JP2008174164A - Power transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device of a vehicle for acquiring a close ratio at which the range of change in a transmission gear ratio is large (wide range), and the transmission gear ratios are close to each other in stepped transmission while suppressing the increase in size as a whole. <P>SOLUTION: This power transmission device of a vehicle is configured by installing a power distribution mechanism 16 for distributing the output of an engine 8 to a first motor M1 and a transmission member 18, and installing a second motor M2 and an automatic transmission 20 between the transmission member 18 and a driving wheel 38, wherein the power distribution mechanism 16 is configured so as to be selectively switched between a differential state to operate as an electric continuously variable transmission and a constant shift state to operate as two-step transmission. When this power distribution mechanism 16 is operated as a stepped automatic transmission, the constant transmission gear ratio of the power distribution mechanism 16 is switched so as to increase the number of intermediate shift stages. Thus, it is possible to acquire a close ratio at which the range of change in the transmission gear ratio is wide, and the transmission gear ratios are close to each other. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power transmission device for a vehicle, and in particular, when a stepped shift is performed while suppressing an increase in size as a whole, a change ratio of a gear ratio is large (wide range) and the gear ratios are close to each other. The present invention relates to a technique for obtaining a cross ratio.

  The power distribution mechanism that distributes engine output to the first electric motor and the transmission member can be selectively switched between a state where it can operate as an electric continuously variable transmission and a state where it can operate as a two-stage transmission. Vehicle power transmission devices are known. For example, this is the power transmission device for a vehicle described in Patent Document 1. In such a vehicle power transmission device, a stepped transmission mechanism is provided between the transmission member and the output member in addition to the second electric motor. The rotation of the input member for inputting the output is shifted in multiple stages and output.

JP 2005-206136 A

  By the way, when the vehicle power transmission device is operated as a stepped automatic transmission, it is desirable that the change ratio is wide (in a wide range) and the cross ratio is close to each other. It is. In this regard, in Patent Document 1, for example, as shown in FIGS. 17 to 20, a second transmission path for directly transmitting the rotation of the input member to the stepped transmission mechanism is provided, and seven shift stages are set. Although the power transmission device is configured to achieve this, there has been a disadvantage that the overall size of the power transmission device is increased due to an increase in power transmission paths.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to have a large change ratio of a gear ratio when a step-shift is performed while suppressing an increase in size as a whole. An object of the present invention is to provide a vehicle power transmission device that can obtain a cross ratio (wide range) and a gear ratio close to each other.

  In order to achieve the above object, the gist of the invention according to claim 1 is that (a) a power distribution mechanism for distributing engine output to the first electric motor and the transmission member is provided, and the transmission member and the drive are driven. In the vehicle power transmission device in which the second electric motor and the stepped transmission mechanism are provided between the wheels, (b) the power distribution mechanism has two or more existing gears that mechanically determine a constant gear ratio of two or more. (C) the stepped transmission mechanism is composed of at least three planetary gear units, and (d) a part of each element of the at least three planetary gear units is connected to each other. In the collinear diagram in which five rotating elements are configured and the rotational speeds of the five rotating elements can be represented on a straight line, the five rotating elements are arranged in order from one end to the other end in the first, second, , The third, When the fourth and fifth rotating elements are used, (e) the fourth rotating element is connected to the output member of the stepped transmission mechanism, and the first, third, and fifth rotating elements are the second, third, respectively. The first, second and third rotating elements are selectively connected to the non-rotating member via the first, second and third brakes, respectively. And the first, second, and third clutch elements and the first, second, and third brake elements are selectively engaged to obtain five gear ratios. It is possible to do this.

  According to a second aspect of the present invention, there is provided a vehicle power transmission device according to the first aspect, wherein the power distribution mechanism is a gear shift achieved by the stepped transmission mechanism by being stepped. At least one intermediate gear stage, and when the power distribution mechanism is operated as at least a two-stage transmission, the constant gear ratio is switched so as to obtain the intermediate gear stage. Thus, a plurality of shift speeds including the intermediate shift speed are achieved.

  According to a third aspect of the present invention, there is provided the vehicle power transmission device according to the first or second aspect, wherein the power distribution mechanism controls the stepped speed change state and the operation state of the first electric motor. A switching device that switches between an electric differential state in which the differential state between the input shaft rotational speed and the output shaft rotational speed of the power distribution mechanism is electrically controlled, and is provided using the switching device. It is characterized by performing a stepped shift in the step shift state.

  According to a fourth aspect of the present invention, there is provided a vehicle power transmission device according to the third aspect, wherein the power distribution mechanism is configured to control an operation state of the first motor in an electric differential state. Therefore, it operates as a continuously variable transmission mechanism.

  According to a fifth aspect of the present invention, there is provided the vehicle power transmission device according to the third or fourth aspect, wherein the power distribution mechanism is an electric type based on a driving power or a driving torque required for the vehicle. It is characterized by being selectively switched between a differential state and a stepped shift state.

  The gist of the invention according to claim 6 is that, in the power transmission device for a vehicle according to any one of claims 1 to 4, the speed ratio can be maximized by switching the constant speed ratio of the power distribution mechanism to the high speed side. It is characterized in that a small maximum gear is formed.

  According to a seventh aspect of the present invention, there is provided the vehicle power transmission device according to any one of the first to fourth aspects, wherein the stepped speed change mechanism includes three planetary gear devices, and the three planetary gear devices. A part of each element of the gear device is connected to each other to form five rotating elements. When the power distribution mechanism is operated at a constant speed ratio, at least one intermediate gear stage is obtained. It is characterized in that at least six gear stages can be achieved by switching the constant gear ratio and further obtaining the speed increasing stage by setting the constant gear ratio of the power distribution mechanism to the high speed side.

  According to an eighth aspect of the present invention, there is provided the vehicle power transmission device according to any one of the first to fourth aspects, wherein the stepped speed change mechanism includes three planetary gear devices, and the three planetary gear devices. A part of each element of the gear device is connected to each other to form five rotating elements. When the power distribution mechanism is operated at a constant speed ratio, at least one intermediate gear stage is obtained. It is characterized in that at least six gear stages can be achieved by switching a constant gear ratio and obtaining a speed increasing stage in the stepped transmission mechanism.

  According to a ninth aspect of the present invention, there is provided a vehicle power transmission device according to any one of the first to fourth aspects, wherein the stepped speed change mechanism includes three planetary gear devices, and the three planetary gear devices. A part of each element of the gear device is connected to each other to form five rotating elements. When the power distribution mechanism is operated at a constant speed ratio, at least one intermediate gear stage is obtained. The first speed change stage is obtained by switching the constant speed ratio, and either one of the power distribution mechanism or the stepped speed change mechanism is set to the speed increase stage, and the second speed increase is achieved by setting both of them to the speed increase stage. It is characterized in that at least seven speeds can be achieved by obtaining a high speed.

  The gist of the invention according to claim 10 is the vehicle power transmission device according to any one of claims 1 to 4 or claim 6 to 9, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side. In addition, the first clutch element, the first brake element, and the third clutch element are engaged with each other by engaging the first clutch element and the first brake element, or the constant speed ratio of the power distribution mechanism is increased. By engaging any one of the two engagement elements, or by engaging the third clutch element and the first brake element while setting the constant speed ratio of the power distribution mechanism to the high speed side. It is characterized in that a gear stage is formed.

  According to an eleventh aspect of the present invention, there is provided a vehicle power transmission device according to any one of the first to fourth aspects, wherein a constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element is provided. And the third brake element is engaged to form a first gear, the constant speed ratio of the power distribution mechanism is set to the low speed side, and the first clutch element and the second brake element are engaged to A second speed change step having a speed change ratio smaller than that of the first speed change step is formed, the constant speed change ratio of the power distribution mechanism is set to a low speed side, and the first clutch element and the first brake element are engaged, thereby By forming a third gear stage having a smaller gear ratio than the second gear stage, the constant gear ratio of the power distribution mechanism is set to the high speed side, and the first clutch element and the first brake element are engaged. Forming a fourth gear stage having a smaller gear ratio than the third gear stage, setting the constant gear ratio of the power distribution mechanism to a low speed side and out of the first clutch element, the second clutch element, and the third clutch element; By engaging any two elements, a fifth shift stage having a smaller speed ratio than the fourth shift stage is formed, the constant speed ratio of the power distribution mechanism is set to the high speed side, the first clutch element, By engaging either two of the two clutch elements or the third clutch element, or by engaging the third clutch element and the first brake element while setting the constant speed ratio of the power distribution mechanism to the low speed side. A sixth shift stage having a smaller speed ratio than the fifth shift stage is formed.

  The gist of the invention according to claim 12 is the vehicle power transmission device according to claim 11, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side, and the third clutch element and the first brake element. To form a seventh shift stage having a smaller gear ratio than the sixth shift stage.

  According to a thirteenth aspect of the present invention, there is provided a vehicle power transmission device according to the eleventh or twelfth aspect, wherein the second clutch element, any one of the second brake element and the third brake element is braked. The reverse gear is formed by engaging the element.

  According to a fourteenth aspect of the present invention, there is provided a vehicle power transmission device according to any one of the first to thirteenth aspects, wherein the power distribution mechanism includes a planetary gear device. The sun gear is connected to the first motor, the ring gear is connected to the transmission member of the power distribution mechanism, and the sun gear is selectively connected to the non-rotating member via the brake element. It is connected and is selectively connected to the carrier via a clutch element.

  According to a fifteenth aspect of the present invention, there is provided the vehicle power transmission device according to the fourteenth aspect, wherein the first clutch element and the power transmission mechanism are reversely rotated by the power distribution mechanism mechanism. A reverse shift stage is formed by selectively engaging any one of the first brake element, the second brake element, and the third brake element.

  According to a sixteenth aspect of the present invention, there is provided a vehicle power transmission device according to any one of the first to fifteenth aspects, wherein the stepped transmission mechanism includes a single pinion type first planetary gear device, a double A pinion type second planetary gear unit and a single pinion type third planetary gear unit, wherein the first rotating element is connected to the ring gear of the first planetary gear unit, the carrier of the second planetary gear unit, And the second planetary gear device, the second rotating element is a carrier of the first planetary gear device, and the third rotating element is connected to the ring gear of the second planetary gear device and the first planetary gear device. A carrier of a three planetary gear device, wherein the fourth rotating element is a ring gear of the third planetary gear device, and the fifth rotating element is connected to the first planetary gear device. It characterized in that it is a sun gear of the sun gear and the second planetary gear set of the gear device.

  According to a seventeenth aspect of the present invention, there is provided (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second mechanism between the transmission member and the drive wheels. 2. A vehicle power transmission device provided with two electric motors and a stepped transmission mechanism. (B) The stepped transmission mechanism includes a single pinion type first planetary gear device and a double pinion type second planetary gear device. , And a single pinion type third planetary gear device, (c) a part of each element of the three planetary gear devices is connected to each other to form five rotating elements, and (d) a first rotation The elements are a ring gear of the first planetary gear device, a carrier of the second planetary gear device, and a sun gear of the third planetary gear device, which are connected to each other, and the second rotating element is the first planetary gear. The third rotating element is a ring gear of the second planetary gear unit and the carrier of the third planetary gear unit, and the fourth rotating element is a ring gear of the third planetary gear unit. The fifth rotating element is a sun gear of the first planetary gear device and a sun gear of the second planetary gear device that are connected to each other.

  A gist of an invention according to claim 18 is the vehicle power transmission device according to any one of claims 1 to 17, wherein the first electric motor and the power are arranged on a first axis that is the rotation center of the engine. A distribution mechanism and a second electric motor are arranged, the stepped transmission mechanism is arranged on a second axis parallel to the first axis, and the output of the transmission member is via a gear mechanism or a belt. And is operatively transmitted to the stepped transmission mechanism.

  According to the power transmission apparatus for a vehicle of the invention according to any one of claims 1 to 18, the power distribution mechanism can be operated as a differential transmission capable of operating as an electric transmission and at least a two-stage stepped transmission. When a vehicle power transmission device that is selectively switched to a stable constant speed state is operated as a stepped automatic transmission, the constant speed ratio of the power distribution mechanism is obtained so that an intermediate speed can be obtained. Since the number of intermediate gears can be increased by switching the gear ratios, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained. Further, since the power distribution mechanism that switches between the stepped and continuously variable transmission states is used when the intermediate shift stage is created, a multi-stage transmission that is reduced in size can be configured without increasing the number of parts. .

  According to the power transmission device for a vehicle of the invention according to claim 4, the power distribution mechanism is operated as a continuously variable transmission mechanism by controlling the operating state of the first electric motor in the electric differential state. Thus, the gear ratio can be continuously changed, and the vehicle can be driven at a suitable gear ratio.

  According to the vehicle power transmission device of a fifth aspect of the present invention, the power distribution mechanism has an operation mode that is different from that in the electric differential state based on the driving power or driving torque required for the vehicle. By selectively switching to the shift state, it is possible to efficiently switch between the stepped and electrical differential states.

  According to the power transmission device for a vehicle of the invention of claim 7, when the power distribution mechanism is operated at a constant gear ratio, the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and By obtaining the speed increasing stage by setting the constant speed ratio of the power distribution mechanism to the high speed side, it is possible to achieve at least 6 speeds, so that it is possible to increase the number of speeds while suppressing an increase in the size of the power transmission device. .

  According to the vehicle power transmission device of the invention of claim 8, when the power distribution mechanism is operated at a constant gear ratio, the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and By obtaining the speed increasing stage by setting the constant speed ratio of the power distribution mechanism to the high speed side, it is possible to achieve at least 6 speeds, and thus it is possible to increase the number of speeds while suppressing an increase in size of the power transmission device.

  According to the vehicle power transmission device of the invention according to claim 9, when the power distribution mechanism is operated at a constant speed ratio, the constant speed ratio is switched so that at least one intermediate speed is obtained. A first speed-up stage is obtained by setting one of the power distribution mechanism and the stepped transmission mechanism as the speed-up stage, and a second speed-up stage is obtained by setting both the speed-up stages, so that at least Since seven shift stages can be achieved, it is possible to increase the number of stages while suppressing an increase in size of the power transmission device.

  According to the power transmission device for a vehicle of the invention according to claim 11 or 12, a power distribution mechanism for distributing the output of the engine to the first electric motor and the transmission member is provided, and a power distribution mechanism is provided between the transmission member and the drive wheel. A two-motor and a stepped transmission mechanism are provided, and the power distribution mechanism is selectively switched between a differential state operable as an electric continuously variable transmission and a constant transmission state operable as a two-stage transmission. When the vehicle power transmission device thus operated is operated as a stepped automatic transmission, a 6-speed or 7-speed gear stage can be obtained by six friction engagement elements, so that the configuration is relatively simple. It becomes.

  According to the power transmission device for a vehicle of the invention of claim 13, the reverse rotation of the transmission member input from the power distribution mechanism to the stepped transmission mechanism is reversed by the stepped transmission mechanism. Since the gear stage is obtained, the configuration is relatively easy.

  In the vehicle power transmission device according to the fourteenth aspect of the present invention, since the power distribution mechanism is constituted by a single planetary gear device, the axial dimension of the power distribution mechanism is reduced and the configuration is simplified. . Preferably, the one planetary gear device is constituted by a single pinion type planetary gear device. In this way, the size is further reduced and the configuration is simple.

  According to the power transmission device for a vehicle of the fifteenth aspect of the present invention, it is possible to reverse the transmission member by the power distribution mechanism to establish a reverse gear, and the reverse rotation in the stepped transmission mechanism. Therefore, the stepped transmission mechanism can be further simplified.

  According to the vehicle power transmission device of the sixteenth and seventeenth aspects of the present invention, the stepped transmission mechanism is constituted by three planetary gear devices, so that the stepped transmission mechanism is configured, and the stepwise variable power distribution is possible. In combination with the mechanism, a plurality of shift stages can be obtained by a small number of planetary gear units.

  According to the power transmission device for a vehicle of the invention according to claim 18, the power transmission mechanism and the automatic transmission are arranged in the axial direction of the power transmission device as compared with the case where the power transmission mechanism and the automatic transmission are disposed on the same shaft center. Dimensions are shortened. As a result, it can be placed horizontally for FF vehicles and RR vehicles in which the dimensions of the power transmission device in the axial direction are generally restricted by the vehicle width, that is, the first axis and the second axis are parallel to the vehicle width direction. It can be suitably used as a mountable power transmission device. Further, since the second electric motor is disposed on the first axis, the dimension of the second axis in the axial direction of the power transmission device is shortened.

  Preferably, the power distribution mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to a transmission member of the power distribution mechanism. The first element, the second element, and the third element can be relatively rotated with respect to each other to obtain a continuously variable transmission state, and the first element to obtain a stepped transmission state, It includes a differential state switching device that connects at least two of the second element and the third element to each other or makes the second element non-rotating. In this way, a power distribution mechanism that can be selectively switched between the differential state and the locked state by the differential state switching device is simply configured.

  Preferably, the automatic transmission mechanism includes a plurality of straight lines that pass through a point at which the rotational speed of the rotating element becomes zero by engagement of the first brake element and a straight line that indicates the rotational speed of the fourth rotating element. The relationship between the intersection point, the plurality of intersection points of the plurality of straight lines passing through the point at which the rotation speed of the rotation element becomes zero by the engagement of the second brake element and the line indicating the rotation speed of the fourth rotation element, and the relationship of the third brake element In other words, a plurality of speed change ratios are determined by a plurality of intersection points of a plurality of straight lines passing through a point where the rotation speed of the rotation element becomes zero and a straight line indicating the rotation speed of the fourth rotation element. As the gear ratios of the seventh gear, it is possible to easily obtain an appropriate ratio.

  Preferably, the power transmission device of the vehicle has a differential state in which the power distribution mechanism can be operated as an electric continuously variable transmission and a single gear stage or a plurality of constant gear ratios based on the vehicle state. It is selectively switched to a constant shift state that can be operated as a transmission having the same. For this reason, the power transmission device which has both the advantages of the fuel efficiency improvement effect of the transmission whose gear ratio is electrically changed and the high transmission efficiency of the gear transmission that mechanically transmits power can be obtained. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the power distribution mechanism is set in a differential state to ensure the fuel consumption performance of the vehicle. Between the power and electric energy generated when the mechanism is set to a constant speed change state and the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path and the gear ratio is electrically changed. Since the conversion loss is suppressed, the fuel efficiency is improved. In addition, since the power distribution mechanism is in a constant shift state in high output traveling, the region to be operated as a transmission in which the gear ratio is electrically changed is low and medium output traveling of the vehicle, The electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or a vehicle power transmission device including the electric motor can be further downsized.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a power transmission device 10 for a hybrid vehicle according to an embodiment of the present invention. In FIG. 1, a power transmission device 10 is in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body, either directly to the engine 8 or a pulsation absorbing damper (vibration damping device) (not shown). An input shaft 14 that functions as an input member that is indirectly coupled via the input unit to input the output of the engine 8, a power distribution mechanism 16 that is a differential mechanism coupled to the input shaft 14, and the power distribution mechanism An automatic transmission 20 that is a stepped transmission mechanism connected in series between the output shaft 22 and the output shaft 22 via a transmission member 18, and an output shaft as an output member connected to the automatic transmission 20 22 in series on a common axis. The power transmission device 10 of the present embodiment is suitably used for an FR (front engine / rear drive) type vehicle that is installed vertically in a vehicle, and includes an engine 8 as a driving force source for traveling and a pair of driving wheels. As shown in FIG. 7, the power is transmitted to the pair of drive wheels 38 through the differential gear device (final reduction gear) 36 and the pair of axles in order. In addition, since the power transmission device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the power transmission device 10 of FIG. The same applies to each of the following embodiments. The automatic transmission 20 according to the present embodiment corresponds to the stepped transmission mechanism of the present invention, and the output shaft 22 corresponds to the output member of the stepped transmission mechanism of the present invention.

  The power distribution mechanism 16 is a differential mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, Alternatively, the output of the engine 8 and the output of the first electric motor M <b> 1 are combined and output to the transmission member 18. The second electric motor M2 is provided to rotate integrally with the transmission member 18. The first motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting a driving force.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type planetary gear device 24 having a predetermined gear ratio ρ0 of “0.380”, a switching clutch C0, and a switching brake B0. The planetary gear device 24 includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so as to be able to rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0. Yes. When the number of teeth of the sun gear S0 is ZS0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the power distribution mechanism 16, the carrier CA0 is connected to the input shaft 14, that is, the engine 8, the sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the transmission member 18. The switching brake B0 is provided between the sun gear S0 and the transmission case 12, and the switching clutch C0 is provided between the sun gear S0 and the carrier CA0. When the changeover clutch C0 and the changeover brake B0 are released, the sun gear S0, the carrier CA0, and the ring gear R0 are brought into a differential state in which differential action is possible so that they can rotate relative to each other. Since the electric motor M1 is distributed to the electric motor M1 and the transmission member 18, and a part of the output of the distributed engine 8 is charged with the electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven. For example, in a continuously variable transmission state, the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the power distribution mechanism 16 electrically changes its speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) from the minimum value γ0min to the maximum value γ0max. A differential state that functions as an electrical continuously variable transmission that is continuously changed from the value γ0min to the maximum value γ0max, for example, a continuously variable transmission state.

  In this state, when the switching clutch C0 is engaged and the sun gear S0 and the carrier CA0 are integrally engaged while the vehicle is running with the output of the engine 8, the three elements S0, CA0, Since the non-differential state, which is a locked state in which R0 is integrally rotated, is brought into a state where the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the power distribution mechanism 16 has a gear ratio γ0 of “ A constant speed change state that functions as a transmission fixed to “1” is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the sun gear S0 is brought into a non-differential state that is a non-rotating state, the ring gear R0 rotates at a higher speed than the carrier CA0. Therefore, the power distribution mechanism 16 is set to a constant transmission state that functions as a speed increasing transmission in which the speed ratio γ0 is fixed to a value smaller than “1”, for example, about “0.7”. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have a differential that can operate the power distribution mechanism 16 as an electric continuously variable transmission in which the differential state, for example, the gear ratio can be continuously changed. State (continuously variable transmission state) and non-differential state, for example, a locked state in which the gear ratio change is locked without operating the continuously variable transmission operation without operating as an electric continuously variable transmission, that is, at least two steps with high and low steps It functions as a differential state switching device that selectively switches to a constant transmission state operable as a transmission. The engagement of the switching clutch C0 in this embodiment corresponds to the low speed side of the constant gear ratio of the present invention, and the engagement of the switching clutch B0 corresponds to the high speed side of the constant gear ratio of the present invention.

  The automatic transmission 20 includes a single pinion type first planetary gear unit 26, a double pinion type second planetary gear unit 28, and a single pinion type third planetary gear unit 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.389”, for example. The second planetary gear unit 28 includes a second sun gear S2, a plurality of pairs of second planetary gears P2 that mesh with each other, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 meshing with the second sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.407”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.331”. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission 20, the first sun gear S1 and the second sun gear S2 that are connected to each other are selectively connected to the transmission member 18 via the first clutch C1, and the first carrier CA1 is not connected via the second brake B2. The first ring gear R1, the second carrier CA2, and the third sun gear S3 that are selectively connected to the case 12, which is a rotating member, and are connected to each other are selectively connected to the transmission member 18 via the second clutch C2. In addition, the second ring gear R2 and the third carrier CA3 that are selectively connected to the case 12 via the first brake B1 and connected to each other are selectively connected to the transmission member 18 via the third clutch C3 and are The third ring gear R3 is connected to the output shaft 22 by being selectively connected to the case 12 via the three brakes B3.

  The switching clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 may be used in conventional automatic transmissions for vehicles. The hydraulic friction engagement device used is a wet multi-plate engagement device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator.

In the power transmission device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, and the switching brake. The B0, the first brake B1, the second brake B2, and the third brake B3 are selectively engaged to operate the first gear (first gear) to the seventh gear (seventh gear). ), A reverse gear stage (reverse gear stage), or a neutral gear ratio is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) changes in a substantially equal ratio. Is obtained for each forward gear. In the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and either of the switching clutch C0 and the switching brake B0 is engaged to operate the power distribution mechanism 16 as described above. In addition to a continuously variable transmission state that can operate as a transmission, it is possible to configure a constant transmission state that can operate as a single-stage or multiple-stage transmission with one or more gear ratios. Therefore, in the power transmission device 10, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 20 that are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. At the same time, the continuously variable transmission 16 and the automatic transmission 20 constitute a continuously variable transmission by not engaging any of the switching clutch C0 and the switching brake B0.

  For example, when the power transmission device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage that is “4.396” is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example, “ 2.748 "is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 causes the gear ratio γ3 to be smaller than the second gear, for example," 1 " .845 ”is established and the engagement of the switching brake B0, the first clutch C1, and the first brake B1 causes the gear ratio γ4 to be smaller than the third gear, for example“ 1. 33 The fourth gear is established, and the gear ratio γ5 is set by engagement of the switching clutch C0 with any one of the first clutch C1, the second clutch C2, and the third clutch C3. A fifth gear that is smaller than the fourth gear, eg, “1.000”, is established, and the engagement of the switching clutch C0, the third clutch C3, and the first brake B1, or the switching brake B0 and the first gear. Due to the engagement with any one of the first clutch C1, the second clutch C2, and the third clutch C3, the gear ratio γ6 is smaller than the fifth gear, for example “0.751 (6th−1)”. ”Or“ 0.725 (6th−2) ”is established, and the engagement of the switching brake B0, the third clutch C3, and the first brake B1 causes the speed ratio γ7 to be the sixth speed gear. Smaller than steps A seventh gear, which is a large value, for example, “0.544”, is established.

  When the reverse gear for engine traveling is established by the driving force of the engine 8, the engine traveling is performed by engagement of the second clutch C2 with one of the second brake B2 and the third brake B3. A reverse gear is established. On the other hand, when the reverse gear for the motor is established by the driving force of the second electric motor M2, the transmission member 18 is reversely rotated by the second electric motor M2, and the first clutch C1, the first, second, and third brakes ( The reverse gear for motor traveling is established by engagement with any one of the brakes B1, B2, and B3). Note that when the neutral "N" state is set, for example, only the third brake B3 is engaged.

  Here, for example, in the fourth gear set between the third gear and the fifth gear, the constant speed ratio of the power distribution mechanism 16 is switched from the high speed side, that is, from the engagement of the switching clutch C0. The speed is changed by switching to the engagement of the brake B0. Such a fourth gear is functioning as an intermediate gear (in this embodiment, the sixth gear (6th-2) and the seventh gear are also applicable), and the gear ratio is the third gear. The constant speed ratio of the power distribution mechanism 16 is set in advance so as to be located between the speed ratio of the first gear and the fifth gear. Further, in the shift from the first speed gear stage to the second speed gear stage, the speed increase stage (second speed gear stage) can be obtained only by shifting to the high speed side of the automatic transmission 20. Further, focusing on the fifth to sixth gears (6th-2), the sixth gear (6th-2) is obtained by switching the constant speed ratio of the power distribution mechanism 16 to the high speed side. In this state, when the shift stage of the automatic transmission 20 is switched to the high speed side, the seventh shift stage having the smallest speed ratio is obtained. As described above, one speed increase stage is obtained by setting one of the power distribution mechanism 16 and the automatic transmission 20 to the speed increasing stage, and further speeding up both speeds than the speed increasing stage. A speed increasing step with a small ratio can be obtained, and a multi-stage transmission can be achieved.

  In the above description, the gear ratios of the gears adjacent to each other are changed in an equal ratio, which is ideal for a stepped gear shift, and the change ratio (gear ratio step) between the gear shifts of each gear step is approximately. It is assumed to be constant. That is, the change ratio (γ1 / γ2) of the gear ratio between the first speed gear stage and the second speed gear stage is 1.600, and it is between the second speed gear stage and the third speed gear stage. The change ratio (γ2 / γ3) of the gear ratio is 1.490, the change ratio (γ3 / γ4) of the gear ratio between the third speed gear stage and the fourth speed gear stage is 1.380, The change ratio (γ4 / γ5) of the gear ratio between the fourth gear and the fifth gear is 1.337, and the change of the gear ratio between the fifth gear and the sixth gear is 1.337. The ratio (γ5 / γ6) is 1.331 (6th-1) or 1.380 (6th-2), and the ratio of change in the gear ratio between the sixth gear and the seventh gear (γ6 / γ7) is 1.380 (6th-1) or 1.331 (6th-2). The overall gear ratio width (γ1 / γ7) is set to a significantly large value of 8.076.

  However, when the power transmission device 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. As a result, the power distribution mechanism 16 functions as a continuously variable transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a 5-speed stepped transmission, whereby the first, second, third, The rotational speed input to the automatic transmission 20, that is, the rotational speed of the transmission member 18, is continuously changed with respect to the fifth gear of the automatic transmission 20 corresponding to 5th and 6th. Provides a stepless transmission ratio range. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the power transmission device 10 as a whole can be obtained continuously.

FIG. 3 shows a power transmission device 10 including a power distribution mechanism 16 that functions as a continuously variable transmission unit and an automatic transmission 20 that functions as a stepped transmission unit. The alignment chart which can represent the relative relationship of a rotational speed on a straight line is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. horizontal line X1 of the lower of the two horizontal axis represents the rotational speed zero, the upper horizontal line X2 the rotational speed of "1.0", that indicates the rotational speed N _E of the engine 8 connected to the input shaft 14 Yes. Further, the three vertical lines Y1, Y2, Y3 of the power distribution mechanism 16 are in order from the left side to the sun gear S0 corresponding to the first rotation element RE1, the carrier CA0 corresponding to the second rotation element RE2, and the third rotation element RE3. The relative rotational speed of the corresponding ring gear R0 is shown, and the interval between them is determined according to the gear ratio ρ1 of the planetary gear unit 24. That is, assuming that the interval between the vertical lines Y1 and Y2 corresponds to 1, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ0. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission 20 are connected to each other corresponding to the fourth rotation element RE4 (corresponding to the first rotation element of the present invention) in order from the left. The first carrier CA1 and the sixth rotation element RE6 (the first rotation gear of the present invention) corresponding to the first ring gear R1, the second carrier CA2, the third sun gear S3, the fifth rotation element RE5 (corresponding to the second rotation element of the present invention). The second ring gear R2 and the third carrier CA3 connected to each other corresponding to the third rotation element), the third ring gear R3 corresponding to the seventh rotation element RE7 (corresponding to the fourth rotation element of the present invention), the eighth The relative rotational speeds of the first sun gear S1 and the second sun gear S2 connected to each other corresponding to the rotating element RE8 (corresponding to the fifth rotating element of the present invention) are shown, and the distance between them is the first and second. The gear ratio of the third planetary gear device 26,28,30 ρ1, ρ2, are determined respectively in accordance with the [rho] 3. That is, as shown in FIG. 3, each of the first, second, and third planetary gear devices 26, 28, 30 corresponds to 1 between the sun gear and the carrier, and the space between the carrier and the ring gear is It corresponds to ρ.

  If expressed using the collinear diagram of FIG. 3, the power transmission device 10 of the present embodiment is one of the three rotating elements (elements) of the planetary gear device 24 in the power distribution mechanism (continuously variable transmission unit) 16. The second rotating element RE2 (carrier CA0) is connected to the input shaft 14 and selectively connected to the sun gear S0, which is one of the other rotating elements, via the switching clutch C0. The first rotating element RE1 (sun gear S0) is connected to the first electric motor M1 and is selectively connected to the case 12 via the switching brake B0, and the third rotating element RE3 (ring gear) which is the remaining rotating element. R0) is connected to the transmission member 18 and the second electric motor M2, and is configured to transmit (input) the rotation of the input shaft 14 to the automatic transmission 20 via the transmission member 18. At this time, a relative relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2. Further, at the time of reverse gear shifting by the second electric motor M2, for example, the engine 8 is stopped and the second electric motor M2 is rotated in reverse, so that the state shown by the straight line LR is obtained, and the ring gear R0, that is, the transmission member 18 is rotated in reverse. Output to the automatic transmission 20.

In the collinear diagram of FIG. 3, the collinear diagram of the power distribution mechanism 16 indicated by the three vertical lines Y1, Y2, Y3 shown on the left side functions as a speed increasing transmission by the engagement of the switching brake B0. A constant speed change state is shown. In this case, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 18 rotational speed of the is input to the automatic transmission 20 at a rotation speed higher than the engine speed N _E. The state in which the switching brake B0 is engaged corresponds to the state in which the constant speed ratio of the power distribution mechanism 16 of the present invention is switched to the high speed side.

  FIG. 4 shows the state of the power distribution mechanism 16 when it is switched to the continuously variable transmission state by releasing the switching clutch C0 and the switching brake B0. For example, when the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is continuously raised or lowered by controlling the reaction force generated by the power generation of the first electric motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the ring gear R0 indicated by the intersection of the two is continuously lowered or raised, and is input to the automatic transmission 20 by such a continuously variable rotation. Note that such a continuously variable transmission state in which the switching clutch C0 and the switching brake B0 are released and the rotational speed of each rotating element of the power distribution mechanism 16 is controlled by the first electric motor M1, for example, is the differential state of the present invention. This corresponds to an example of an electrically controlled differential state that is electrically controlled.

FIG. 5 is a collinear diagram corresponding to the power distribution mechanism 16 portion, and shows a state when the gear ratio is switched to the constant gear shift state of 1 by the engagement of the switching clutch C0. When the engagement of the switching clutch C0 and the sun gear S0 and carrier CA0 is connected, the three rotating elements rotate together, the straight line L0 is aligned with the horizontal line X2, transmitted at a speed equal to the engine speed N _E member 18 is rotated, the input to the automatic transmission 20 at the same rotation to the engine speed N _E. The state in which the switching clutch C0 is engaged corresponds to the state in which the constant speed ratio of the power distribution mechanism 16 of the present invention is switched to the low speed side.

  In the automatic transmission 20, the fourth rotating element RE4 (R1, CA2, S3) is selectively connected to the transmission member 18 via the second clutch C2 and is selectively connected to the case 12 via the first brake B1. The fifth rotating element RE5 (CA1) is selectively connected to the case 12 via the second brake B2, and the sixth rotating element RE6 (R2, CA3) is connected to the transmission member 18 via the third clutch C3. To the case 12 via the third brake B3, the seventh rotating element RE7 (R3) is connected to the output shaft 22, and the eighth rotating element RE8 (S1, S2). Is selectively coupled to the transmission member 18 via the first clutch C1.

  In the automatic transmission 20, when the first clutch C1 and the third brake B3 are engaged in the engaged state of the switching clutch C0, the vertical line indicating the rotational speed of the eighth rotating element RE8 as shown in FIG. The rotation of the seventh rotation element RE7 connected to the output shaft 22 and the oblique straight line L1 passing through the intersection of Y8 and the horizontal line X2 and the intersection of the vertical line Y6 and the horizontal line X1 indicating the rotation speed of the sixth rotation element RE6. The rotation speed of the output shaft 22 at the first speed (1st) is shown at the intersection with the vertical line Y7 indicating the speed. Similarly, the rotational speed of the seventh rotary element RE7 connected to the output shaft 22 and the oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 in the engaged state of the switching clutch C0. The rotational speed of the output shaft 22 of the second speed (2nd) is shown at the intersection with the vertical line Y7 shown, and the first clutch C1 and the first brake B1 are engaged when the switching clutch C0 is engaged. The rotation speed of the output shaft 22 at the third speed (3rd) is shown at the intersection of the determined oblique line L3 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22, and the switching brake B0. Of the first clutch C1 and the first brake B1 in the engaged state, and an oblique straight line L4 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22 4th at the intersection (4th) the rotation speed of the output shaft 22 is indicated, and any two engagement elements of the first clutch C1, the second clutch C2, and the third clutch C3 are engaged in the engaged state of the switching clutch C0. The rotation speed of the output shaft 22 at the fifth speed (5th) is indicated by the intersection of the horizontal straight line L5 (= X2) determined by the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22. The rotational speed of the seventh rotation element RE7 connected to the output line 22 and the slanted straight line L6-1 determined by engaging the first brake B1 and the third clutch C3 with the switching clutch C0 engaged. The rotational speed of the output shaft 22 at the sixth speed (6th-1) is shown at the intersection with the vertical line Y7 indicating the first clutch C1, the second clutch C2, and the third clutch C3 when the switching brake B0 is engaged. Any one of The sixth speed (6th-2) is the intersection of the horizontal straight line L6-2 determined by the engagement of the combined element and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 is shown, and the seventh straight line L7 connected to the output shaft 22 and the diagonal straight line L7 determined by engaging the third clutch C3 and the first brake B1 in the engaged state of the switching brake B0. The rotation speed of the output shaft 22 at the seventh speed (7th) is shown at the intersection with the vertical line Y7 indicating the rotation speed of the rotation element RE7. The sixth speed (6th-1) and the sixth speed (6th-2) may be selectively used according to either one or the state of the vehicle.

  When the reverse gear stage is established by the driving force of the engine 8, the seventh straight line Le1 determined by engaging the second clutch C2 and the third brake B3 and the output shaft 22 is connected. The rotation speed of the output shaft 22 of the first reverse gear stage for engine travel (Re1) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the rotation element RE7, and the second clutch C2 and the second brake B2 are engaged. Of the output shaft 22 of the second reverse gear stage (Re2) for engine travel at the intersection of the oblique straight line Le2 determined by the operation and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22. The rotation speed is indicated. On the other hand, when the reverse gear stage is established by the driving force of the second electric motor M2, the first clutch C1 and the third brake B3 are engaged with the transmission member 18 being reversely rotated by the second electric motor M2. The rotational speed of the output shaft 22 of the first reverse gear stage for motor travel (Rm1) is at the intersection of an oblique straight line Lm1 determined by the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. At an intersection of an oblique straight line Lm2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the second reverse gear stage (Rm2) for motor travel is shown, and an oblique straight line Lm3 and an output determined by engaging the first clutch C1 and the first brake B1. 22 rotational speed of the output shaft 22 of the linked seventh third reverse gear for motor drive by a point of intersection between the vertical line Y7 indicating the rotational speed of the rotary element RE7 (Rm3) is shown as.

  FIG. 6 illustrates a signal input to the electronic control device 40 for controlling the power transmission device 10 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8 and the electric motors M1 and M2 and shift control for the automatic transmission 20 is executed.

The aforementioned electronic control unit 40, from the sensors and switches shown in FIG. 6, a signal indicative of the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence set A signal indicating a value, a signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotation speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the automatic transmission 20, Signal indicating side brake operation, signal indicating foot brake operation, catalyst temperature signal indicating catalyst temperature, accelerator opening signal indicating accelerator pedal operation amount, cam angle signal, snow mode setting signal indicating snow mode setting, vehicle Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, vehicle indicating wheel speed of each drive wheel A wheel speed signal, a signal indicating the presence or absence of a stepped switch operation for switching the power distribution mechanism 16 to a constant shift state in order to cause the power transmission device 10 to function as a stepped transmission, and the power transmission device 10 as a continuously variable transmission signal indicating the presence or absence of a continuously variable switch operation for switching the power distributing mechanism 16 in the continuously variable shifting state to function, a signal indicative of the rotational speed N _M1 of the first electric motor M1, the rotation speed N _M2 of the second electric motor M2 A signal representing the signal, a signal representing the shift position from the shift operation device 46, and the like are supplied. Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. , An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the motors M1 and M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio display for displaying the gear ratio A signal, a snow mode display signal for displaying that it is in snow mode, an ABS operation signal for operating an ABS actuator that prevents slipping of wheels during braking, and an M mode that indicates that the M mode is selected Hydraulic actuator of hydraulic friction engagement device of display signal, power distribution mechanism 16 and automatic transmission 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 for controlling the motor, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, and for driving an electric heater Signals, signals to the cruise control computer, etc. are output.

FIG. 7 is a functional block diagram for explaining the main part of the control function of the power transmission device 10, that is, the control function by the electronic control device 40. The switching control means 50, for example, a driving force related value related to the actual vehicle speed V and the driving force of the hybrid vehicle, for example, output torque T, from the relationship (switching map) stored in advance in the shift diagram storage means 56 shown in FIG. based on the _oUT, or the vehicle state represented by those of the vehicle speed V and output torque T _oUT is continuously variable control region which the power transmission device 10 and the continuously variable shifting state, have the power transmitting device 10 It is determined whether it is within the stepped control region in which the step shift state is set or within the motor travel region. When the switching control means 50 determines that it is the stepped shift control region, the hybrid control means 52 functioning as a continuously variable shift control means is not permitted (prohibited) to hybrid control or continuously variable shift control. Is output, and the stepped shift control means 54 is allowed to perform a shift control at the time of a preset stepped shift. The stepped shift control means 54 at this time executes automatic shift control according to a shift diagram (not shown) stored in advance in the shift diagram storage means 56.

The driving force related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and not only the driving torque or driving force itself at the driving wheels 38 but also the automatic transmission related to the one-to-one basis. output torque T _OUT of the machine _20, the engine output torque T _E, is calculated and the vehicle acceleration, for example, the accelerator opening or a throttle opening (or the intake air amount, air-fuel ratio, fuel injection amount) and the engine rotational speed N _E and actual values, such as the engine output torque T _E, may be an estimate of the engine output torque T _E and the required driving force or the like which is calculated based on the accelerator pedal operation amount or a throttle opening degree of the driver.

However, when the switching control means 50 determines that the vehicle state represented by the vehicle speed V and the output torque T _OUT is within the continuously variable control region, the power distribution mechanism 16 is electrically connected to the continuously variable transmission. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 42 so as to enable it. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for permitting automatic shift according to the preset shift diagram of FIG. 8 is output to the stepped shift control means 54. To do. In the latter case, the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. As described above, the power distribution mechanism 16 functions as a continuously variable transmission, and the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission, so that an appropriate magnitude of driving force can be obtained, and at the same time, As described above, the rotation speed input to the automatic transmission 20, that is, the rotation speed of the transmission member 18, is continuously changed with respect to the first to fifth gears of the automatic transmission 20. The stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the power transmission device 10 as a whole can be obtained continuously.

The hybrid control means 52 performs motor traveling using the second electric motor M2 as a drive source at a relatively low speed and light load traveling such as when normally starting. In addition, the hybrid control means 52 distributes the driving force between the engine 8 and the first electric motor M1 and / or the second electric motor M2 while operating the engine 8 in an efficient operating range at normal vehicle speed and normal load traveling. Is changed to the optimum. For example, at the current traveling vehicle speed, the driver's required output is calculated from the accelerator pedal operation amount and vehicle speed, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed and total output are calculated. calculating the door, on the basis of the total output and the engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output. The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission 20, or issues a shift command to the automatic transmission 20 to improve fuel efficiency. In such a hybrid control, in order to match the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed and the automatic transmission 20 determined to operate the engine 8 in an operating region at efficient The power distribution mechanism 16 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 makes the total gear ratio γT of the power transmission device 10 so that the engine 8 is operated along an optimal fuel consumption rate curve stored in advance that achieves both drivability and fuel efficiency during continuously variable speed travel. Is set, and the gear ratio γ0 of the power distribution mechanism 16 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within the changeable range of change, for example, within a range of 13 to 0.5. It will be.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. Further, the hybrid control means 52 can drive the motor by the electric CVT function of the power distribution mechanism 16 regardless of whether the engine 8 is stopped or in an idle state.

FIG. 8 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56, which is a basis for the shift determination of the automatic transmission 20, and shows the vehicle speed V and the output torque T _{OUT as} a driving force related value. 2 is an example of a shift diagram (shift map) composed of two-dimensional coordinates using as a parameter. The thick line which shows the low vehicle speed and low load of FIG. 8 has shown the motor driving | running | working area | region. The solid line in FIG. 8 is an upshift line, and the alternate long and short dash line is a downshift line. The broken line in FIG. 8 indicates a determination vehicle speed V1 and a determination that determine predetermined conditions for determining a stepped control region (high load high vehicle speed region) and a continuously variable control region (normal load normal vehicle speed region) by the switching control means 50. The output torque T _OUT 1 is shown, and a high vehicle speed determination line and a high output travel determination line that are a series of the determination vehicle speed V 1 that is a high vehicle speed determination value and a determination output torque T _OUT 1 that is a high output travel determination value. Show. In FIG. 8, in the continuously variable control region, the upshift line and the downshift line are thinned out, and the first speed gear stage, the second speed gear stage, the third speed gear stage, the fifth speed gear stage, In contrast to the fifth forward gear shift of the sixth speed gear stage, the seventh forward gear shift of the first to seventh gear stages is set in the stepped control region. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 8, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, the determination output torque T _OUT 2 is a value for determining the normal torque region (normal output travel region) when the output torque T _OUT becomes less than that, and forms a hysteresis for preventing fluctuation of the determination. _Therefore, it is set lower than the determination output torque T _OUT 1 by a predetermined value. Further, the determination vehicle speed V2 is a value for determining the normal rotation region (normal rotation traveling region) when the vehicle speed V becomes lower than the vehicle speed V. The determination vehicle speed V2 is determined from the determination vehicle speed V1 in order to form a hysteresis for preventing the determination variation. Is set lower by a predetermined value.

As shown in the relationship of FIG. 8, the output torque T _OUT is a high torque region (high output travel region) that is greater than or _equal to a predetermined determination output torque T _OUT 1, and the vehicle speed V is greater than or equal to a predetermined determination vehicle speed V 1. high rotation region or the engine rotational speed N _E and the high vehicle speed range the vehicle speed is above a predetermined value which is one of the vehicle state is uniquely determined by the overall speed ratio [gamma] T, or the output torque T _E and the overall speed of their engine 8 Since the high output region where the output calculated from the ratio γT is equal to or greater than the predetermined value is set as the stepped control region, the stepped shift control according to the shift line shown in FIG. The continuously variable transmission control is executed at a relatively low output torque, a relatively low rotation speed, or a relatively low output of the engine 8. KazuSatoshi is adapted to be in a normal output of the engine 8.

  FIG. 9 is a diagram showing an example of a shift operation device 46 which is a manual transmission operation device. The shift operation device 46 includes a shift lever 48 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. For example, as shown in the engagement operation table of FIG. 2, the shift lever 48 cuts off the power transmission path in the power transmission device 10, that is, in the automatic transmission 20 so that neither the clutch C <b> 1 nor the clutch C <b> 2 is engaged. The neutral position, that is, the neutral state, and the parking position “P (parking)” for locking the output shaft 22 of the automatic transmission 20, the reverse traveling position “R (reverse)” for reverse traveling, the power transmission device 10 Is manually operated to a neutral position “N (neutral)”, a forward automatic shift travel position “D (drive)”, or a forward manual shift travel position “M (manual)”. It is provided so that. In the shift positions indicated by the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the highest speed traveling position, and the “M” position, for example, the “5” range to the “L” range is also an engine brake range in which an engine braking effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 48. Specifically, the “M” position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle, and the shift lever 48 is provided with the upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the shift ratio is the minimum side) in the change range of the total transmission ratio γT in which the automatic transmission control of the power transmission device 10 can be performed. ), The speed range of the gear stage (gear stage) is limited so that the maximum speed side gear stage at which the automatic transmission 20 can shift is different. . The shift lever 48 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 46 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 48, and electronically controls the shift position of the shift lever 48, the number of operations at the “M” position, and the like. Output to the device 40.

  For example, when the “D” position is selected by operating the shift lever 48, automatic switching control of the shift state of the power transmission device 10 is performed by the switching control means 50 based on the switching map stored in advance shown in FIG. Then, the hybrid control means 52 executes the continuously variable transmission control of the power distribution mechanism 16, and the stepped transmission control means 54 executes the automatic transmission control of the automatic transmission 20. For example, when the power transmission device 10 is switched to the stepped speed change state, the power transmission device 10 is automatically controlled in a range from the first gear to the seventh gear as shown in FIG. Alternatively, when the power transmission device 10 is switched to the continuously variable transmission state, the power transmission device 10 performs the continuously variable transmission ratio width of the power distribution mechanism 16 and the first to fifth gears of the automatic transmission 20. Automatic shift control is performed within a change range of the total speed ratio γT that can be shifted of the power transmission device 10 obtained by each gear stage that is automatically controlled in the gear range. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the power transmission device 10 is executed.

  When the “M” position is selected by operating the shift lever 48, the switching control means 50, the hybrid control means 52, and the stepped speed change control are performed so as not to exceed the highest speed side gear position or speed ratio of the speed change range. Automatic shift control is performed by means 54 within a range of a total transmission ratio γT that can be shifted in each shift range of the power transmission device 10. For example, when the power transmission device 10 is switched to the stepped speed change state, the automatic transmission control is performed within the range of the total gear ratio γT at which the power transmission device 10 can shift in each gear range, or the power transmission device 10 is not used. During continuously variable speed driving that can be switched to the stepped speed change state, the power transmission device 10 automatically shifts within the range of the stepless speed ratio range of the power distribution mechanism 16 and the shift speed range of the automatic transmission 20 according to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the power transmission device 10 obtained by each gear stage to be controlled. The “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the power transmission device 10 is executed.

  As described above, according to the power transmission device 10 of the present embodiment, the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18 is provided, and the transmission member 18 and the drive wheels 38 are provided. A second electric motor M2 and an automatic transmission (stepped transmission mechanism) 20 are provided between them, and a differential state in which the power distribution mechanism 16 can operate as an electric continuously variable transmission and at least two steps of high and low speeds. When the vehicle power transmission device 10 that is selectively switched to a constant speed state operable as a machine is operated as a stepped automatic transmission, the power distribution is performed so that an intermediate speed stage can be obtained. By switching the constant gear ratio of the mechanism 16, the number of intermediate gears can be increased, so that a cross ratio in which the gear ratio variation range is wide (in a wide range) and the gear ratios are close to each other can be obtained.In addition, since the power distribution mechanism 16 that switches between the stepped and continuously variable transmission states is used when the intermediate gear stage is created, a multi-stage transmission that is downsized can be configured without increasing the number of parts. it can.

  Further, according to the present embodiment, the operation state of the first electric motor M1 is controlled in the electric differential state, whereby the power distribution mechanism 16 is operated as a continuously variable transmission mechanism, thereby continuously changing the gear ratio. The vehicle can be driven at a suitable gear ratio.

  Further, according to the present embodiment, the power distribution mechanism 16 is selectively switched between the continuously variable transmission state and the stepped transmission state based on the driving power or driving torque required for the vehicle, It is possible to efficiently switch between stepped and continuously variable transmission states, and fuel efficiency can be improved.

  Further, according to this embodiment, when the power distribution mechanism 16 is operated at a constant speed ratio, the constant speed ratio is switched so that at least one intermediate speed is obtained, and the constant speed shift of the power distribution mechanism 16 is further performed. By obtaining a speed increasing stage by setting the ratio to the high speed side, it is possible to achieve at least 6 speeds in combination with the speed changing stage of the automatic transmission 20, so that the power transmission device 10 can be multi-staged while suppressing an increase in size. Is possible.

  Further, according to this embodiment, when the power distribution mechanism 16 is operated at a constant speed ratio, the constant speed ratio is switched so that at least one intermediate speed is obtained, and the constant speed shift of the power distribution mechanism 16 is further performed. By obtaining a speed increasing stage by setting the ratio to the high speed side, it is possible to achieve at least 6 speeds in combination with the speed changing stage of the automatic transmission 20, so that the power transmission device 10 can be multi-staged while suppressing an increase in size. Is possible.

  Further, according to this embodiment, when the power distribution mechanism 16 is operated at a constant speed ratio, the constant speed ratio is switched so that at least one intermediate speed is obtained, and the power distribution mechanism 16 and the automatic speed change mechanism are further changed. The first speed-up stage is obtained by setting one of the gears 20 as the speed-up stage, and the second speed-up stage is obtained by setting both of the speed-up stages as the speed-up stage. Therefore, it is possible to increase the number of shift stages while suppressing an increase in size of the power transmission device 10.

  Further, according to the power transmission device 10 of the above-described embodiment, when the power distribution mechanism 16 is operated as a stepped automatic transmission, a six-speed or seven-speed gear stage is provided by six friction engagement elements. Therefore, the configuration is relatively simple.

  Further, according to the power transmission device 10 of the above-described embodiment, at the time of reverse shift, the reverse shift stage is obtained by reversing the rotation of the transmission member 18 input from the power distribution mechanism 16 by the automatic transmission 20. Therefore, the configuration is relatively easy.

  Further, according to the power transmission device 10 of the above-described embodiment, since the power distribution mechanism 16 is configured by one planetary gear device, the axial dimension of the power distribution mechanism 16 is reduced and the configuration is simplified. Since the planetary gear device is configured by a single pinion type planetary gear device, the planetary gear device is further downsized and easily configured.

  Further, according to the power transmission device 10 of the above-described embodiment, the reverse rotation is formed in the automatic transmission 20 by establishing the reverse gear stage by reversing the transmission member 18 of the power distribution mechanism 16 by the second electric motor M2. Therefore, the brake element and the like can be omitted, and the automatic transmission 20 can be further simplified.

  Further, according to the power transmission device 10 of the above-described embodiment, the automatic transmission 20 has a stepped transmission mechanism constituted by three planetary gear devices, and is combined with a power distribution mechanism 16 capable of stepped transmission to reduce the number of steps. A plurality of shift stages can be obtained by the planetary gear device.

  Further, according to the power transmission device 10 of the above-described embodiment, the gear ratio step between the first gear and the second gear is larger than the gear ratio step between the other gears. It is possible to achieve both a sense of growth during acceleration and a rhythmical upshift in small increments.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 10 is a skeleton diagram illustrating the configuration of a power transmission device 80 according to another embodiment of the present invention. The power transmission device 80 of the present embodiment has the above-described power transmission so that the power transmission device 10 of FIG. 1 is arranged in a suitable manner for an FF (front engine / front drive) driving system in which the axial dimension is shortened. The power distribution mechanism 16, the automatic transmission 20, and the differential gear device 36 constituting the transmission device 10 are respectively rearranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other. Since the transmission member 18 in FIG. 1 is merely replaced with the counter gear pair CG, the relationship between the gear position of the power transmission device 80 and the engagement combination of the hydraulic friction engagement device is shown. The alignment chart for explaining the engagement table and the speed change operation of the power transmission device 80 is the same as that shown in FIGS. Further, the gear ratios ρ0, ρ1, ρ2, and ρ3 of the planetary gear devices 24, 26, 28, and 30 and the gear ratio values of the respective gear stages are the same as those of the power transmission device 10 shown in FIGS. .

  In FIG. 10, the power distribution mechanism 16, the automatic transmission 20, and the differential gear device 36 of the power transmission device 80 are respectively arranged on the first axial center RC 1, the second axial center RC 2, and the third axial center RC 3. The counter gear pair CG is also arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and the counter gear CG is automatically shifted on the second axis RC2. A counter driven gear CG2 that is rotatably disposed concentrically with the machine 20 and is connected to the automatic transmission 20 via the first clutch C1 to the third clutch C3. The counter drive gear CG1 and the counter driven gear CG2 are always provided. It is comprised by the gear pair as a pair of mesh | engaged member.

  In the power transmission device 80 of the present embodiment, the counter gear pair CG is disposed adjacent to the power distribution mechanism 16 at a position opposite to the engine 8 with respect to the power distribution mechanism 16. In other words, the power distribution mechanism 16 is disposed so as to be positioned between the engine 8 and the counter gear pair CG. The second electric motor M2 is disposed on the first axis RC1 adjacent to the counter gear pair CG so as to be positioned between the power distribution device 16 and the counter gear pair CG, and is connected to the counter drive gear CG1. Yes. The differential drive gear 32 is disposed on the opposite side of the counter gear pair CG with respect to the automatic transmission 20, that is, on the engine side. In other words, the automatic transmission 20 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8). A first planetary gear device 26 and a second planetary gear device 28 are arranged in order from the counter gear pair CG toward the differential drive gear 32. The first clutch C1 is disposed so as to be positioned between the counter gear pair CG and the first planetary gear unit 26, and the second clutch C2 and the third clutch C3 include the third planetary gear unit 30 and the differential drive gear. 32 to be located between.

  Accordingly, in the power transmission device 80 of the present embodiment, as in the embodiments of FIGS. 1 to 9, the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor M1 and the counter gear pair CG is provided. A second electric motor M2 and an automatic transmission (stepped transmission mechanism) 20 are provided between the power distribution mechanism 16 and the drive wheel 38, and the power distribution mechanism 16 can operate as an electric continuously variable transmission. When the vehicle power transmission device 80, which is selectively switched between the differential state and the constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, Thus, as in the above-described embodiments of FIGS. 1 to 3, a cross ratio having a wide speed ratio change range (in a wide range) where the speed ratios are close to each other can be obtained. In addition, when the intermediate shift stage is established, the power distribution mechanism 16 that switches between the stepped and continuously variable transmission states is also used, so that a compact multi-stage transmission can be configured without increasing the number of parts. Can do.

  Further, according to the present embodiment, the power distribution mechanism 16 and the automatic transmission 20 are not arranged on the same shaft center as compared with the power transmission device 10 of FIG. The dimension in the center direction is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles in which the axial dimension of the power transmission device is generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are parallel to the vehicle width direction. It can be suitably used as a power transmission device that can be mounted on the vehicle. In addition, since the power distribution mechanism 16 and the automatic transmission 20 are disposed between the engine 8 (the differential drive gear 32) and the counter gear pair CG, the axial dimension of the power transmission device 80 is further shortened. The Further, since the second electric motor M2 is disposed on the first axis RC1, the dimension in the axial direction of the second axis RC2 is shortened.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the power transmission devices 10 and 80 of the above-described embodiments, the power distribution mechanism 16 is switched between a differential state and a non-differential state, and thereby a continuously variable transmission state that functions as an electrical continuously variable transmission. Although it was configured to be able to switch to a stepped transmission state that functions as a stepped transmission, switching between the continuously variable transmission state and the stepped transmission state is performed between the differential state and the non-differential state of the power distribution mechanism 16. For example, even if the power distribution mechanism 16 is in a differential state, the gear ratio of the power distribution mechanism 16 is not continuous but is changed stepwise in a part or all of the speed range. You may make it function as a machine. In other words, the differential state / non-differential state of the power transmission devices 10 and 80 (power distribution mechanism 16) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. The transmission devices 10 and 80 are not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the power transmission devices 10 and 80 (power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it is configured to be switchable.

  In the power distribution mechanism 16 of the above-described embodiment, the carrier CA0 is connected to the engine 8, the sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the transmission member 18. Is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 may be connected to any of the three elements CA0, S0, and R0 of the first planetary gear unit 24. .

  In the power transmission devices 10 and 80 according to the above-described embodiments, the engine 8 is directly connected to the input shaft 14, but may be operatively connected through, for example, a gear, a belt, etc. There is no need to be placed on top.

  The power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, both the switching clutch C0 and the switching brake B0 are not necessarily provided, and only one of the switching clutch C0 and the switching brake B0 is provided. May be provided. The switching clutch C0 selectively connects the sun gear S0 and the carrier CA0, but selectively connects the sun gear S0 and the ring gear R0 or between the carrier CA0 and the ring gear R0. It may be a thing. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

  In the power transmission devices 10 and 80 of the above-described embodiments, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 are magnetic powder types such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog clutch. You may be comprised from the electromagnetic type and the mechanical engagement apparatus.

  In the power distribution mechanism 16 of the above-described embodiment, for example, a differential in which a pinion rotated by an engine and a pair of bevel gears meshing with the pinion are operatively connected to the first electric motor M1 and the second electric motor M2. It may be a gear device.

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of single pinion type planetary gear devices, but is composed of two or more planetary gear devices, and in a constant transmission state, the transmission is three or more stages. It may function as.

  Further, in the power transmission devices 10 and 80 of the above-described embodiments, the constant speed ratio of the power distribution mechanism 16 is consistently switched to the high speed side by the engagement of the brake B0, so that the intermediate speed stage of the second speed or the third speed stage is achieved. Is formed to provide a total of seven speeds. However, for example, the seventh speed gear is not employed and the total of the sixth speed is selected.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram that states a configuration of a power transmission device for a hybrid vehicle that is an embodiment of the present invention. FIG. 2 is an operation chart for explaining a relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used in the case where the power transmission device of the hybrid vehicle of the embodiment of FIG. . FIG. 2 is a collinear diagram illustrating relative rotational speeds of gear stages when the power transmission device of the hybrid vehicle of the embodiment of FIG. It is a figure showing an example of the state of the power distribution mechanism when it switches to a continuously variable transmission state, Comprising: It is a figure equivalent to the power distribution mechanism part of the alignment chart of FIG. It is a figure showing the state of the power distribution mechanism 16 when it switches to the stepped transmission state by engagement of the switching clutch C0, Comprising: It is a figure equivalent to the power distribution mechanism part of the nomograph of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows the relationship memorize | stored beforehand used for switching control of a continuously variable control area | region and a stepped control area | region in the switching control means of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a skeleton diagram explaining the composition of the power transmission device in other examples of the present invention.

Explanation of symbols

  10, 80: Power transmission device 12: Transmission case (non-rotating member) 16: Power distribution mechanism 18: Transmission member 20: Automatic transmission (stepped transmission mechanism) 22: Output shaft (output member of stepped transmission mechanism) 24: Planetary gear unit 26: First planetary gear unit 28: Second planetary gear unit 30: Third planetary gear unit 38: Drive wheel M1: First motor M2: Second motor

Claims (18)

A power transmission mechanism for a vehicle in which a power distribution mechanism that distributes engine output to the first motor and the transmission member is provided, and a second motor and a stepped transmission mechanism are provided between the transmission member and the drive wheels. In
The power distribution mechanism is capable of executing two or more stepped shifts in which a constant gear ratio of two or more is mechanically determined;
The stepped transmission mechanism comprises at least three planetary gear units,
A part of each element of the at least three planetary gear units is connected to each other to form five rotating elements, and the rotational speed of the five rotating elements can be represented on a collinear chart that can be expressed on a straight line. When the five rotating elements are set as the first, second, third, fourth, and fifth rotating elements in order from one end to the other end,
The fourth rotation element is connected to an output member of the stepped transmission mechanism, and the first, third, and fifth rotation elements are respectively connected to the power distribution mechanism via second, third, and first clutch elements. The first, second, and third rotating elements are selectively connected to a non-rotating member via first, second, and third brakes, respectively, and are selectively connected to a transmission member. Power transmission for a vehicle characterized in that five gear ratios can be obtained by selectively engaging the second and third clutch elements and the first, second and third brake elements. apparatus.   The power distribution mechanism achieves at least one intermediate shift stage of the shift stage achieved by the stepped transmission mechanism by being stepped, and the power distribution mechanism has at least two speed changes. 2. A plurality of shift speeds including the intermediate shift speed are achieved by switching the constant speed ratio so that the intermediate shift speed is obtained when operated as a machine. Vehicle power transmission device.   The power distribution mechanism is electrically controlled to control the differential state between the input shaft rotation speed and the output shaft rotation speed of the power distribution mechanism by controlling the stepped speed change state and the operating state of the first electric motor. The vehicle power transmission device according to claim 1 or 2, further comprising a switching device that switches between an electric differential state and a stepped gear shift in a stepped gear shifting state using the switching device.   4. The vehicle power transmission device according to claim 3, wherein the power distribution mechanism operates as a continuously variable transmission mechanism by controlling an operating state of the first electric motor in an electric differential state.   5. The vehicle according to claim 3, wherein the power distribution mechanism is selectively switched between an electric differential state and a stepped shift state based on drive power or drive torque required for the vehicle. Power transmission device.   5. The power transmission device for a vehicle according to claim 1, wherein a maximum gear position having a smallest gear ratio is formed by switching a constant gear ratio of the power distribution mechanism to a high speed side.   The stepped transmission mechanism is composed of three planetary gear devices, and part of each element of the three planetary gear devices is connected to each other to form five rotating elements. In this case, the constant speed ratio is switched so that at least one intermediate speed is obtained, and the constant speed ratio of the power distribution mechanism is set to the high speed side to obtain the speed increasing speed, so that at least six speeds are obtained. The power transmission device for a vehicle according to any one of claims 1 to 4, wherein a gear stage can be set.   The stepped transmission mechanism is composed of three planetary gear units, and part of each element of the three planetary gear units is connected to each other to form five rotating elements. When operating with, it is possible to change the constant gear ratio so that at least one intermediate gear stage is obtained, and to obtain at least six gear stages by obtaining the speed increasing stage in the stepped transmission mechanism. The power transmission device for a vehicle according to any one of claims 1 to 4.   The stepped transmission mechanism is composed of three planetary gear units, and part of each element of the three planetary gear units is connected to each other to form five rotating elements. In the case where the first gear is operated, the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and one of the power distribution mechanism and the stepped gear mechanism is set to the speed increasing stage. The power transmission of the vehicle according to any one of claims 1 to 4, wherein at least seven speeds can be achieved by obtaining the second speed-up stage by obtaining the speed-up stage and changing both to the speed-up stage. apparatus.   The constant speed ratio of the power distribution mechanism is set to the high speed side and the first clutch element and the first brake element are engaged, or the constant speed ratio of the power distribution mechanism is set to the high speed side and the first speed ratio is set. By engaging any two engagement elements of the clutch element, the second clutch element, and the third clutch element, or setting the constant speed ratio of the power distribution mechanism to the high speed side and the third clutch element The vehicle power transmission device according to any one of claims 1 to 4, or 6 to 9, wherein an intermediate shift stage is formed by engaging the first brake element.   The constant speed ratio of the power distribution mechanism is set to the low speed side and the first gear stage is formed by engaging the first clutch element and the third brake element, and the constant speed ratio of the power distribution mechanism is set to the low speed side. At the same time, by engaging the first clutch element and the second brake element, a second gear stage having a smaller gear ratio than the first gear stage is formed, and the constant gear ratio of the power distribution mechanism is set to the low speed side. In addition, by engaging the first clutch element and the first brake element, a third gear stage having a smaller gear ratio than the second gear stage is formed, and the constant gear ratio of the power distribution mechanism is set to the high speed side. By engaging the first clutch element and the first brake element, a fourth gear stage having a smaller gear ratio than the third gear stage is formed, and the constant gear ratio of the power distribution mechanism is set to the low speed side. By engaging any one of the first clutch element, the second clutch element, and the third clutch element, a fifth shift stage having a smaller gear ratio than the fourth shift stage is formed, and the power distribution The constant speed ratio of the mechanism is set to the high speed side and any two of the first clutch element, the second clutch element, and the third clutch element are engaged, or the constant speed ratio of the power distribution mechanism is set to the low speed side. And a sixth gear having a smaller gear ratio than the fifth gear is formed by engaging the third clutch element and the first brake element. Vehicle power transmission device.   The constant gear ratio of the power distribution mechanism is set to the high speed side and the seventh gear stage having a smaller gear ratio than the sixth gear stage is formed by engaging the third clutch element and the first brake element. The power transmission device for a vehicle according to claim 11, wherein the power transmission device is a vehicle.   The vehicle according to claim 11 or 12, wherein a reverse shift stage is formed by engaging the second clutch element with any one of the second brake element and the third brake element. Power transmission device.   The power distribution mechanism is composed of a planetary gear device, in which the carrier is connected to a member for inputting engine output, the sun gear is connected to the first electric motor, and the ring gear is connected to the transmission member of the power distribution mechanism. The sun gear is selectively connected to a non-rotating member via a brake element and selectively connected to the carrier via a clutch element. Power transmission device for such a vehicle.   The first clutch element and any one of the first brake element, the second brake element, and the third brake element with the transmission member reversed by the power distribution mechanism mechanism 15. The vehicle power transmission device according to claim 14, wherein a reverse gear stage is formed by selective engagement.   The stepped transmission mechanism includes a single-pinion type first planetary gear unit, a double-pinion type second planetary gear unit, and a single-pinion type third planetary gear unit, and the first rotating elements are connected to each other. A ring gear of the first planetary gear unit, a carrier of the second planetary gear unit, and a sun gear of the third planetary gear unit, and the second rotating element is a carrier of the first planetary gear unit, The third rotating element is a ring gear of the second planetary gear device and the carrier of the third planetary gear device that are connected to each other, the fourth rotating element is a ring gear of the third planetary gear device, and the fifth rotating element 16 is a sun gear of the first planetary gear device and a sun gear of the second planetary gear device, which are connected to each other. Both of the power transmission device. A power transmission mechanism for a vehicle in which a power distribution mechanism that distributes engine output to the first motor and the transmission member is provided, and a second motor and a stepped transmission mechanism are provided between the transmission member and the drive wheels. In
The stepped transmission mechanism comprises a single pinion type first planetary gear device, a double pinion type second planetary gear device, and a single pinion type third planetary gear device,
A part of each element of the three planetary gear devices is connected to each other to form five rotating elements,
The first rotating element is a ring gear of the first planetary gear device, a carrier of the second planetary gear device, and a sun gear of the third planetary gear device, which are connected to each other, and the second rotating element is the first planetary gear device. The third rotating element is a ring gear of the second planetary gear device and the carrier of the third planetary gear device, and the fourth rotating element is a ring gear of the third planetary gear device, 5. The vehicle power transmission device according to claim 5, wherein the fifth rotating element is a sun gear of the first planetary gear device and a sun gear of the second planetary gear device which are connected to each other. The first electric motor, a power distribution mechanism, and a second electric motor are arranged on a first axis that is the rotation center of the engine, and the stepped transmission is arranged on a second axis that is parallel to the first axis. Mechanism is placed,
18. The vehicle power transmission device according to claim 1, wherein the output of the transmission member is operatively transmitted to the stepped transmission mechanism through a gear mechanism or a belt.

Images