Drivetrain for a vehicle

A four-element, two-freedom-degree planetary gear mechanism is constructed by arraying four input/output elements of a sun gear S1, a ring gear R, a carrier C and a sun gear S2 in a alignment chart. One of the two elements R and C arrayed on the inner side is assigned to the input In from an engine whereas the other is assigned to the output Out to the drive shaft, and the two outer elements S1 and S2 are connected to motor-generators MGi and MGo, respectively. As a result, the torque for the motor-generators to bear can be made lower than the engine output, and the energy to pass through the motor-generators is made lower to improve the transmission efficiency of the drivetrain.

FIELD OF THE INVENTION

The present invention relates to a drivetrain for a hybrid vehicle including an engine and a motor and, more particularly, to a drivetrain which performs a continuously variable speed change by a differential mechanism such as a planetary gear mechanism.

BACKGROUND OF THE INVENTION

JP2000-142146A published by the Japanese Patent Office in 2000discloses a drivetrain for a hybrid vehicle which is constructed by connecting a generator, an engine and a motor for driving a vehicle to a sun gear, a planetary carrier and a ring gear of a planetary gear mechanism. According to this drivetrain, the continuously variable speed change and the increase or decrease of the output torque can be performed by using the differential function of the gears to distribute the engine output partially to the generator and supplying the generated electric power to the motor.

SUMMARY OF THE INVENTION

In the above drivetrain using the three-component planetary gear mechanism, a large generator and a motor are required since it is difficult to increase the energy passing through the planetary gears due to mechanical restrictions. If the energy passing through the generator and the motor is high, the transmission efficiency of the drivetrain decreases.

The electric energy generated by the generator is supplied through a converter and an inverter to the motor so that it is converted into mechanical energy. The energy transmission realized by the conversion between the electric energy and the mechanical energy displays considerably lower efficiency than a mechanical transmission by the gears or the like. In other words, the drivetrain displays lower transmission efficiency as the ratio of the energy passing through the generator and the motor increases.

It is therefore an object of this invention to improve the transmission efficiency of the drivetrain by distributing the motive power by a differential mechanism having at least four elements and to increase the energy mechanically transmitted from an engine to a drive shaft.

In order to achieve above object, this invention provides a drivetrain for transmitting driving force from an engine to a drive shaft of a vehicle, comprising a composite planetary gear mechanism including first to fourth rotational elements arrayed on an alignment chart, the first rotational element being connected to an output shaft of the engine and the second rotational element being connected to the drive shaft, a first motor-generator connected to the third rotational element, and a second motor-generator connected to the fourth rotational element, the second motor-generator being arranged coaxially with the first motor-generator.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

With reference to the accompanying drawings, embodiments in which the present invention is applied to a drivetrain for a front-wheel drive vehicle will be described.FIGS. 1A and 1Band succeeding figures show the schematic constructions and their alignment charts of different embodiments. Firstly, the embodiment ofFIGS. 1A and 1Bwill be described in detail with respect to its construction, and the remaining embodiments will be described only with respect to points of difference. The common members among these embodiments will be designated by common reference numerals.

InFIGS. 1A and 1B, reference letters Hm designate a motor housing, Ct a transmission casing, Hc a clutch housing, and Ha an axle housing. The clutch housing Hc is provided with a clutch CL for coupling or decoupling an output shaft Je of an engine Eg and a transmission input shaft Jr1. A single-pinion planetary gear train P1and a double-pinion planetary gear train P2are connected to share their ring gears R and carriers C (composite planetary gear mechanism) and are housed in the casing Ct. The input shaft Jr1, to which the clutch CL is connected, is the ring gear shaft of the planetary gear train P1. The input shaft Jr1is equipped with a one-way clutch CLo for preventing the reverse rotation of the engine Eg. Here, in the reference numerals designating the components of the planetary gear trains P1and P2, the suffix numeral1designates the components of the first planetary gear train P1, and the suffix numeral2designates the components of the second planetary gear train P2. Moreover, the planetary gear train P2of the double pinion type is expressed (as in the following construction diagrams) in diagrams expanded conveniently in a section extending through the two pinion shafts.

In the motor housing Hm, there are coaxially supported an inner rotor Rmi and an annular outer rotor Rmo, by which compact electric machines are constructed to act as two motor-generators MGi and MGo. Between the inner and outer rotors Rmi and Rmo, there is interposed an annular coil Cm, by which the rotors Rmi and Rmo can be respectively actuated as a generator or motor. An inner rotor shaft Jmi is connected to a sun gear S1of the planetary gear train P1through a hollow outer rotor shaft Jmo, and the outer rotor shaft Jmo is connected to a sun gear S2of the planetary gear train P2. Letters Ssi and Sso inFIG. 1Adesignate rotation speed sensors for detecting the rotation speeds of the inner rotor shaft Jmi and the outer rotor shaft Jmo respectively. Here, in the reference numerals designating the components of the motor-generators MGi and MGo, the suffix letter i designates the components of the first motor-generator MGi, and the suffix letter0designates the components of the second motor-generator MGo.

The axle housing Ha is connected to the side face of the transmission casing Ct. In the axle housing Ha, a final reduction mechanism Fin and a drive shaft Drv are supported in parallel with the planetary gear trains P1and P2. The rotation of the carrier C is transmitted to the final reduction mechanism Fin through a reduction gear Rg. In this case, a carrier shaft Jc is an output shaft connected to the drive shaft Drv via the final reduction mechanism Fin.

A ring gear R3which is supported coaxially with the ring gear R of the planetary gear train P1meshes with inner pinions pi meshing with the sun gear S2and outer pinions po of the planetary gear train P2. A brake B for braking the rotation of the ring gear R3is mounted in the casing Ct.

In the alignment chart of FIG1B, reference letters EV designate characteristics while running only by the motor-generators MGi and MGo, START characteristics at the starting time with the brake B being applied, MAX characteristics at the maximum vehicle speed, and REV characteristics while reverse running. Moreover, reference letters Out designate the output to the drive shaft Drv, and letters In designate the input from the engine Eg.

In this embodiment, by providing the clutch CL, the vehicle can be driven only by the motor-generators MGi and MGo by decoupling the engine Eg under the condition in which the engine Eg is frictional.

Moreover, since these two motor-generators MGi and MGo are coaxially arranged to enable more compact construction, the drivetrain can be downsized in order to improve its weight and mountability on the vehicle.

Further, since the ratio of the output rotation speed relative to the input rotation speed increases when the brake B is applied as illustrated inFIG. 1B, i.e., a large speed ratio can be obtained, the large torque can be generated, to improve the driving force and the starting performance from a stationary state.

The differences from the construction ofFIGS. 1Areside in that the clutch CL and the brake B are omitted, in that the planetary gear train P1having the sun gear S1connected to the inner rotor shaft Jmi is a double-pinion type whereas the planetary gear train P2having the sun gear S2connected to the outer rotor shaft Jmo is a single-pinion type, in that the carrier shaft Jc is the input shaft connected to the engine Eg, and in that the ring gear R is connected to the final reduction mechanism Fin through the reduction gear Rg. Here, letters Fw inFIG. 2Adesignate a flywheel of the engine Eg.

The differences from the construction ofFIG. 1Areside in that the clutch CL and the brake B are omitted, and in that the motor-generators MGi and MGo which have a large weight and rotate at high speed are arranged between the engine Eg and the planetary gear trains P1and P2to reduce vibrations from the motor-generators MGi and MGo. The rotor shaft Jmo of the motor-generator MGo is folded back on the engine side and is connected to the sun gear S2of the planetary gear train P2through the hollow inner rotor shaft Jmi.

Contrary to the Embodiment as shown inFIG. 3A, the coupling portion between the ring gear R and the reduction gear Rg is disposed on the motor-generator side to reduce the size of the drivetrain more.

The clutch CL is added to the construction of FIG.2A.

The differences from the construction ofFIG. 1Areside in that the brake B is omitted, and in that the carrier shaft Jc is the input shaft connected to the engine output shaft Je via the clutch CL whereas the ring gear shaft Jr is connected as the output shaft to the final reduction mechanism Fin via the reduction gear Rg.

The difference from the construction ofFIG. 2Aresides in that the ring gear shaft Jr is the input shaft connected to the engine output shaft Je via the clutch CL whereas the carrier shaft Jc is the output shaft connected to the final reduction mechanism Fin via the reduction gear Rg.

The difference from the construction ofFIG. 7Aresides in that the planetary gear train P1is a single-pinion type whereas the planetary gear train P2is a double-pinion type.

The differences from the construction ofFIG. 8Areside in that the planetary gear trains P1and P2are a single-pinion type, in that the carrier C1of the planetary gear train P1and the ring gear R2of the planetary gear train P2are connected whereas the ring gear R1of the planetary gear train P1and the carrier C2of the planetary gear train p2are connected, and in that the carrier shaft Jc1of the planetary gear train P1is the input shaft connected to the engine Eg whereas the carrier shaft Jc2of the planetary gear train P2is the output shaft connected to the final reduction mechanism Fin.

The differences from the construction ofFIG. 8Areside in that the planetary gear trains P1and P2are a single-pinion type, and in that a common sun gear S is connected to the rotor shaft Jmi of the motor-generator MGi whereas the carrier shaft Jc of the common carrier C is the input shaft connected to the engine Eg. Moreover, the ring gear shaft Jr2of the planetary gear train P2is connected to the rotor shaft Jmo of the motor-generator MGo whereas the ring gear shaft Jr1of the planetary gear train P1is connected to the final reduction mechanism Fin via the reduction gear Rg.

The differences from the construction ofFIG. 10Areside in that the ring gear shaft Jr1of the planetary gear train P1is connected to the engine Eg, and in that the common carrier shaft Jc of the planetary gear trains P1and P2is the output shaft connected to the final reduction mechanism Fin via the reduction gear Rg.

The differences from the construction ofFIG. 7Areside in that the planetary gear trains P1and P2are a single-pinion type, and in that the common ring gear R is connected to the outer rotor shaft Jmo whereas the carrier shaft Jc of the common carrier C is connected to the final reduction mechanism Fin via the reduction gear Rg. Moreover, the tooth number ratio between the pinion p1and the sun gear S1of the planetary gear train P1and the tooth number ratio of the pinion p2and the sun gear S2of the planetary gear train P2are made different, the pinions p1and p2rotate integrally, and the sun gear shaft Js1of the planetary gear train P1is the input shaft connected to the engine Eg via the clutch CL whereas the sun gear shaft Js2of the planetary gear train P2is connected to the inner rotor shaft Jmi.

The differences from the construction ofFIG. 2Areside in that the ring gear R3meshes with the inner pinions pi of the planetary gear train P1, and in that the brake B brakes the ring gear R3.

The differences from the construction ofFIG. 8Areside in that the ring gear R3meshes with the inner pinions pi of the planetary gear train P2, and in that the brake B brakes the ring gear R3.

The difference from the construction ofFIG. 14Aresides in that the sun gear shaft Js1of the planetary gear train P1is connected to the outer rotor shaft Jmo whereas the sun gear shaft Js2of the P2is connected to the inner rotor shaft Jmi.

The differences from the construction ofFIG. 13Areside in that the inner pinions pi of the planetary gear train P1is shaped to have a small diameter and a tooth face split across the sun gear S2, the ring gear R3having no axial overlap with the outer pinions po meshes with the inner pinions pi, and in that the ring gear shaft Jr is the input shaft connected to the engine output shaft Je whereas the carrier shaft Jc is the output shaft connected to the final reduction mechanism Fin via the reduction gear Rg.

The difference from the construction ofFIG. 15Aresides in that the ring gear shaft Jr is the input shaft connected to the engine output shaft Je via the clutch CL.

The difference from the construction ofFIG. 16Aresides in that the ring gear shaft Jr is the input shaft connected to the engine output shaft Je via the clutch CL.

The difference from the construction ofFIG. 13Aresides in that the carrier shaft Jc is the input shaft connected to the engine output shaft Je via the clutch CL.

The differences from the construction ofFIG. 4Areside in that the ring gear R3meshes with the inner pinions pi of the planetary gear train P2, and in that the brake B brakes the ring gear R3.

The difference from the construction ofFIG. 5Aresides in that the construction is provided with the brake B for braking the inner rotor shaft Jmi.

The differences from the construction ofFIG. 10Areside in that the clutch CL is omitted and the construction is provided with the brake B for braking the ring gear R2of the planetary gear train P2.

The difference from the construction ofFIG. 21Aresides in that the carrier shaft Jc is the input shaft connected to the engine output shaft Je via the clutch CL.

The difference from the construction ofFIG. 22Aresides in that the carrier shaft Jc is the input shaft connected to the engine output shaft Je via the clutch CL.

The difference from the construction ofFIG. 3Aresides in that the construction is provided with the brake B for braking the carrier shaft Jc which is the input shaft.

The inventions supported by the above-mentioned embodiments are as follows:

In the first invention, there is provided the drivetrain including the differential mechanism having four or more input/output elements arrayed on the alignment chart. The input from the engine is assigned to one of two elements of the elements arrayed on the inner side whereas the output to output shaft is assigned to the other, the motor-generators are connected to the two elements arrayed on the two outer sides of the inner elements.

In the second invention, the differential mechanism is constructed of the planetary gear mechanism.

In the third invention, the planetary gear mechanism includes the single-pinion type first planetary gear train and the double-pinion type second planetary gear train, any two elements of the sun gears, carriers and ring gears are shared to construct the two-freedom-degree, four-element differential mechanism.

In the fourth invention, of the two motor-generators of the first invention, one connected to the element closer to the element assigned to the output shaft is rotated at a higher speed than the other motor-generator.

In the fifth invention, the two motor-generators of the first invention are constructed by inner and outer rotors arranged coaxially.

In the sixth invention, the inner one of the two rotors of the fifth invention is rotated at a higher speed than the outer one.

In the seventh invention, the motor-generators of the fifth invention having the inner and outer rotors are arranged between the planetary gear mechanism and the engine, and the outer rotor shaft of the motor-generators is folded back on the engine side and is connected to one element of the planetary gear mechanism through the hollow inner rotor shaft.

In the eighth invention, the differential mechanism of the second invention is connected through the reduction gear to the drive shaft arranged in parallel with the planetary gear mechanism, to construct the drivetrain of the front-wheel drive vehicle.

In the ninth invention, the rotation transmission mechanism is disposed in the coupling portion of the element of the differential mechanism of the first invention.

In the tenth invention, the reverse rotation preventing mechanism is connected to the engine of the first invention.

According to the first and subsequent inventions, the motor-generator is connected to the element which is positioned on the outer side of the element connected to the engine or the output shaft on the alignment chart of the differential mechanism having four or more elements. The ratio, as shared by the motor-generator, of the energy to be transmitted from the engine to the output shaft can be reduced. The size of the motor-generator is reduced accordingly and the transmission efficiency of the drivetrain is enhanced. This point will be described in detail with reference to the alignment chart, as follows.

FIGS. 26A-26Dpresent a construction and alignment charts of the differential mechanism of four elements. Although the differential mechanism can be realized by various mechanisms, here will be representatively described the differential mechanism which is constructed, as shown, by combining a single-pinion type first planetary gear train P1and a double-pinion type second planetary gear train P2.

InFIG. 26A, reference letter S designates the sun gear, C the planetary carrier (as will be shortly called the “carrier”), and R the ring gear. The suffix numeral1designates the components of the first planetary gear train P1, and the suffix numeral2designates the components of the second planetary gear train P2. Here, the second planetary gear train P2is conveniently illustrated on its structure in diagrams exploded in a section extending through two pinion shafts.

Now, if the sun gear and the ring gear have respective tooth numbers of Za and Zr and if the sun gear, the carrier and the ring gear have respective rotation speeds of Na, Nc and Nr, the individual rotation speeds are expressed in the following relations (1) for the first planetary gear train P1and (2) for the second planetary gear train P2:
(Zr+Za)·Nc=Zr·Nr+Za·Na(1),
and
(Zr−Za)·Nc=Zr·Nr−Za·Na(2).

FIGS. 26B and 26Cillustrate the relations of Formulas (1) and (2) respectively. If the tooth number is distributed on an abscissa and if the rotation speed of each element is expressed on an ordinate at a point distributed at a tooth number ratio, the rotation speeds of the elements always take linear relations proportional to the tooth ratio. In this planetary gear train of the three elements, where the motor-generator, the engine, the motor-generator for driving the drive shaft are connected to the each elements, the energy supported by the motor-generators increases and has an adverse effect on transmission efficiency, because of the limitation on the relationship between the speed ratio between the engine and the output shaft and the rotation speeds of the two motor-generators.

On the other hand, if two sets of planetary gear trains are combined by sharing the ring gear R1and the carrier C1of the first planetary gear train P1with the ring gear R2and the carrier C2of the second planetary gear train P2, as illustrated, the elements to be connected to the input/output sides are four: the sun gear S1of the first planetary gear train P1, the sun gear S2of the second planetary gear train P2, and the carrier C (C1and C2) and the ring gear R (R1and R2) shared between the planetary gear trains. An alignment chart of this case is shown in FIG.26D. This composite planetary gear mechanism is known as a Ravineaux planetary gear train. This composite planetary gear mechanism has four elements and two degrees of freedom. That is, if the rotation speeds of any two elements are determined, the rotation speeds of the remaining two elements are determined.

If the input from the engine and the output to the output shaft are assigned to any two of the four elements and if the motor-generators are connected to the remaining two elements, there are many combinations of the speeds of the two motor-generators which achieves a certain speed ratio between the input rotation speed and output rotation speed. From these combinations, therefore, there can be selected the combination which can minimize the power supported by the motor-generators.

Especially in the present invention, an input In from the engine and an output Out to the output shaft are assigned to the two elements on the inner side in the alignment chart ofFIG. 26D, and motor-generators MGi and MGo are individually connected to the two elements on the outer sides. Therefore, the torque supported by the motor-generator with respect to the engine output, that is, the energy passing through the motor-generators can be lower and consequently improves the transmission efficiency of drivetrain.

FIG. 27illustrates relations between the speed ratio between the engine and the output shaft and the ratio of the output (as will be called the “output sharing ratio”) passing through the motor-generators MGi and MGo to the engine output under the balanced condition of the input/output between the motor-generators MGi and MGo. In the region of a speed ratio of 0.4 to 2.0 (or a reduction ratio of 2.5 to 0.5), as illustrated, the output sharing ratio of the motor-generators MGi and MGo is suppressed within about 30% of the output generated by the engine.

FIG. 28illustrates relations between the output sharing ratio of the motor generators and the vehicle speed of the case where the aforementioned construction is applied to the hybrid vehicle. The “PRESENT INVENTION (1)” and the “PRESENT INVENTION (2)” inFIG. 28are different from each other only in the settings of the final reduction ratio of the vehicle, and the drive can be made in most vehicle speed ranges in either case at the output sharing ratio of 30% or less of the motor-generators.

From these figures, according to the present invention, it is found that motor-generators of a lower output can be applied and a higher transmission efficiency can be achieved than the related art where the present invention is not applied. The letters SHV inFIG. 28designate the case of a series hybrid vehicle, which is always given an output sharing ratio of 1 because the engine output is wholly used for driving the generator.

In the drivetrain according to the present invention, the output share of the motor-generators can be decreased by setting the motor-generators at as a high rotation speed as possible (i.e., by enlarging the length between the motor-generators and the input/output on the alignment chart), and the efficiency can be enhanced by rotating the motor-generator closer to the element connected to the output shaft, at a high speed.

Moreover, the two motor-generators can be downsized by arranging the inner and outer rotors coaxially, and the output share of the motor-generator can be optimized by setting the inner rotor to rotate at a higher speed. Moreover, the motor-generators having the inner and outer rotors are arranged between the planetary gear mechanism and the engine, and the outer rotor shaft of the motor-generator is folded back on the engine side and is connected to one element of the planetary gear mechanism through a hollow inner rotor shaft. With this construction, therefore, the motor-generators can be arranged at a position closer to the engine thereby to decrease vibrations.

The engine, the motor-generators and the planetary gear mechanism can be coaxially arranged. The drive shaft arranged in parallel with the planetary gear mechanism can be connected through the reduction mechanism to construct a compact drivetrain suitable

Each elements of the planetary gear mechanism composing the differential mechanism according to the present invention can be constructed such that the engine or the output shaft is connected to them either directly or through a rotation transmitting mechanism such as a reduction gear or clutch.

Since the reverse torque may be inputted to the engine in a certain running state of the two motor-generators. It is, therefore, desirable that the engine is provided with a reverse rotation preventing mechanism such as a one-way clutch.

The entire contents of Japanese Patent Application P2001-221222 (filed Jul. 23, 2001) are incorporated herein by reference.