`
`[seal]
`[revenue stamp] [stamp: corrected]
`
`(19) Japan Patent Office
`Publication of Unexamined Patent Application
`(11) Publication Number: S48-49115
`(43) Date of Publication: July 11, 1973
`Patent Application
`(Patent application in accordance with the regulation
`(21) Application Number: $46-82474
`(22) Filed: 10/20/1971
`in the provision of Article 38 of the Patent Law)
`October 20, 1971 Request for examination: None (Total 7 pages)
`
`(52)Japan
`
`JPO filing number
`Classification
`6477 36
`6477 36
`6477 36
`2125 31
`
`80A02
`80A01
`79 Al
`54Al
`
`Patent Examiner Takehisa lzuchi
`I. Title of the invention
`Gear Train for a Hybrid Electric Automobile
`2. Number of invention stipulated in claims: 4
`J:3. Inventor:
`I character
`corrected
`Address: 5 Heiwa-cho Toyota, Aichi
`Name: Seitoku Kubo
`;4. Applicant:
`
`1 character
`
`corrected
`Address: 1 Toyota-cho Toyota, Aichi
`(320) Name: Toyota Motor Corp.
`I character
`45. Agent
`
`corrected
`Address: Tokyo Tatemono Bldg. 611,
`3-7 Yaesu Chuo-kn Tokyo, 103
`Tel: (271) 5462-4939
`(6072) Name: Patent attorney: Hiroshi
`
`lshiyama
`
`(and one other)
`
`[stamp: Patent Office 10/20/1971 Second Application
`Section [name illegible]]
`
`-- ... ~--
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`, - - ..... _..
`TPR 097983
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`BMW1012
`Page 1001 of 1654
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`Japanese Unexamined Patent Application Publication $48-4911 S (2)
`
`Specification
`
`1. Title of the invention
`
`Gear Train For A Hybrid Electric Automobile
`2. Claims
`In a gear train for a hybrid electric automobile comprising an input shaft, at least
`I.
`three friction engaging parts, a planetary gear device having at least four connectable
`
`elements, and an output shaft, the gear train is characterized in that the planetary gear
`
`device first element is connected to the input shaft through the first friction engagement
`part, the second element is connected to the output shaft, the third element is coJU1ected to
`the second and third fiiction engagement parts and to a first DC motor, also capable of
`serving as a generator, the fourth element is connected to a second DC motor, also capable
`
`of serving as a generator, and, further, the two DC motors are coJU1ected to a storage battery
`so as to allow the supply and receiving of electrical power, thus enabling independent
`power transmission from an internal combustion engine or a DC motor, or combined power
`
`transmission from both [those sources].
`
`The gear train for a hybrid electric automobile of Claim 1, characterized in that the
`II.
`second DC motor is placed an idle state so as not to affect the planetary gear device and the
`motive force of the internal combustion engine is imparted to the planetary gear through
`selective engagement of the friction engagement parts, thus obtaining at leas.t two stages of
`gear shift ratio from the engine motive force to the output shaft.
`
`III. The gear train for a hybrid electric automobile of Claim 1, characterized in that as the
`
`operation of the internal combustion engine is stopped, the engagement of the third friction
`engagement part and the stopping of the first DC motor restricts the rotation of the
`planetary gear third element, imparting the motive force of the second DC motor to the
`fourth element, thus achieving at the output shaft a forward and reverse speed having a pre(cid:173)
`determined gear shift ratio based on the electric motive force.
`
`TPR 097984
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`Page 1002 of 1654
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`Japanese Unexamined Patent Application Publication S48-49115 (3)
`
`IV.
`
`The gear train for a hybrid electric automobile of Claim 1, characterized in that
`
`internal combustion engine motive force, under torque control, is imparted to the planetary
`
`gear device through the _{ordinal number le.ft blank-tr.] friction engagement part, while
`the second DC motor motive force is imparted to the planetary gear device under
`deceleration or acceleration control, thus obtaining a continuously variable speed to the
`output shaft starting from zero; the storage battery is charged by one of the DC motors
`while the vehicle is traveling, and adjustment is made so that a portion of the engine drive
`load is lightened by the electrical motive force.
`
`3. Detailed Description of the Invention
`The present invention relates to a gear train in a hybrid electric automobile using a
`
`gasoline internal combustion engine and a battery-equipped electric motor as power sources.
`In recent years, atmospheric pollution caused by gasoline engine vehicle exhaust
`
`gases has been accumulating in the atmosphere, unable to be fully detoxified, as cities
`become denser and motoring increases. In areas where dispersion is topographically or
`meteorologically prevented, it is now clear that [such gases] or particular pollutants can
`
`accumulate and cause direct harm to the human body, thus raising a growing problem in
`conflict with modem civilization. Given the relationship between vehicle travel patterns
`and carbon monoxide exhaust levels, car-induced pollution has led to the adoption of
`transport and road policies such as transportation restrictions and flyovers, while at the
`same time environmental standards have been established which strengthen restrictions on
`
`damaging components in exhaust gas, such as carbon monoxide, hydrocarbons, NOx, and
`solid particulates. This has led to proposals on the vehicle side such as the development of
`improved engines and exhaust gas cleaning devices to hold the amount of harmful
`components in the exhaust gas to below a certain level - so called "low emissions
`vehicles." Development has also been proposed of no-pollution vehicles using non(cid:173)
`polluting drive devices, such as gas turbines or battery-equipped electric motors, etc. In all
`
`TPR 097985
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`Page 1003 of 1654
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`Japanese Unexamined Patent Application Publication $48-49115 (4)
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`cases, except for some speciaJ-use vehicles, these may still be said to be under deveJopment
`
`around the worJd.
`It would seem that superb human intellect and ceaseless technological progress will
`
`gradually lead to a revolutionary improvement in the motors for such vehicles, but there is
`a need [now] to reduce the exhaust gas pollution which is threatening human social life in
`
`cities as one step toward that ultimate goal.
`
`The object of the present invention is to provide a gear train for a hybrid electric
`
`vehicle with a gasoline internal combustion engine and a storage battery-equipped electric
`
`motor, whereby driving [the vehicle] with one or a combination of these [drive sources]
`
`allows the amount of output exhaust gases to be varied during travel in keeping with
`
`abnospheric pollution conditions.
`The present invention is explained below using the diagrammed embodiments. Fig.
`
`1 shows an example of the hybrid electric vehicle gear train of the present invention; Fig. 2
`shows a specific embodiment of the automatic transmission mechanism of Fig. 1. In each
`of these figures, case 1 contains a transmission mechanism, and an externally located
`electric motor .mechanism. Inside this case l, the input shaft 3 from the internal combustion
`engine 2 is connected to a first clutch 3 clutch drum 5 and a second clutch 6 clutch hub 7. A
`first clutch 4 clutch hub 8 is connected to a planetary gear device 20 first sun gear 21
`
`through a first intermediate shaft 9; a second device 6 clutch drum 10 is connected to a
`
`second sun gear 22 thereof through a second intermediary shaft 11, and a brake 12 is
`
`disposed between a second clutch 6 clutch drum 10 and the case 1.
`The planetary gear device 20 is integrally formed with the first and second sun
`
`gears 21 and the 22 and has meshing pinion gears 23 and 24; of these, a ring gear 25
`meshes with the first pinion gear 23 and a carrier 26, which supports both pinion gears 23,
`
`24, is connected to the output shaft 13. Oil pumps 14, 15 are respectively disposed on input
`shaft 3 and output shaft 13; the pressurized oil produced by these oil pumps 14, 15 is
`selectively supplied to clutches 4, 6 and brake 12 through a hydraulic control circuit (not
`
`shown). A low speed stage speed reduction ratio of' + :: , determined by the number of
`first sun gear 21 teeth Z21 and the number of second sun gear 22 teeth Z22, is obtained by
`
`TPR 097986
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`BMW1012
`Page 1004 of 1654
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`Japanese Unexamined Patent Application Publication S48-49115 (5)
`
`the supply [of hydraulic pressure] to the input shaft 3 and the brake 12 to engage [these] by
`friction, and a high speed stage direct linkage is obtained by supplying [hydraulic pressure]
`to the first and second clutches 4, 6 and [ consequent] friction engagement thereof.
`An electric motor drive system path is disposed on such an internal combustion
`engine drive system path. Transfer gears 30, 31, respectively having the same pitch circle
`diameters. are disposed on the second intermediate shaft 11 which is integral with the
`planetary gear device 20 second sun gear 22, and on the ring gear 25. Drive gears 34, 35 are
`respectively meshed with transfer gears 30, 31 through intermediate gears 32, 33 in order to
`adjust the rotational direction [of transfer gears 30, 31]. On each of the drive gears 34, 35
`are disposed DC motors 36, 37 capable of also becoming electric generators, and wiring 39,
`40, capable of transferring electrical power, is connected between these DC motors 36, 3 7
`and a storage battery 38, and is further connected to the exciter side of wiring 43, 44, which
`is equipped with controllers 41, 42 which change vary and change the polarity of an
`excitation current. An excitation current is thus supplied to the second DC motor 37 from
`the storage battery 38 to tum the drive gear 35, while at the same time hydraulic pressure is
`supplied to the brake 12 to engage it, thus restricting the rotation of the planetary gear
`I ·I+ !il.) X :!.f.
`,
`•
`,
`,
`,
`a~,
`'"' , detenmned
`deVIce 20 second sun gear 22 so as to obtam a reduction ratio of
`by the second sun gear 22 tooth count 222, the ring gear 25 tooth count Z2s, the transfer gear
`31 tooth count 2 31 and the drive gear 35 tooth count 235, so that an output torque of
`( j + z.u ) X !!!.
`,." x Tis obtained with respect to the DC motor 37 torque T. Therefore
`z.:u
`output torque control is controlled by holding the reduction ratio in a fixed state. and the
`output shaft 13 is reversed and movement caused to go backward by [using] the controller
`to reverse polarity. Given the DC motor 37 characteristics, the DC motor 37 acts as a
`generator by virtue of being driven from the output side, yielding an engine brake effect
`and the capacity to charge the storage battery 38, but using the controller 42, it is [also]
`possible to cut the excitation current and travel without the engine brake.
`In the gear train of the present invention, driven independently using an internal
`combustion engine and an electric motor constituted as described above, we shall further
`explain the hybrid ·drive in which the motive force from the internal combustion engine 2 is
`
`,--·- ·-------.
`TPR 097987
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`BMW1012
`Page 1005 of 1654
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`Japanese Unexamined Patent Application Publication $48-49115 (6)
`
`imparted to the first sun gear 21 by the action of the first clutch 4, while at the same time
`the motive force from DC motors 36 or 37 is respectively imparted to the second sun gear
`22 or the ring gear 25. At this point. engine motive force output torque is controlled by the
`engine throttle valve, and both of the DC motors 36, 37 are made able to [function] as
`either motors or generators by means of the controllers 41, 42, while their rotational speed
`
`can be decreased or increased by the freely selected inclination [thereof]. By the
`
`combination of the three gears 21, 22, 23, whose output torque and rotational speed is thus
`
`controlled, the planetary gear device 20 attains a continuously variable transmission over a
`wide speed shift range on the output shaft 13 through the carrier 26. In this case, as shown
`in Fig. 3, deceleration is linear along the curve a from three times the first DC motor 36
`
`input shaft 3 rpm to zero, and increases linearly along the curve b from the state at which it
`reverses at 0.5 times the second DC motor 37 input shaft 3 through zero up to
`approximately twice that [speed] in the positive rotation state. As a result, the speed ratio
`
`obtained on the output shaft 13, which is the rpm ratio with respect to the input shaft 3,
`passes continuously from zero through 0.3, at which the second DC motor 37 rotation is
`
`zero, through 1.0, at which the second DC motor 37 is the same as the input rotation, up to
`1.5, at which the first DC motor 36 rotation is zero. In this continuously variable speed
`
`regime from zero to overdrive, the second DC motor 37 functions as a generator when the
`
`speed ratio is below 0.3, as does the first DC motor 36 when the [speed ratio] is above 0.3.
`
`The electrical energy obtained from this generation is used as is to activate the motor, not
`for charging the storage battery 38.
`Efficiency is indicated in Fig. 4 as a horsepower ratio between the input shaft 3 and
`
`the output shaft 13 over the entire speed shift operational speed ratio range. In this figure,
`efficiency in the mechanical portion is taken to be 100%. The power transfer rate for the
`
`electrical portion is used as a parameter; curve c shows the case in which that efficiency is
`80%, and curve d shows the case in which it is 50%. As is clear from the figure, efficiency
`
`c1imbs rapidly until the speed ratio reaches approximately 0.4; past that speed ratio,
`efficiency is maintained above 80% so long as the electrical portion power transfer
`
`efficiency does not drop below one half; in curve c, a high efficiency close to 100% is
`
`TPR 097988
`
`BMW1012
`Page 1006 of 1654
`
`
`
`Japanese Unexamined Patent Application Publication S48-491 l5 (7)
`
`maintained. Fig. 5 shows the re]ationship of the stall torque ratio, which expresses the
`
`torque ratio obtained when the output shaft 13 is stopped, with respect to the electrical
`portion power transfer efficiency. As is clear from the figure, the rise in torque ratio is
`comparatively gradual up to an electrical portion power transfer efficiency of about 0.6,
`rising rapidly at subsequent efficiencies; a high torque ratio is obtained when the efficiency
`is zero, such as when the vehicle is starting to advance. In a hybrid drive of this type, the
`embodiment uses the generated electrical power as is for the motor, with none being used
`for charging, but a portion of the electrical power generated as part of the electrical drive
`during vehicle travel may be stored in the storage battery 38. It is also possible to use this
`system to supplement [power] from the storage battery 38 so that not all of the large torque
`[needed] during rapid acceleration is supplied from the internal combustion engine 2.
`Furthermore, a reverse speed may be obtained in this case as well using the controllers 41,
`
`42.
`
`To explain the use of the gear train of the present invention, drivable by means of
`the above three systems of standard internal combustion engine drive, electrical drive, and a
`hybrid drive of the two, the electrical drive system, which is of course completely free of
`exhaust gases, would be used in cities or at times or places where atmospheric pollution
`was excessive, at which times travel would take place by imparting a sufficient drive force
`at a pre-determined fixed reduction ratio. Next, when atmospheric pollution was middling,
`the load on the internal combustion engine 2 would be lightened by electrical power
`supplementation from the storage battery 38 using the hybrid drive system; exhaust gas
`generation would be ameliorated, and driving could be accomplished at the best efficiency
`
`at all times using continuously variable transmission. Furthermore, in locations where the
`exhaust gases are sufficiently dispersed in the atmosphere, such as fully exurban areas, a
`sufficient acceleration using a two stage gear shift ratio and a good response could be
`achieved using the internal combustion engine drive system.
`Finally, to explain another embodiment of the planetary gear device 20 in Fig. 6,
`omitting those portions which are the same as described above, the two pinion gears 23', 24',
`which are separated in the figure, mesh respectively with sun gears 21, 22; the second
`
`----- .. _____ .
`TPR 097989
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`BMW1012
`Page 1007 of 1654
`
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`Japanese Unexamined Patent Application Publication S48-49115 (8)
`
`pinion gear 23' is connected to the first intennediate shaft 9, and the carrier 26' which
`supports the first pinion gear 25' is connected to the second ring gear 28 which meshes with
`the second pinion gear 23'; two gear ratios - direct and overdrive - are obtained in the
`internal combustion engine drive system by selective operation of the two clutches 4, 6 and
`the brake 12.
`As explained above, according to the hybrid electric vehicle gear train of the present
`invention, an electrical drive system with no exhaust gas whatsoever and a hybrid drive
`system which significantly reduces exhaust gas are provided in addition to a nonnal
`internal combustion engine system. Exhaust gas volumes are effectively reduced or made
`zero when driving at times or locations prone to atmospheric pollution, and vehicle
`function is sufficiently assured. Due to the planetary gear device 20 structure, overall gear
`train efficiency is comparatively high in the hybrid drive system even when the electrical
`portion efficiency is low, offering the· advantages of continuously variable speed over a
`wide speed change range and a high torque ratio at start up. Furthermore, because the
`storage battery 38 can be charged during vehicle travel, the long charging times which are
`the biggest difficulty with electric vehicles can be eliminated, and control operations and
`changeover between each of the systems can be easily effected.
`
`4. Brief Description of Figures
`Figure 1 is a block diagram showing an example of the gear train of the pres~nt invention.
`Figure 2 is a vertical cross-sectional view that shows the structure of the automatic
`transmission mechanism within Figure 1. Figure 3 is a graph showing the correlation
`between the speed ratio of the DC electric motor and the speed ratio of the gear train.
`Figure 4 is a graph showing the correlation between gear train efficiency and the speed
`ratio thereof using the power transfer efficiency of the electrical portion as a parameter.
`Figure Sis a graph showing the correlation of the stall torque ratio and the power transfer
`efficiency of the electrical portion. Figure 6 is a block diagram showing another example of
`the gear train of the present invention.
`
`TPR 097990
`
`BMW1012
`Page 1008 of 1654
`
`
`
`"
`
`Japanese Unexamined Patent Application Publication S48-49115 (9)
`
`2. Internal combustion engine
`3. Input shaft
`
`4. First clutch
`6. Second clutch
`12. Brake
`13. Output shaft
`20. Planetary gear
`21. First sun gear
`22. Second sun gear
`
`25. Ring gear
`
`26. Carrier
`36. First DC eJectric motor
`37. Second DC electric motor
`
`38. Battery
`
`(19)
`
`[see source for figures]
`
`Figure l
`Figure 2
`
`;
`
`... _. ·---....
`TPR 097991
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`BMW1012
`Page 1009 of 1654
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`Japanese Unexamined Patent Application Publication $48-4911 S () 0)
`
`[ see source for figures J
`
`Figure 3
`
`X axis: Speed ratio
`
`Y axis: DC Electric Motor Speed Ratio
`
`Figure 4
`
`Figure 5
`
`X axis: Speed Ratio
`Y axis: Efficiency
`
`X axis: Electrical Portion Power Transfer
`Efficiency
`Y axis: Stall Torque Ratio
`
`Figure 6
`
`$6. List of Attachments
`
`1 character corrected
`
`( 1) Application Copy
`
`() Requ,est fer enaminatien efthe llfJJ3lieet!en
`
`l line deleted
`
`(2) Specification
`(3) Figures
`
`(4) Power of Attorney
`( ) Priefil':,1 .'\ssertiens
`
`() Ceftifieaeea and Tr-aRslatien ef PFieaty AsSeffieM
`
`2 lines deleted
`€;7 lRveatem, llf!plieants er agents other than mentioned above
`
`TPR 097992
`
`BMW1012
`Page 1010 of 1654
`
`
`
`..
`
`Japanese Unexamined Patent Application Publication $48-49115 (11)
`
`(1) lRveater
`
`1 line corrected
`
`12 characters corrected
`
`Applicant: Toyota
`
`(2) ApplieaHt
`
`1 line corrected
`
`Motor Corp.
`
`Representative: Patent
`
`(1 ~ Representative
`
`3 characters corrected
`
`Attorney: Hiroshi
`
`Ishiyama and one
`
`other.
`
`Address: Tokyo Tatemono Bldg. 611,
`
`3-7 Yaesu Chuo-ku Tokyo, 103
`
`Tel: (271) 5462-4939
`
`(6231) Name: Patent attorney: Hiroshi Nakahira
`
`-107-
`
`TPR Q97993
`
`BMW1012
`Page 1011 of 1654
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`BMW1012
`Page 1012 of 1654
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`BEST AVAILABLE COPY
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`
`TPR 097994
`
`BMW1012
`Page 1013 of 1654
`
`
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