK OFF), which allows rotation of the annular gear 35. Here, this state will be referred to as. an initial state.
In a speed diagram in figure 2 (a), an engine stop position 7 is represented by O, an area greater than O 'represents a direction of forward rotation, an area less than 0 represents a reverse direction of rotation, central gear 32 is denoted by "S," carrier 36 is denoted by "C" and annular gear 35 is denoted by "R". This will also apply to the speed diagrams which will be described later.
Figure 2 (b) is a diagram showing the torque transmission conditions.
A thick shaded arrow indicates a torque flow and a hatch on the arrow corresponds to a hatch on arrows that indicate torque in the speed diagram.
In addition, the forward rotation direction of the motor 7 denotes a direction in which a forward torque is transmitted to the DW, DW wheels via drive axles 9, 9, while the reverse rotation direction of the motor 7 denotes a direction in which a reverse torque is transmitted to the DW, DW wheels via drive axles 9, 9. A first EV movement mode is a 1st EV mode, which is reached from the initial state by placing the locking mechanism 61 in a locked state (SYN LOCK ON). In this state, when motor 7 is started (torque is applied in the forward rotation direction), as shown in figure 2 (a), the central gear 32 of the planetary gear mechanism 30, which is connected to the rotor 72, rotates in the forward rotation direction. As this occurs, as shown in figure 2 (b), since the first and second clutches 41, 42 are disengaged, energy transmitted to the central gear 32 is never transmitted from the first main shaft 11 to the crankshaft 6a motor 6. Additionally, since locking by the locking mechanism 61 is not implemented, the motor torque transmitted to the central gear 32 is * 10 transmitted to the carrier 36 and is then transmitted to the wheels DW, DW through the fourth transmission path, which passes through the planetary gearing mechanism 30. As this occurs, once the annular gear 35 is locked, the central gear 32 rotates at a speed . of revolution greater than the carrier 36, while maintaining a co-linear relationship shown in figure 2 (a) due to the characteristics' of the planetary gear mechanism 30. That is, the motor torque is transmitted, the which is reduced by the planetary gear mechanism
30.
A second EV movement mode is a 3rd EV mode, which is reached from the initial state by engaging the first gear shift 51 in the third speed connection position from the neutral position. As previously described, by engaging the first gearshift 51 into the third gear connection position, the planetary gear mechanism 30 is composed of one unit. In this state, when motor 7 is driven (torque is applied in the forward rotation direction), the planetary gear mechanism 30, which is connected to rotor 72, rotates in the forward rotation direction as a unit. As this happens, once the first and second clutches 41, 42 are disengaged, the energy transmitted to the central gear 32 is never transmitted from the first main shaft 11 to the crankshaft 6a of the engine 6. So, the torque from the engine is transmitted to the wheels
DW, DW through the fourth transmission path, which passes through the third speed gear pair 23. 'When regeneration is implemented while the vehicle is in motion under the 3rd EV motion mode, as shown in the figure rad, regenerative torque is applied to the engine 7 in a direction in which the speed of revolution of the rotor 72 is reduced, that is, in the reverse direction, so that electricity can be generated in the engine 7 while applying a braking force to the vehicle, thereby making it possible to charge the battery 3.
2 10 The third EV movement mode is a 5th EV mode, which is reached from the initial state by engaging the first gearshift 51 into the fifth gear connection position from neutral position. In this state, when motor 7 is driven (torque is' applied in the forward rotation direction, the central gear 32 of the planetary gear mechanism 30, which is connected to rotor 72 rotates: in the forward rotation direction as shown in figure 5 (b) .As this occurs, as shown in figure 5 (b), once the first and second clutches 41, 42 are disengaged, the energy transmitted to the central gear 32 is never transmitted from the first main axis 11 for crankshaft 6a of the engine 6. Then, the engine torque is transmitted to the DW, DW wheels through the fourth transmission path, which passes through the fifth pair of gears 25. As this occurs, the central gearing 32 rotates at the speed of revolution of the motor 7 and the carrier 36 rotates while connected to the countershaft 14 by means of the third speed gear train 23. Therefore, a predetermined differential rotation is generated between the central gear 32 and the ported r 36 and ring gear 35 rotates at a higher revolution speed than carrier 36 while maintaining a collinear relationship shown in figure 5 (a) due to the characteristics of the planetary gear mechanism 30. When regeneration is implemented while the vehicle is moving under the 5th EV movement mode, as shown in figure 6, regenerative torque is applied to engine 7 in the direction in which the speed
The speed of revolution of rotor 72 is reduced, that is, in the reverse direction, so that electricity can be generated in the engine 7 while applying a braking force to the vehicle, thereby making it possible to charge the battery 3. After that, a An example of a brake system, which is used in the system of vehicle driving 1 of the modality will be described. As shown in figure 7, the brake system 100 includes a master cylinder of random type M, a hydraulic booster 113, which regulates the hydraulic pressure in a source of hydraulic pressure generation 112 according to the braking effort imputed from of a * 10 brake pedal 111.0 which is a brake control element for application to the master cylinder M and a repression simulator 114, which is interposed between the 'brake pedal 111 and the hydraulic booster 113. A body cylindrical 116 of master cylinder M is formed into one. deep cylindrical shape, which is closed at one front end thereof and one rear end of cylindrical body 116 is connected to F a front end of a case 117 that hydraulic booster 113 includes. The rear end of the cylindrical body 16 is adapted to a front portion of the case 117 hermetically in fluid communication. A separator 18, a first sleeve 119 and a second sleeve 120, which are fitted in the case 117 hermetically in fluid communication are maintained between the rear end of the cylindrical body 116 and the case 117 with the first sleeve 119 maintained between the separator 118 and the second glove
120. A first cylinder bore 121 is formed in the cylindrical body 116 and the first cylinder bore 121 is closed at a front end thereof. The master cylinder M consists of a rear master piston 123 and a front master piston 124. The rear master piston 123 is in front of a hydraulic reinforcement chamber 122 behind it and is conditioned backwards by a spring. The rear master piston 123 is slidably fitted to the first cylinder bore 121. The front master piston 124 is placed in front of the rear master piston 123 while being conditioned backwards by a spring and is slidably adapted in the first hole cylinder cylinder 121. A rear outlet hydraulic chamber 125 is formed] between the rear master piston 123 and the front master piston 124 and a front exit hydraulic chamber! 126 is formed between a closed front end portion of the cylindrical body 116 and the front master piston 124. A rear outlet port 127 and a front outlet port 128 are provided on the cylindrical body 116. The rear outlet port 127 is provided communicates with a rear exit hydraulic chamber 125 and the front exit hole 128 communicates with a front exit hydraulic chamber 126. In addition, a rear return spring 129 is provided * 10 within the rear exit hydraulic chamber 125 between the rear master piston 123 and the front master piston 124 in a compressed state, the rear return spring 129 being adapted to condition the rear master pin 123 backwards.
In addition, a front return spring 130 is provided, inside the front outlet hydraulic chamber 126 between the closed front end of the cylindrical body 116 and the front master piston 124 in a compressed Fr state, the front return spring 130 being adapted for condition the front master piston 124 backwards.
A reservoir 131 is attached to the master cylinder M.
A first, second and third fluid reserve chambers 131a, 131b, 131c are formed in reservoir 131 so as to be independently separated from each other.
A cylindrical rear connection portion 132 having a cylindrical shape and a cylindrical frontal connection portion 133 having a cylindrical shape are integrally provided on the master cylinder M in order to project upwards, which are spaced from each other in an axial direction .
The rear connection cylindrical portion 132 communicates with the second fluid reserve chamber 131b and the front connection cylindrical portion communicates with the first fluid reserve chamber 131a.
A central valve 134 is mounted on the rear master piston 123 so that the rear outlet hydraulic chamber 125 communicates with the second fluid reserve chamber 131b when the rear master piston 123 returns to a limit position of withdrawal.
A central valve 135 is mounted on the front master piston 124 in order to cause the front exit hydraulic chamber 126 to communicate. than with the first fluid reserve chamber 131a when the front master piston 124 returns to a withdrawal limit position.
The rear outlet hole 127 of the master cylinder M is connected to a right front wheel brake B1 and a left rear wheel brake B2 via a hydraulic modulator 136. The front exit hole 128 is connected to a front brake. left front wheel B3 and right rear wheel brake B4 via hydraulic modulator 136. Thus, hydraulic modulator 136 * 10 is a conventionally known hydraulic modulator, which can perform an automatic brake control, such as a brake control. anti-lock brake performed when the brakes are applied and traction control performed when the brakes are not applied by freely controlling the pressure. brake, which is produced from the front and rear exit holes 127,
128.
The hydraulic booster 113 includes a cylindrical reserve piston 138, a pressure regulating valve device 139, which is incorporated in the reserve piston 138, a control piston 141, a first reaction piston 142 and a second reaction piston 143. The reserve piston 138 is in front of the hydraulic reinforcement chamber 122 at a front end thereof so as to directly push the rear master piston 123 of the master cylinder M from behind it. The reserve piston 138 is slidably adapted in the separator 118 and in the second sleeve
120. The control piston 141 drives the pressure regulating valve device 139 in order to regulate the pressure by balancing the reaction force based on the hydraulic pressure in a reinforcement hydraulic pressure generating chamber 140, which is connected to the hydraulic booster chamber 122 with a brake application input, which is imputed from the brake pedal 111. The first reaction piston 142 is interposed between the pressure regulating valve device 139 and the pressure piston control 141 in order to add the reaction force based on the hydraulic pressure in the booster chamber 140 to the control piston
le 141. The second reaction piston 143 is interposed between the reserve piston 138 and the first reaction piston 142 in order to apply a hydraulic pressure to the outlet of the hydraulic pressure generation source 112 and the reaction force by a reaction spring 144. In addition, the reaction force of the first reaction piston 142 to the control piston 141 when the brake pedal is applied via the brake pedal 111 is increased.
A connection fluid path 145, which communicates with the hydraulic booster chamber 122, an inlet port 146, which is connected to a source of hydraulic pressure generation 112, a path of * 10 fluid outflow 147, the which communicates with the hydraulic pressure generating chamber 140 and a release port 148, which communicates with the É release chamber 149, which is formed inside the case 117 at the back of the second sleeve 120 are provided sequentially in that order. dem, from the front, so as to be spaced from each other. A source of hydraulic pressure generation 112 is connected F to the inlet port 146. This source of hydraulic pressure generation 112 includes a pump 151, which pumps a working fluid from the third fluid reserve chamber 131c of reservoir 131 and an accumulator, which is connected to a discharge side of the pump 151. The operation of the pump151 is controlled according to the hydraulic pressure of the accumulator 152, which is detected by a hydraulic pressure sensor 53 inside the case 17 and a constantly high hydraulic pressure is supplied to the inlet port 146 from a source of hydraulic pressure generation 112. In addition, the release port 148 is connected to the third fluid reserve chamber 131c of reservoir 131.
The pressure regulating valve device 139 is composed of the pressure boosting valve, which is interposed between the inlet port 146 and the hydraulic booster pressure generating chamber 140 and a pressure reducing valve, which is interposed between the booster hydraulic pressure generation chamber 140 and the release chamber
149. Thus, a reinforcing hydraulic pressure, which is obtained by regulating the hydraulic pressure in a source of hydraulic pressure generation
112, is generated in the hydraulic booster pressure generation chamber 140 by opening or closing the pressure increase valve in response to brake pedal depression 111. In hydraulic booster 113 configured as described above, inlet brake application pressure is imputed from the brake pedal 111 to the control piston 141 via the discharge simulator 114, so that a front pressure is applied to the first reaction piston 142 from the control piston 141. Thus, in such a state, where the amount of forward path of the control piston 141 with respect to the reserve piston 138 is less than a predetermined value, only the first reaction piston 142 rests against the control piston 141 The pressure reducing valve of the pressure regulating valve device 139 is closed as the first reaction piston 142 advances, so the communication between. the booster hydraulic pressure generating chamber 140 and the release chamber 149 are cut off.
When the control piston 141 and the first reaction piston 7 advance further, the pressure increase valve of the pressure regulating valve device 139 is opened.
The hydraulic pressure of the booster chamber 140 is applied to a front end of the first reaction piston 142 with the pressure reduction valve closed.
When the first reaction piston 142 and the control piston 141 are contracted, so that the brake application input from the brake pedal 111 is balanced with the hydraulic pressure, based on the hydraulic pressure in the chamber of hydraulic boost pressure 140, the pressure reduction valve is opened and the pressure increase valve is closed.
Repeating the opening and closing of the pressure increase valve and the pressure reduction valve, the hydraulic output pressure of the hydraulic pressure generation source 112 is regulated to a hydraulic boost pressure, which corresponds to the application input. brake from brake pedal 111 for application to the hydraulic pressure booster chamber 140. In addition, when the amount of front path of control piston 141 with respect to reserve piston 138 reaches and ex-
the default value yields, not only the first reaction piston 142, but also the second reaction piston 143, are held against. the control piston 141, so that not only the hydraulic pressure, which pushes the second reaction piston 143 backwards due to the hydraulic pressure from a source of hydraulic pressure generation 112, but also the spring force of the spring reaction 144 is added as the reaction force, that increasing reaction force acting on the control piston 141. The connection fluid path 145, which is provided in the * 10 case 117 in order to communicate with the hydraulic chamber booster 122, is connected to a source of hydraulic pressure generation 112 via an [electromagnetic valve for applying automatic brake pressure 154, which is a normally closed linear solenoid valve and is connected: to the third fluid reserve chamber 131c from reservoir 131 via a cooperative regenerative pressure reducing electromagnetic valve '155, which is a normally closed linear solenoid valve.
That is, the normally closed automatic brake pressure application electromagnetic valve 154 is interposed between the hydraulic booster chamber 122 and a source of hydraulic pressure generation 112 and the cooperative regenerative pressure reducing electromagnetic valve 155 normally closed is interposed between the hydraulic booster chamber 122 and the reservoir 131. In addition, the outlet fluid path 147, which communicates with the hydraulic booster pressure generating chamber 140, is connected to the connection fluid path 145 via an automatic brake pressure reduction electromagnetic valve 156 and a cooperative regenerative pressure application electromagnetic valve 157, which are connected in series.
The automatic brake pressure reduction electromagnetic valve 256 and the pressure application electromagnetic valve - regenerative cooperative 157 are a normally open linear solenoid valve.
A first one-way valve 158 is connected in
lelo to the S 156 automatic brake pressure reduction electromagnetic valve and this first one-way valve 158 allows a working fluid flow from the outlet fluid path 147 to the connecting fluid path
145. In addition, a second unidirectional valve 159 is connected in parallel to the regenerative cooperative pressure application electromagnetic valve 157 and this second unidirectional valve 159 allows a flow of working fluid from the connecting fluid path to the fluid path of output 147. That is, the automatic brake pressure reduction valve - 10 automatic 156, to which the first unidirectional valve 158 is connected in parallel and the cooperative pressure application electromagnetic valve to regeneration 159, to which the second valve unidirectional 159 is connected in parallel, they are interposed between the pressure generating chamber. reinforcement hydraulic 140 and the hydraulic reinforcement chamber 122. In addition, a hydraulic sensor for detecting the quantity of. brake application 160 is connected between the outlet fluid path 147 and the automatic brake pressure reduction electromagnetic valve 156. An automatic brake feedback control hydraulic sensor 161 is connected between the cooperative pressure application electromagnetic valve had regeneration 157 and the connection fluid path 145.
Thus, the automatic brake pressure application electromagnetic valve 154 is interposed between a source of hydraulic pressure generation 112 and the hydraulic booster chamber 122. The automatic brake pressure reduction electromagnetic valve 156 and the first valve - unidirectional valve 158, which is connected in parallel to the automatic brake pressure reduction valve 156 in order to allow the brake fluid flow from the booster hydraulic pressure generation chamber 140 to the hydraulic chamber booster 122, are interposed between the booster hydraulic pressure generating chamber 140 and the booster hydraulic chamber 122. Thus, when the brake pedal 111 is not compressed, that is, when the pressure regulating valve device 139 also does not operate by controlling the electromagnetic valve for applying automatic brake pressure 154 and the electromagnetic valve for reducing automatic brake pressure 156 to be open. s or closed in order to regulate the hydraulic pressure of the hydraulic booster chamber 122, an automatic brake control can be obtained in which, when the brakes are not applied, the hydraulic brake pressures are applied to the wheel brakes B1 to B4. In addition, when the pressure regulating valve is activated to generate a hydraulic pressure greater than the hydraulic pressure in the hydraulic booster chamber 112 in the hydraulic booster pressure generating chamber when compressing the brake pedal 111 with the electromagnetic reduction valve automatic brake pressure sensor 156 closed while an automatic brake is applied, the hydraulic pressure in the hydraulic booster pressure generating chamber 140 can be applied to the hydraulic booster chamber 122 via the first one-way valve 158, so the master cylinder M it can be operated in the same way as the application of a normal brake. In addition, the regenerative operative pressure reduction electromagnetic valve 155 is interposed between the hydraulic booster chamber 122 and the reservoir 131 and the electromagnetic regenerative pressure application valve 157 and the second one-way valve 159, which is connected in parallel to the electromagnetic valve for the application of cooperative regeneration pressure 157 in order to allow the flow of brake fluid from the hydraulic booster chamber 122 to the hydraulic booster pressure generation chamber 140, are interposed between the chamber hydraulic pressure booster 140 and the hydraulic booster chamber
122. Therefore, by controlling the electromagnetic valve for cooperative regeneration pressure 157 and the electromagnetic valve for cooperative regeneration pressure 155 to be open and closed in order to regulate the hydraulic pressure in the hydraulic booster chamber 122 during regeneration with the applied brakes, the hydraulic pressure of the brake, which is compensated from the application of normal brake, can be produced from the master cylinder M. When the brake pedal 111 is released with the electromagnetic valve of pressure application regeneration cooperative 157 closed, the hydraulic pressure in the hydraulic booster chamber 122 can be relieved to reservoir 131 via the second valve It is unidirectional 159. The repression simulator 114 includes an inlet piston 162, which is adapted in the control piston 141 hermetically in fluid communication and slidably in an axial direction and a spring device 163, which is in terposed between the input piston 162 and the control piston 141 and is incorporated in the control piston 141. An input rod 164, which is connected to the brake pedal 111, is connected to the input piston 162 in a portion of ex - - 10 frontal shaking of the same in order to move from side to side.
That is, the braking effort according to the depression of the brake pedal 111 is E attributed to the input piston 162 via the input rod 164 and the input piston 162 operates to advance according to the im- | putado.
The spring device 163 includes an elastic element 165, which is formed in a cylindrical shape, using an elastic material such as a rubber, and a metal spiral spring 166, in which the spring load is configured less than elastic element 165. The elastic element 165 and the spiral spring 166 are interposed in series between the inlet piston162 and the control piston 141, so that the spring force required by the spiral spring 166 is applied to the inlet piston. control 141 at an early stage of depression of the brake pedal 111 and the elastic element 165 begins to be elastically deformed after the application of the spring force of the spiral spring 166 to the control piston 141 has ended.
A rear end portion of a rest 167, which encompasses a projected portion of case 117 of control piston 141, is mounted on the inlet rod 164 and a front end portion of the rest 167 is mounted on a rear end portion case 117. In the brake system 100 configured as described here before, ECU 5 controls the automatic brake pressure application electromagnetic valve 154 and the automatic brake pressure reduction electromagnetic valve 156 to be open and closed and also controls the cooperative regenerative pressure reduction electromagnetic valve. 155 and the regenerative cooperative pressure application electromagnetic valve 157 to be open and closed.
Through this control, even when no brake is applied with the brake pedal 111 not compressed by the driver, not only an automatic brake control can be performed, in which the hydraulic pressures of the brake are applied to the wheel brakes B1 a B4, but also a so-called cooperative regeneration control can be performed, in which a brake torque is applied - 10 to the brake system 100, which is obtained by subtracting a regenerative brake torque from a target brake torque with based on the regenerative brake torque, which varies according to the amount of electricity generated by the engine 7. É Figure 8 shows a distribution of braking force on the brake system 100 when the driver stops the engine vehicle when compressing the brake pedal.
In this brake system 100, engine braking is obtained by friction of the engine and a braking force is generated as a result of performing a predetermined amount of brake regeneration OFF on engine 7 at a point in time when the driver releases the pedal of the accelerator (not shown). Then, when the driver compresses the brake pedal 111, regenerative braking (brake regeneration ON), corresponding to a regeneration limit calculated by ECU 5, is applied to engine 7. This generates a braking force and, in the event that the braking force generated by ON brake regeneration is insufficient to meet a target brake torque, the insufficient braking force is compensated by the frictional braking force generated by the wheel brakes B1 to B4 of the brake system 100. Then, when the vehicle is reduced to a predetermined vehicle speed Vc, the amount of regenerative braking by engine 7 is reduced, while the amount of friction braking by wheel brakes B1 to B4 of the brake 100 is increased.
When the vehicle is further reduced to a predetermined vehicle speed Vd, the first and second clutches 41, 42 (starting clutches)
they are disengaged to thereby cease regeneration. Finally, the: vehicle is stopped by the friction braking effect produced by the brakes of F wheel B1 to B4 of the brake system 100. Thus, as described here before, according to the system's vehicle drive, the amount of regeneration can be increased according to the effort applied to the brake pedal
111. Then, the hydraulic pressure of the master cylinder M is controlled for the first time after the amount of regeneration reaches the regeneration limit in order to ensure the braking force by the brakes. Therefore, vehicle * 10 can be reduced by making full use of engine 7 regeneration. Next, a regeneration control during EV motion will be described. As shown in figure 9, a region of possible regeneration in the 5th EV mode is located in a region of low torque, high speed of revolution. A region of possible regeneration in the 3rd mode 'EV is located in a region of high torque, low speed of revolution. A region of possible regeneration in the 1st EV mode is located in a region of high torque, low speed of revolution. Consequently, when the vehicle becomes idle after the vehicle has moved at high speeds in the 5th EV mode, in the 5th EV mode the regenerative generation cannot be performed by the engine 7 after the vehicle has been reduced to speed vehicle, resulting in a state in which electricity generation cannot be performed by the engine 7 when making effective use of regenerative energy.
Then, it is considered to stop the vehicle with the braking force produced by the wheel brakes B1 to B4 of the brake system 100 in regions outside a region of possible regeneration in the 5th EV mode. However, in this case, the braking energy cannot be effectively used additionally when re-accelerating the vehicle, as the vehicle is re-accelerated in the 5th EV mode and, therefore, a required driving torque cannot be obtained and the vehicle is reduced to accelerate. On the other hand, gear reduction from the 5th EV mode to the 3rd EV mode and the 1st EV mode is considered. When downshifting from the 5th EV mode to the 3rd EV mode, It is a zero torque control of the engine 7 needs to be performed while the 'first gear shift 51, which is now engaged in the fifth speed connection position, is still engaged in the third speed connection position, when downshifting from the 3rd EV mode to the 1st EV mode, the zero torque control of the engine 7 needs to be performed while the first gear shift 51, which is now engaged in the third speed connection position, it is taken to the neutral position and the locking mechanism 61 is placed in the * 10 LOCK ON state from the LOCK OFF state. However, as shown in figure 10, this downshift has a problem due to the fact that the vehicle's braking force cannot be ensured during the zero torque control of engine 7. - Then, in the vehicle 1 of the modality, when downshifting from the 5th EV mode to the 3rd EV mode, the aforementioned automatic brake control is performed, in which the loss of braking force that occurs while the first gear change speed 51, which is now engaged in the fifth speed connection position, is engaged in the third speed connection position, is compensated by the braking force by the wheel brakes B1 to B4 of the brake system 100 .
To describe this gear shift control by reference to figures 11 and 12, regeneration is performed in the 5th EV mode with the accelerator pedal released or OFF (S01). Then, the regenerative torque of the motor7 is gradually lost, while the wheel brakes B1 to B4 of the brake system 100 are applied, in order to gradually increase the braking force to maintain a predetermined braking force when the vehicle speed is reduced to Va (S02). Then, in a state such that the regenerative torque is completely lost (in a state where the braking force is ensured only by the friction brake), gear reduction is performed by engaging the first gearshift 51 , which is now engaged in the fifth speed connection position, in the third speed connection position (S03). S After that, regeneration is performed in the 3rd EV mode, while increasing. the regenerative torque of the motor 7 gradually decreases and, at the same time, the wheel brakes B1 to B4 of the brake system 100 are operated in order to gradually reduce the braking force to maintain the predetermined braking force (S04) . The wheel brakes B1 to B4 of the brake system 100 are released in order to cut the braking force and regeneration is carried out in the 3rd EV mode after the braking force of the engine 7 reaches a predetermined braking force in the 3rd EV mode (S05) additionally, - 10 when the vehicle speed is reduced to Vb, the regenerative torque of the engine 7 is gradually lost, while the wheel brakes B1 to B4 of the brake system 100 are applied to gradually increase the braking force to maintain the predetermined braking force (S06). When reducing the vehicle, which is reduced to vehicle speed Vf or less, the required braking force is not available from regenerate. even while transmission is downgraded to 1st EV mode.
Therefore, the vehicle is stopped by the braking force of the wheel brakes B1 to B4 of the brake system 100 (S07). During this time, the first gearshift 51, which is engaged in the third speed connection position, is taken to neutral and the locking mechanism 61 is placed in the LOCK ON state from the LOCK OFF state, so the vehicle is now taken to the 1st EV mode, in order to be ready for re-acceleration.
According to the vehicle drive system 1 of this modality that was described here before, when the vehicle is decelerated while moving under the 5th EV mode by selecting the fifth speed gear 25a, the wheel brakes B1 to B4 of the brake systems 100 are operated cooperatively to compensate for a reduction in the regenerative braking force of the engine 7 while downshifting is carried out from the fifth gear 25a to the third gear 23a by the first gear shift speed 51 with regeneration performed by engine 7, that is, while reducing gear
cha is executed from the 5th EV mode to the 3rd EV mode with regeneration performed by the engine 7, thus making it possible to ensure the strength of. braking during downshifting. Consequently, the energy which is conventionally discharged as thermal energy while the braking force is generated by the wheel brakes can be used effectively as regenerative energy. In addition, the vehicle is reduced according to the vehicle speed and, therefore, when the vehicle accelerates again, the vehicle can be accelerated evenly. In addition, when the required regeneration cannot be achieved * 10 after the regeneration is performed under the third speed gear 23a, gear reduction is performed from the 3rd EV mode to 1st EV mode h, in order to be ready for re-acceleration thereby making it possible to re-accelerate the vehicle evenly when it is re-accelerated. Additionally, instead of the wheel brakes B1 to B4 of the brake system 100 being controlled in order to compensate for the loss of braking force, which occurs during downshift with regeneration performed, the loss of power braking can be prevented by using the engine's braking effects.
Referring to figures 13 and 14, this gear shift control will be specifically described. Regeneration is performed on the 5th EV mode in a state such that the accelerator pedal, not shown, is released or OFF during EV movement under the 5th EV mode (S11). Then, when the vehicle speed is decreased to Va, the first clutch 41 is engaged to start engine 6 while regeneration is performed (S12). After engine 6 has been started, the first clutch 41 is disengaged and the second gearshift 52 is taken from the neutral position to be engaged in a fourth speed connection position (S13). In this state, the first and second clutches 41, 42 are released and, therefore, engine 6 is disengaged. Then, the second clutch 42 is gradually engaged to achieve engine braking while reducing the amount of regeneration, in order to maintain the braking force (S14). figure 14 (a) shows a state in which engine braking is achieved
in such a state that the first clutch 41 is disengaged, while the second clutch 42 is engaged and the second gear shift. speed gear 52 is engaged in the fourth gear connection position with the first gear shift 51 left engaged in the fifth speed connection position.
Then, after the second clutch 42 is fully engaged, the first gearshift 51, which is now engaged in the fifth speed connection position, is engaged (pre-engaged) in the third gear position. speed connection in order to execute gear reduction (S15). figure - 10 11 (b) shows a state in which the first gear shift 51 is engaged in the third gear connection position from the fifth: the gear connection position from the state shown in figure 11 ( The). After that, the second clutch 42, which is now engaged, is - gradually disengaged while increasing the amount of regeneration in the 3rd EV mode, in order to maintain the braking force (S16). Then, f after the second clutch 42 is completely disengaged, engine 6 is stopped and regeneration continues in the 3rd EV mode (S17). When the vehicle speed is further decreased to Vb ', the regenerative torque of engine 7 is gradually lost, in order to carry out zero torque control (S18). Vehicle speed VP is the vehicle speed at which the required regeneration cannot be achieved in the 3rd EV mode.
As the braking speed of the vehicle Vf or less, the required braking force cannot be obtained from regeneration even though the vehicle is reduced to the 1st EV mode.
Therefore, the vehicle is stopped with a braking force of a mechanical brake 105, which will be described later, as required by the driver's intention.
During this time, the first gearshift cam 51, which is engaged in the third speed connection position, is taken from the neutral position and the locking mechanism 61 is placed in the LOCK ON state from the LOCK state. OFF, so - that gear reduction is performed in the 1st EV mode, in order to be ready for re-acceleration.
A 100A brake system shown in figure 16 can be used for the gearshift described above.
S As shown in figure 16 (a), the 100A in- brake system. includes a brake pedal 101, a brake commutator 103, which detects the pressure of the brake pedal 101, a master cylinder of random type 104, the —qualifies a hydraulic braking pressure according to a quantity of application brake imputed from the brake pedal 101, the mechanical brake 105 and a brake liner 106 along which the hydraulic pressure of the master cylinder 104 is supplied to the mechanical brake 105. The mechanical brake 105 is composed of a known mechanical brake , which is controlled by the “+ 10 hydraulic pressure of a disc brake or a drum brake.
An ABS mechanism 107 is provided on the brake liner 106, which prevents the corresponding wheels from braking when the brakes are applied.
In the 100A brake system, when the vehicle is stopped, which moves under an engine, as shown in figures 16 (b) and 16 (c), engine braking is obtained by friction of the engine and a braking force is generated - as a result of executing a predetermined amount of brake regeneration OFF on engine 7 at a point in time when the driver releases the accelerator pedal 101. Then, when the driver depresses the brake pedal 101, the brake switch 103 detects the brake pedal depression 101 and a predetermined amount of brake regeneration ON, which is determined in advance, is performed on the engine 7 to generate a braking force and a hydraulic braking pressure, which corresponds to an amount of brake pedal depression 101, is provided to mechanical brake 105, whereby mechanical brake 105 is applied.
Then, when the vehicle is reduced to reach the vehicle's predetermined speed Vc, the regenerative torque of the engine 7 is gradually lost.
When the vehicle is further reduced to the vehicle's predetermined speed Vd, the first and second clutches 41, 42 (starting clutches) are disengaged.
Finally, the vehicle is stopped by the friction braking effect produced by the mechanical brake 105. Additionally, a brake system 100B shown in figure 17 can be used.
As shown in figure 17 (a), the brake system 100B includes a brake pedal 101, a brake switch 103, which detects the de-. - brake pedal pressure 101, a master cylinder of random type 104, which applies a hydraulic braking pressure according to the amount of brake application imputed from brake pedal 101, a pressure sensor of master cylinder 108, which detects the hydraulic pressure in the master cylinder 104, a mechanical brake 105 and a brake liner 106 along which the hydraulic pressure of the master cylinder 104 is supplied to the mechanical brake 105. As well as the brake 100 as described earlier, mechanical brake * 10 105 is composed of a known mechanical brake, which is controlled by the hydraulic pressure of a disc brake or drum brake. An ABS 107 mechanism is provided on the brake liner 106, which prevents the respective wheels from being locked when the brakes are applied. 'The 100B brake system is similar to the 100A brake system which was described earlier by the following point. When the vehicle is stopped, which is moving under an engine, as shown in figures 17 (b) and 17 (c), engine braking is obtained by friction of the engine and a braking force is generated as a result of execution of a predetermined amount of brake regeneration OFF on engine 7 at a point in time when the driver releases the accelerator pedal 101, whereby the vehicle speed is reduced. However, in that brake system 100B, when brake switch 103 detects the depression of the brake pedal 101, a predetermined amount of brake regeneration ON is performed on motor 7, a predetermined amount of regeneration which is added according to the pressure in the master cylinder detected by the master cylinder pressure sensor
108. In addition, the hydraulic braking pressure, which corresponds to a depression amount of the brake pedal 101, is supplied to the mechanical brake 105, whereby the mechanical brake 105 is applied. Then, when the vehicle is reduced to reach the vehicle's predetermined speed Vc, the engine's regenerative torque 7 is gradually lost. When the vehicle is further reduced to the vehicle's predetermined speed Vd, the first | first and second clutches 41, 42 are disengaged. Finally, the vehicle is stopped by the friction braking effect produced by mechanical brake 105.. In this 100B brake system, the predetermined amount of ON brake regeneration is performed on engine 7, the predetermined amount of regeneration which is added according to the pressure in the master cylinder detected by the master cylinder pressure sensor 108. However, the invention is not limited to the same. Consequently, a settlement sensor can be used in place of master cylinder sensor 108 in order to add a predetermined amount of regeneration according to * 10 a settlement detected by the settlement sensor.
According to the vehicle drive system 1 of this] modality that was described here before, when the vehicle is decelerated while moving under the 5th EV mode when selecting the fifth gear - speed 25a, engine 6 is started and the second clutch 42 is engaged in such a state that the fourth speed gear 24a is selected by the second gear shift 52 while downshifting is performed from the fifth speed gear 25a to the third speed gear 23a by the first gearshift 51 with regeneration performed by engine 7, that is, while downshifting is performed from the 5th EV mode to the 3rd EV mode with regeneration performed by engine 7, thereby making it possible to ensure the braking force during downshifting. Consequently, the energy which is conventionally discharged as thermal energy while the braking force is generated by the wheel brakes can be used effectively as regenerative energy. In addition, the vehicle is reduced according to the vehicle speed and, therefore, when the vehicle is re-accelerated, the vehicle can be accelerated evenly again. In addition, when the required regeneration cannot be achieved after regeneration is performed on the third speed gear 23a, gear reduction is performed from the 3rd EV mode to the 1st EV mode in order to be ready for re-acceleration, that way, making it possible
It is possible to accelerate the vehicle again evenly when it is accelerated. : Second Mode. In the following, a vehicle drive system according to a second mode will be described by reference to figure 18. A vehicle drive system 1A differs from vehicle drive system 1 in that the 20A transmission includes a sixth pair of speed gear 96 and a seventh pair of speed gear 97, plus a planetary gear mechanism 30 and a second to fifth pairs of speed gears 22 to 25. Here after, the system * 10 made vehicle drive 1A will be described by reference only to the different characteristics of the vehicle drive system 1 that was described earlier.
A seventh speed gear 97a is provided. on a first main axis 11 between the third speed gear 23a and the fifth speed gear 25a so as to rotate with T with respect to the first main axis 11. In addition, a first gear shift 51A is provided between the third gear speed gear 23a and the seventh speed drive gear 97a, that first gear shift 51A being adapted to connect the first main shaft 11 and the third speed gear 23a or the seventh speed gear 97a or release the connection . The third gearshift 51B is provided between the seventh gear 97a and the fifth gear 25a, this third gearshift 51B being adapted to connect the first main shaft 11 and the fifth speed gear 25a or release the connection. Then, when the first gearshift 51A is engaged in the third speed connection position, the first main shaft 11 and the third speed gear 23a are connected together to rotate together. When the first gearshift gear 51A is engaged in the seventh gear connection position, the first main axle 11 and the seventh speed gear 97a rotate together. When the first 51A gearshift is in a
neutral position, the first main axle 11 rotates with respect to the third speed gear 23a and the seventh speed gear 97a.
In addition, when the third gearshift 51B is engaged in the fifth gear connection position, the first main shaft 11 and the fifth speed gear 25a are connected together to rotate together.
When the third gearshift 51B is in a neutral position, the first main axis 11 rotates with respect to every fifth
the 25a speed gear.
A sixth speed gear 96a is provided on a * 10 second intermediate shaft between the second speed gear 22a and the fourth speed gear 24a in order to rotate with respect to the second intermediate shaft 16. Additionally, a second gear gearshift 52A is provided between the second gearshift 22a and the sixth gearshift 96a, that second gearshift 52A being adapted to connect the second intermediate shaft 16 and the second gearshift 22a or the sixth speed gear 96a together or release the connection.
A fourth gearshift 52B is provided between the sixth gearshift 96a and the fourth gearshift 24a, that fourth gearshift 52B being adapted to connect the second idler shaft 16 and the fourth gearshift 24a together or release the connection.
Then, when the second gearshift 52A is engaged in a second speed connection position, the second intermediate shaft 16 and the second speed gear 22a are connected together to rotate together.
When the second gear shift 52A is engaged in a sixth speed connection position, the second intermediate shaft 16 and the sixth speed gear 96a rotate together.
When the second gear shift 52A is in a neutral position, the second intermediate shaft 16 rotates with respect to the second speed gear 22a and the sixth speed gear 96a.
In addition, when the fourth gearshift 52B is engaged in a fourth gear connection position, the second intermediate shaft 16 and the fourth drive gear 24a are connected together to rotate together.
When the fourth. the gear shift 52B is in a neutral position, the second idler axis 16 rotates with respect to the fourth speed gear24a A third common drive gear 96b is integrally mounted on a countershaft 14 between a first gear common drive gear 23b and a second common drive gear 24b. “= 1st Here, the third common drive gear 96b hinges on the seventh speed gear 97a, which is provided 'on the main shaft 11 and makes up the seventh speed gear pair 97 along with the seventh gear speed 97a and articulates on the sixth speed gear 96a, which is provided on the second intermediate shaft 16 and makes up a sixth gear pair of speed 96. A sixth gear can be achieved by engaging a second clutch 42 with the second gear shift 52A engaged in the sixth speed connection position.
In addition, the seventh gear is achieved by engaging a first clutch 41 with the first gearshift 51A engaged in the seventh gear connection position.
In either case, the movement of the vehicle can be assisted by an engine 7 or a battery can be charged by engine 7. In the vehicle drive system 1A which is configured as described here before, the vehicle can move in a 7th EV mode, in addition to a 1st EV mode, a 3rd EV mode and a 5th EV mode.
Specifically, the 7th EV mode is achieved by taking the first gearshift 51A from neutral and engaging it in the seventh speed connection position.
When motor 7 is driven (torque is applied to it in a forward rotation direction) in that state, a central gear 32 of a planetary gear mechanism 30, which is connected to a rotor 72, rotates in a forward rotation direction . As it does: it occurs, since the first and second clutches 41, 42 are de-. If they are attached, energy transmitted to the central gear 32 is not transmitted to a crankshaft 6a of an engine 6 of the first main axle 11, but the engine engine is transmitted to the wheels DW, DW via the seventh gear pair 97.
When the vehicle is reduced, which is in motion under the 7th EV mode, in the same way as the downshift from the 5th EV mode to the 3rd EV mode, a braking force can be ensured by * 10 brake control rotates B1 to B4 cooperatively during downshift from 7th EV mode to 5th EV mode.
That is, regeneration is performed in the 7th EV mode with an accelerator pedal, not shown, released or OFF. Then, when the vehicle speed V is reduced to a predetermined value, the regenerative torque of the motor7 is gradually lost and, at the same time, the wheel brakes B1 'to B4 of the brake system 100 are applied cooperatively in order to gradually increase the braking force to be produced in this way, in order to maintain a predetermined braking force. Then, in such a state, where the regenerative torque is completely lost, the first gear shift 51A is returned from the seventh gear connection position to the neutral position, while the third gear shift 51B is returned. taken from the neutral position to be engaged in the fifth speed connection position. After that, the regenerative torque of engine 7 is gradually increased and regeneration is performed in the 5th EV mode. At the same time, in order to maintain the predetermined braking force, the wheel brakes B1 to B4 of the brake system 100 are cooperatively controlled in order to gradually reduce the braking force produced in this way. After the regenerative braking force of engine 7 in the 5th EV mode reaches a predetermined braking force, the braking force produced by the wheel brakes B1 to B4 of the brake system 100 is cut and regeneration continues at the 5th EV mode. When the vehicle speed is further reduced to the predetermined value, downshifting is performed from the 5th EV mode to the 3rd EV mode. : Thus, as described here before, according to the vehicle drive system 1A of this modality, when the vehicle is reduced, which is in motion under the 7th EV mode when selecting the seventh speed gear 97a , the wheel brakes B1 to B4 of the brake system 100 are applied cooperatively, in order to compensate for the reduction in regenerative braking force by engine 7 while downshifting is performed by the seventh drive gear 97a for the fifth speed gear 25a using the first gearshift '10 gearshift 51A and the third gearshift 51B while regeneration is performed on engine 7, that is, while reducing: gear is performed from the 7th EV mode to the 5th EV mode while regeneration is performed on engine 7, thereby making it possible to ensure a. braking force during downshifting. In addition, the wheel brakes B1 to B4 of the brake system 100 í are operated cooperatively, in order to compensate for the reduction in regenerative braking force by engine 7 while downshifting is performed from the 5th EV mode to the 3rd mode EV while regeneration is carried out on engine 7 in association with additional vehicle deceleration, thereby making it possible to ensure the braking force during downshifting.
Consequently, the energy which is conventionally discharged as thermal energy while the braking force is generated by the wheel brakes, can be used effectively as regenerative energy.
In addition, when the vehicle is reduced, which is moving under the 7th EV mode, the braking force can be ensured by using engine braking during downshift from the 7th EV mode to the 5th EV mode .
That is, regeneration is performed in the 7th EV mode in such a state, where the accelerator pedal, not shown, is released or OFF during EV movement under the 7th EV mode. Then, when the vehicle speed is reduced to the predetermined value, the first clutch 41 is engaged to start engine 6 while regeneration continues. After the: engine 6 is started, the first clutch 41 is disengaged and, at the same time, the second gearshift 52A is taken from the neutral position to be engaged in the sixth speed connection position. Then, the second clutch 42 is gradually engaged to apply engine braking. Then, after the second clutch 42 is fully engaged, the first gear shift 51A is brought back to the neutral position of the seventh gear connection position and, * 10 at the same time, the third gear shift 51B is taken from the neutral position to be engaged in the fifth speed connection position in order to perform a gear reduction. After that, regeneration is performed in the 5th EV mode and the second clutch 42, which is - engaged, is gradually disengaged. Then, after the second clutch 42 is completely disengaged, the motor 6 is stopped. When the vehicle speed is further reduced to the predetermined value, downshifting is performed from the 5th EV mode to the 3rd EV mode. Thus, as described here before, according to the 1h vehicle drive system of the modality, when the vehicle is reduced, which is in motion under the 7th EV mode when selecting the seventh speed gear 97a, the motor 6 is started and the second clutch 42 is engaged in such a state, where the sixth speed gear 96a is selected by the second gear shift 52A while downshifting is performed from the seventh speed gear 97to the fifth gear speed 25a using the first gearshift 51A and the third gearshift 51B while regeneration is performed on engine 7, that is, while downshifting is performed from the 7th EV mode to the 5th mode EV while regeneration is performed on engine 7, thus making it possible to ensure the braking force during downshifting by using the engine's braking effects.
In addition, engine 6 is started and the second clutch 42 is engaged in such a state, where the fourth speed gear 24a is: selected using the fourth gear shift 52B while. Downshifting is performed from the 5th EV mode to the 3rd EV mode while regeneration is performed on engine 7 in association with additional vehicle deceleration, thereby making it possible to ensure the braking force during downshifting.
Consequently, in the vehicle drive system 1A of this modality, too, the energy which is conventionally discharged as thermal energy while the braking force is generated by the * 10 wheel brakes, can be used effectively as regenerative energy. . The invention is not limited to the modalities that have been described here before, but can be modified or improved as required. y This patent application is based on the Japanese Patent Application (No. 2009-231617) filed on October 5, 2009 and Japanese Patent Application 7 (No. 2009-231618) filed on October 5, 2009, the contents of which are incorporated herein by reference.
REFERENCE LISTING 1.1A drive system; . 20 6 engine (internal combustion engine); 6th crankshaft (output shaft of the internal combustion engine); 7 motor (electric motor); 9 drive shaft; a first main axis (first input axis); 12 second main axis; EK) connection shaft; 14 countershaft (output / input axis); 15 first intermediate axis; 16 second intermediate axis (second input axis); 20.20% transmission; 22 second speed gear pair; 22 second speed gear;
23 third speed gear pair; : 23rd third speed gear; E 23b first drive gear in common; fourth speed gear pair; 24th speed gear; 24b second drive gear in common; fifth speed gear pair; 25th speed gear; “26a a final gear; * 10 27A first intermediate gear train; 27B second intermediate gear train; 27th intermediate gear; 27b first intermediate gear; - 27c second intermediate gear; 27d third intermediate gear; f 30 planetary gear mechanism; 32 central gear (first element); 35 ring gear (third element); 36 carrier (second element); 41 first clutch (first coupling and disengaging unit); 42 second clutch (second coupling and disengaging unit); 51.51A - first gear shift (first gear shift unit); 51B third gearshift (first gearbox); 52.52A second gear shift (second gear shift unit); 526 fourth gear shift (second gear shift unit); 53 reverse gear; 61 locking mechanism (first gear shift unit); 96 sixth speed gear pair;
96th speed gear; : 96b third drive gear in common; V 97 seventh speed gear pair; 97a seventh speed gear; 100 brake system; 111 brake pedal; B1iaB4 freioderoda ;, M master cylinder.

权利要求:
Claims (8)
[1]
CLAIMS: 1. Vehicle drive system comprising an internal combustion engine and an electric motor, the system comprising: an internal combustion engine output shaft by which e- —energy is produced from the internal combustion engine ; a first input shaft which is placed parallel to the output shaft of the internal combustion engine and which is selectively connected to the output shaft of the internal combustion engine by a first coupling and disengaging unit; “10 a second input shaft which is placed parallel to the output shaft of the internal combustion engine and which is selectively connected to the output shaft of the internal combustion engine by a second coupling and disengaging unit; . an output / input shaft which is placed parallel to the output shaft of the internal combustion engine and which produces energy for a drive portion; a first group of gears which is placed on the first input shaft and which includes a plurality of third gear gears, which are selectively connected to the first input shaft via a first gear changing unit gridding; a second group of gears which is placed on the second input shaft and which includes a plurality of gears, which are selectively connected to the second input shaft via a second gear changing unit; and a third gear group which is placed on the output / input shaft and which includes a plurality of which the gears of the first gear group and the gears of the second gear group articulate; where, when the vehicle is decelerated during an EV movement by selecting a high speed planetary gear from the first gear group, a braking force during gear reduction is ensured by applying wheel brakes in the following ways: cooperative, in order to compensate for a reduction in re- braking force. generative electric motor during a gear change to reduce the high speed planetary gear to a low speed planetary gear, while regeneration is carried out by the electric motor.
[2]
System according to claim 1, wherein the first gear changing unit is a synchro-clutch.
[3]
3. System according to claim 1 or 2, in which, * 10 when the speed of a vehicle is decreased to a predetermined value by performing a regeneration by selecting the planetary gear from At low speed, the regeneration is stopped and a low speed planetary gear which is less than the low speed planetary gear is selected.
[4]
System according to any one of claims 1 to '3, in which an amount of regeneration can be increased according to an effort applied to a brake pedal and a braking force is ensured by controlling the hydraulic pressure of a cylinder master for the first time after the regeneration amount reaches a regeneration limit.
[5]
5. Vehicle drive system comprising an internal combustion engine and an electric motor, the system comprising: an output shaft of an internal combustion engine through which energy is produced from the internal combustion engine; a first input shaft, which is placed parallel to the output shaft of the internal combustion engine and which is selectively connected to the output shaft of the internal combustion engine by a first coupling and disengaging unit; a second input shaft, which is placed parallel to the output shaft of the internal combustion engine and which is selectively connected to the output shaft of the internal combustion engine by a second coupling and disengaging unit;
an output / input shaft, which is placed parallel to the internal combustion engine's output shaft and which produces energy for. a driving part; a first group of gears which is placed on the first input shaft and which includes a plurality of third gear gears, which are selectively connected to the first input shaft via a first gear changing unit gridding; a second group of gears, which is placed on * 10 the second input shaft and which includes a plurality of gears, which are selectively connected to the second input shaft via a 'second gear changing unit; and a third group of gears, which is placed on the. output / input shaft and which includes a plurality of gears, with the same gears of the first gear group and the gears of the second gear group pivoting; where, when the vehicle is decelerated during an EV movement by selecting a high speed planetary gear from the first gear group, a braking force during gear reduction is ensured when using the engine's braking effects when engaging the second coupling and disengaging unit in a state such that the internal combustion engine is started and one of the gears of the second gear group is selected by the second gear changing unit during a gear change to reduce the gear - high speed planetary gem for a low speed planetary gear, while regeneration is carried out by the electric motor.
[6]
6. System according to claim 5 in which the system estimates a deceleration request and where, when a deceleration request for the * low speed planetary gear of the first gear group is made while regeneration is taking place by the high-speed planar gear of the first gear group, fan braking. Fe CDE EA NAAS ENA ARO MAEDA AE BUT AAA PAPAS ADA MERO LEAVES RAS AVDA OF EA OOAA engine is obtained at once, in a state such that the second gear IS gear group is selected and a gear reduction of the R high speed gear for the low speed planetary gear of the first gear group is made while the vehicle is moving under the gear of the second gear group.
[7]
A system according to claim 5 or 6, wherein the first gear changing unit is a synchro-clutch.
[8]
A system according to any one of claims 5 to 7, in which, when the vehicle speed is decreased to a pre-set value * 10 by performing a regeneration when selecting the low speed planar gear, the regeneration is stopped and a low-speed planetary gear, which is less than the low-speed planetary gear, is selected.

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法律状态:
2021-01-05| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2021-02-09| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-05-25| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|

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2021-12-14| B350| Update of information on the portal [chapter 15.35 patent gazette]|

优先权:

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申请号 | 申请日 | 专利标题

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JP2009-231618|2009-10-05|

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JP2009231617A|JP5414444B2|2009-10-05|2009-10-05|Vehicle drive device|

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JP2009231618A|JP5478184B2|2009-10-05|2009-10-05|Vehicle drive device|

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JP2009-231617|2009-10-05|

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PCT/JP2010/067476|WO2011043347A1|2009-10-05|2010-10-05|Vehicle drive device|

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