JP2007030579A - Drive unit for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive unit for vehicle which can be miniaturized and is equipped with a hybrid system which can make the mileage of vehicle improved, as much as possible. <P>SOLUTION: A stepped variable transmission 16 which has a plurality of engaging factors for forming a power blocking state by releasing at least one engaging factor among a plurality of engaging factors, and outputs power input into an input shaft 18 from an output shaft 20 with a predetermined change gear ratio by combination of engaging and release of the plurality of engaging factors, is provided between an engine 14 and a driving wheel 38. Since a first electric motor M1 and a second electric motor M2 are connected to an input shaft 18 of the stepped variable transmission 16 and the output shaft 20, respectively, power transmission between the first electric motor M1 and the second electric motor M2 can be blocked, by releasing the engaging factors used for formation of a power transmission path in a mechanical stepped variable transmission 16, and gear change by using an electrical path or mechanical gear change, without setting up a dedicated engaging device can be suitably performed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle drive device, and more particularly to a technique for reducing the size of the device and improving the fuel efficiency of the vehicle.

  2. Description of the Related Art A vehicle drive device is known that includes a mechanical transmission including a planetary gear device or the like in a power transmission path between an engine and a drive wheel. For example, this is the driving device described in Patent Document 1. In this drive device, a power transmission path between the engine and the drive wheels includes a first electric motor, an engagement device such as a clutch, a second electric motor, and a mechanical transmission from the engine side. During high-speed running, etc., the engagement device is engaged and the engine and the mechanical transmission are directly connected to each other, so that shifting can be performed exclusively by the mechanical transmission and fuel efficiency can be improved. It is said that.

US Patent Application Publication No. 2003 / 0127262A1, etc.

  However, the conventional technique has a problem that the size of the device increases because it is necessary to provide an engaging device such as a dedicated clutch between the engine and the mechanical transmission. For this reason, development of the vehicle drive device which can be reduced in size and can improve the fuel consumption of a vehicle as much as possible was calculated | required.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device that can be miniaturized and can improve the fuel efficiency of the vehicle as much as possible. is there.

  In order to achieve such an object, the gist of the present invention is that a plurality of engagement elements are provided, and a power cut-off state is established by releasing at least one of the plurality of engagement elements. And a transmission that forms a power transmission path by a combination of engagement and release of the plurality of engagement elements, and outputs the power input to the input member from the output member via the power transmission path. A vehicle drive device provided in a power transmission path between drive wheels and a first electric motor connected to the input member so as to be capable of transmitting power, and having at least a function as a generator, and the first electric motor And a second electric motor connected to the output member so as to be able to transmit power and having a function as an electric motor.

  If it does in this way, while providing a plurality of engagement elements and releasing at least one engagement element among the plurality of engagement elements, a power shut-off state is established, and the engagement of the plurality of engagement elements And a transmission that forms a power transmission path by a combination of release and outputs the power input to the input member from the output member via the power transmission path, and is provided between the engine and the drive wheel. Since the first motor is connected to the input member and the second motor is connected to the output member so as to be able to transmit power, the engagement element used for forming the power transmission path in the mechanical transmission is released, Transmission of power between the first motor and the second motor can be cut off, and a shift using an electrical path and a mechanical shift can be appropriately executed without providing a dedicated engagement device. That is, it is possible to provide a vehicle drive device that can be miniaturized and can improve the fuel efficiency of the vehicle as much as possible.

  Here, preferably, the first electric motor is connected to an output shaft of the engine so as to be able to transmit power. According to this configuration, in the configuration in which the output shaft of the engine is directly connected to the input member of the transmission, a shift using an electrical path and a mechanical shift are appropriately performed without providing a dedicated engagement device. Can be executed.

  Preferably, vehicle start determining means for determining whether or not the vehicle is starting, and shift control means for setting the transmission to a power cut-off state when the determination of the vehicle start determining means is affirmed. It is what has. In this way, a suitable vehicle start is possible.

  Preferably, when the determination of the vehicle start determination means is affirmed, the first electric motor is caused to generate power by the power output from the engine, and the output member is driven by the second electric motor. And hybrid control means for causing the vehicle to power. In this way, a suitable vehicle start is possible.

  Preferably, the shift control means forms a predetermined power transmission path by the transmission when the vehicle speed is equal to or higher than a predetermined speed, and transmits the power input to the input member to the power transmission path. Via the output member. In this way, the fuel consumption of the vehicle can be improved as much as possible.

  Preferably, the transmission is a stepped transmission including a first planetary gear device, a second planetary gear device, and a third planetary gear device, and the first planetary gear device includes a sun gear and a carrier. , And a ring gear, and three elements are constituted, and the three elements are arranged in a collinear chart in which the rotation speed of each of the three elements can be represented on a straight line. When the second element and the third element are used, the first element is connected to the non-rotating member, the second element is connected to the transmission member, and the third element is connected to the input member and the first electric motor. The four elements are formed by connecting a part of the sun gear, the carrier, and the ring gear of the second planetary gear device and the third planetary gear device to each other, and each of the four elements. In the collinear chart in which the rotation speed can be expressed on a straight line, when these four elements are sequentially designated as the fourth element, the fifth element, the sixth element, and the seventh element from one end to the other end, The fourth element is selectively connected to the transmission member via a third clutch and is selectively connected to a non-rotating member via a first brake, and the fifth element is connected to the input via a second clutch. And is selectively connected to a non-rotating member via a second brake, the sixth element is connected to the output member and the second electric motor, and the seventh element is connected to the first clutch. A plurality of power transmission paths by a combination of engagement operations of the first clutch, the second clutch, the third clutch, the first brake, and the second brake. Is selectively established It is intended to be Sera. In this way, the power transmission between the first motor and the second motor can be cut off by releasing the first clutch, the second clutch, and the third clutch, which are engaging elements. The shift using the electrical path and the mechanical shift can be appropriately executed without providing the engagement device.

  Preferably, the first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, and the first element is a first sun gear, The second element is a first carrier, the third element is a first ring gear, and the second planetary gear device is a single pinion type planetary gear including a second sun gear, a second carrier, and a second ring gear. The third planetary gear device is a double pinion type planetary gear device comprising a third sun gear, a third carrier, and a third ring gear, wherein the fourth element is the second sun gear, The fifth element is the second carrier and the third carrier connected to each other, the sixth element is the second ring gear and the third ring gear connected to each other, and the seventh element Element is the third sun gear. In this way, the transmission of power between the first electric motor and the second electric motor can be cut off by releasing the engaging element provided in the stepped transmission of a practical aspect. A shift using an electrical path and a mechanical shift can be appropriately executed without providing a combination device.

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

  FIG. 1 is a skeleton diagram illustrating a configuration of a speed change mechanism 10 that constitutes a part of a drive device for a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the speed change mechanism 10 has an input as an input member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body. A shaft 18, a stepped transmission unit 16 as a mechanical stepped transmission directly connected to the input shaft 18 or in series via a pulsation absorbing damper (vibration damping device) (not shown), and the stepped portion thereof And an output shaft 20 as an output member connected to the transmission unit 16. The speed change mechanism 10 is preferably used for, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 18 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling connected to each other, it is provided between an engine 14 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of driving wheels 38, and power from the engine 14 is transmitted to a power transmission path. Is transmitted to a pair of drive wheels 38 through a differential gear device (final reduction gear device) 36 and a pair of axles which constitute a part of the wheel (see FIG. 6).

  In the transmission mechanism 10 of the present embodiment, as shown in FIG. 1, the engine 14 and the stepped transmission unit 16 are directly connected. That is, the output shaft of the engine 14 and the input shaft 18 of the stepped transmission unit 16 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection through the pulsation absorbing damper is included in this direct connection. Since the transmission mechanism 10 is configured symmetrically with respect to its axis, the lower side is not shown in the skeleton diagram of FIG. The same applies to the drawings used in the following description.

  The speed change mechanism 10 includes a first electric motor M1 connected to the input shaft 18 so as to be able to transmit power, and a first electric motor M1 connected to the output shaft 20 capable of acquiring electric energy from the first electric motor M1 so as to be able to transmit power. 2 electric motors M2. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that have both a function as an electric motor (motor) and a function as a generator (generator), but the first electric motor M1 has a reaction force. The second electric motor M2 has at least a function as an electric motor for generating a driving force as a driving force source for traveling. In the speed change mechanism 10 of the present embodiment, as shown in FIG. 1, the first electric motor is disposed in the power transmission path between the engine 14 and the drive wheels 38 from the engine 14 side toward the drive wheels 38. It can be said that M1, the stepped transmission unit 16, and the second electric motor M2 are connected in series. The second electric motor M2 may be provided in any portion that constitutes a power transmission path from the output shaft 20 to the drive wheels 38.

  The stepped transmission unit 16 includes a first planetary gear unit 24, a second planetary gear unit 26, and a third planetary gear unit 28, and functions as a stepped automatic transmission. The first planetary gear device 24 includes a sun gear S1, a planetary gear P1, a carrier CA1 that supports the planetary gear P1 so as to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via the planetary gear P1. ) As a single pinion type planetary gear device. Further, the second planetary gear unit 26 includes a sun gear S2, a planetary gear P2 composed of members common to the planetary gears of the third planetary gear unit 28, and a carrier CA2 that supports the planetary gear P2 so that it can rotate and revolve. And a single pinion type planetary gear device provided with a ring gear R2 meshing with the sun gear S2 via the planetary gear P2 as an element (rotating element). The third planetary gear device 28 includes a sun gear S3, planet gears P2 and P3 meshing with each other, a carrier CA3 that supports the planet gears P2 and P3 so as to be capable of rotating and revolving, and a sun gear via the planetary gears P2 and P3. This is a double pinion type planetary gear device provided with a ring gear R3 meshing with S3 as an element (rotating element). Here, the ring gear R2 in the second planetary gear unit 26 is shared with the ring gear R3 in the third planetary gear unit 30, and the carrier CA2 in the second planetary gear unit 26 is common with the carrier CA3 in the third planetary gear unit 28. It has become. That is, in the second planetary gear device 26 and the third planetary gear device 28, the carriers CA2 and CA3 are configured by a common member, and the ring gears R2 and R3 are configured by a common member, and The pinion gear of the second planetary gear unit 26 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear unit 28.

  In the stepped transmission unit 16, the first planetary gear unit 24 constitutes the auxiliary transmission unit 30, and the planetary gear train composed of the second planetary gear unit 26 and the third planetary gear unit 28 serves as the main transmission unit 32. It is composed. In the auxiliary transmission unit 30, the sun gear S1 of the first planetary gear unit 24 is connected to the case 12 that is a non-rotating member, the carrier CA1 is connected to the transmission member 22 that is an intermediate output member, and the ring gear R1 is an input member. Are connected to the input shaft 18.

  In the main transmission 32, the sun gear S2 of the second planetary gear unit 26 is selectively connected to the transmission member 22 via a third clutch C3 and to the case 12 via a first brake B1. A carrier CA2 (CA3) that is selectively connected and is common to the second planetary gear device 26 and the third planetary gear device 28 is selectively connected to the input shaft 18 via the second clutch C2 and is connected to the second planetary gear device 28. A ring gear R2 (R3), which is selectively connected to the case 12 via the brake B2 and is common to the second planetary gear device 26 and the third planetary gear device 28, is connected to the output shaft 20 and the third planetary gear device 28. The sun gear S3 of the gear device 28 is selectively connected to the transmission member 22 via the first clutch C1.

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 are hydraulic friction members as engagement elements that are often used in conventional automatic transmissions for vehicles. A wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one end of one or two bands wound around the outer peripheral surface of a rotating drum is a hydraulic actuator This is for selectively connecting (inhibiting relative rotation) the members on both sides, which are constituted by a band brake or the like that is tightened by the screw.

  FIG. 2 is an engagement operation table for explaining the relationship between the gear stage achieved by the stepped transmission unit 16 and the combination of operations of the hydraulic friction engagement device. As shown in the engagement operation table of FIG. 2, the first shift stage in which the speed ratio ν1 is about “4.148” is established by the engagement of the first clutch C1 and the second brake B2. As a result of the engagement of the first clutch C1 and the first brake B1, a second shift stage in which the speed ratio ν2 is smaller than the first shift stage, for example, about “2.370” is established, and the first clutch C1 and As a result of engagement of the third clutch C3, a third shift speed having a gear ratio ν3 smaller than the second shift speed, for example, about “1.556” is established, and the engagement between the first clutch C1 and the second clutch C2 is established. As a result, a fourth gear position having a gear ratio ν4 smaller than the third gear speed, for example, about “1.155” is established, and the gear ratio ν5 is established by engagement of the second clutch C2 and the third clutch C3. From the fourth gear The fifth gear, which is smaller, for example, about “0.859” is established, and the engagement of the second clutch C2 and the first brake B1 causes the gear ratio ν6 to be smaller than the fifth gear, for example “0. A sixth shift speed of about 686 "is established. Further, by the engagement of the third clutch C3 and the second brake B2, a reverse speed stage in which the speed ratio νR is about “3.394” is established.

  Further, as shown in the engagement operation table of FIG. 2, the ratio (= γ1 / γ2) between the speed ratio γ1 of the first gear and the gear ratio γ2 of the second gear is “1.75”. The ratio (= γ2 / γ3) of the speed ratio γ2 of the second speed gear stage and the speed ratio γ3 of the third speed gear stage is set to “1.52,” and the speed ratio γ3 of the third speed gear stage and the The ratio (= γ3 / γ4) with the gear ratio γ4 of the fourth gear is set to “1.35”, and the ratio of the gear ratio γ4 of the fourth gear and the gear ratio γ5 of the fifth gear (= γ4 / γ5) is set to “1.34”, and the ratio (= γ5 / γ6) of the speed ratio γ5 of the fifth gear and the gear ratio γ6 of the sixth gear is set to “1.25”. Yes. The gear ratio width (= γ1 / γ6), which is the ratio of the speed ratio γ1 of the first speed gear stage to the speed ratio γ6 of the sixth speed gear stage, is set to “7.870”.

  FIG. 3 is a correspondence table for explaining the relationship between the gear stage achieved by the stepped transmission unit 16 and the combination of operations of the first electric motor M1 and the second electric motor M2. As shown in FIG. 3, when the shift lever (not shown) is in the “D” range, when the vehicle is stopped, power is generated by the first electric motor M <b> 1 by the power output from the engine 14. Further, when the vehicle starts, the first electric motor M1 generates power, and the second electric motor M2 rotates the output shaft 20 to power the vehicle. Further, in the motor travel mode in which the output of the motor generator is output to the output member, that is, assist travel, the first motor to the third speed gear stage only by the second electric motor M2, and the fourth speed to the sixth speed gear stage to the first speed. The vehicle is powered by both the first electric motor M1 and the second electric motor M2. Further, during regenerative travel in which the motor generator is rotated and driven by the kinetic energy of the vehicle to charge the power storage device and the vehicle is applied with a regenerative braking force, only the second electric motor M2 is used in the first to third gears. In the fourth to sixth gears, power is generated by both the first electric motor M1 and the second electric motor M2. Further, when the shift lever is in the “R” range, when the vehicle is stopped, power is generated by the first electric motor M <b> 1 by the power output from the engine 14. Further, when the vehicle starts, the first electric motor M1 generates power, and the second electric motor M2 rotates the output shaft 20 to power the vehicle. When the engine 14 is started, the first electric motor M1 is caused to function as a starter motor, and the first electric motor M1 rotates the input shaft 18, that is, the output shaft of the engine 14, to start the engine 14. It is done.

  Returning to FIG. 2, in the stepped transmission unit 16, all the friction engagement devices are released when the vehicle is stopped, when the vehicle is neutral, and when the engine is started. Further, only the second brake B2 is engaged when the vehicle starts. The power output from the engine 14 is mechanically transmitted to the output shaft 20 via any one of the first clutch C1, the second clutch C2, and the third clutch C3. Therefore, when the first clutch C1, the second clutch C2, and the third clutch C3 are all released, the power output from the engine 14 is not mechanically transmitted to the output shaft 20. That is, the power is cut off. As described above, the speed change mechanism 10 of this embodiment is a mechanism for forming a power transmission path provided in the stepped speed change portion 16 used as a mechanical transmission without providing any special engagement device. By releasing the joint element, the mechanical power transmission path between the engine 14 and the drive wheel 38, that is, the mechanical power transmission path between the first electric motor M1 and the second electric motor M2 is cut off (neutral state). It can be. Accordingly, when the vehicle is stopped, the stepped transmission unit 16 is set in a power cut-off state, so that the first electric motor M1 can generate electric power without stopping the engine 14. Further, when the vehicle starts, the stepped transmission unit 16 is set in a power cut-off state, and the first electric motor M1 is caused to generate electric power by the power output from the engine 14, and the output shaft 20 is driven by the second electric motor M2. A suitable vehicle start is realized by driving the vehicle to drive the vehicle. Further, during normal travel after starting the vehicle, the stepped transmission unit 16 forms a predetermined power transmission path, and the power input to the input shaft 18 is output from the output shaft 20 via the power transmission path. .

FIG. 4 shows the relationship between the relative rotational speeds of the rotary elements having different connection states for each of the shift stages in the transmission mechanism 10 including the stepped transmission section 16 including the sub-transmission section 30 and the main transmission section 32. The collinear diagram which represents is on a straight line is shown. The collinear diagram of FIG. 4 is a two-dimensional coordinate system including a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, and 28 and a vertical axis indicating the relative rotational speed. The horizontal line X1 on the lower side indicates zero rotational speed, the horizontal line (broken line) X2 on the upper side indicates the rotational speed of the transmission member 22, and the horizontal line X3 on the top indicates the rotational speed "1.0", that is, the input. shows the rotational speed N _E of the engine 14 input from the shaft 18.

  The three vertical lines Y1, Y2, Y3 corresponding to the three elements constituting the auxiliary transmission unit 30 are the first planetary gear device corresponding to the first element (first rotation element) RE1 in order from the left side. 24, the relative rotational speed of the sun gear S1, the relative rotational speed of the carrier CA1 of the first planetary gear device 24 corresponding to the second element (second rotational element) RE2, and the third element (third rotational element). It represents the relative rotational speed of the ring gear R1 of the first planetary gear unit 24, and the distance between them is determined according to the gear ratio of the first planetary gear unit 24. The four vertical lines Y4, Y5, Y6, Y7 corresponding to the four elements constituting the main transmission unit 32 are the second planets corresponding to the fourth element (fourth rotation element) RE4 in order from the left side. The relative rotational speed of the sun gear S2 of the gear device 26, the carrier CA2 of the second planetary gear device 26 and the carrier CA3 of the third planetary gear device 28 that are connected to each other corresponding to the fifth element (fifth rotating element) RE5. Relative rotational speed, relative rotational speed of the ring gear R2 of the second planetary gear unit 26 and the ring gear R3 of the third planetary gear unit 28, which are connected to each other corresponding to the sixth element (sixth rotational element) RE6, seventh element (Seventh rotating element) Represents the relative rotational speed of the sun gear S3 of the third planetary gear device 28 corresponding to RE7, and the interval between them is the second planetary gear device 26 and the third planetary gear device 26. It is defined respectively according to the gear ratio of the vehicle 28.

  If expressed using the nomogram of FIG. 4, the speed change mechanism 10 of the present embodiment is connected to the case 12 in which the first element RE <b> 1 (sun gear S <b> 1) is a non-rotating member. The second element RE2 (carrier CA1) is connected to the transmission member 22, and the third element RE3 (ring gear R1) is connected to the input shaft 18, that is, the engine 14, so that the rotation of the input shaft 18 is It is configured to transmit (input) to the main transmission unit 32 via the transmission member 22. Here, the relative relationship between the rotational speeds of the sun gear S1 and the ring gear R1 of the first planetary gear unit 24 is indicated by an oblique straight line L0 passing through the intersection of the vertical line Y2 and the horizontal line X2.

  Further, in the main transmission portion 32, the fourth element RE4 (sun gear S2) is selectively connected to the transmission member 22 via the third clutch C3, and is a non-rotating member via the first brake B1. The fifth element RE5 (carriers CA2 and CA3) is selectively connected to the input shaft 18 that is an input member via the second clutch C2 and is selectively connected to the case 12. The second element B6 is selectively connected to the case 12 which is a non-rotating member via a brake B2, and the sixth element RE6 (ring gears R2 and R3) is integrally connected to the output shaft 20 which is an output member. A seven element RE7 (sun gear S3) is configured to be selectively connected to the transmission member 22 via the first clutch C1.

  Here, when the first clutch C1 and the second brake B2 are engaged together, the intersection of the vertical line Y5 indicating the rotational speed of the fifth element RE5 and the horizontal line X1 indicating zero rotational speed and the seventh An oblique straight line L1 passing through the intersection of a vertical line Y7 indicating the rotational speed of the element RE7 and a horizontal line X2 indicating the rotational speed of the transmission member 22, and the sixth element RE6 integrally connected to the output shaft 20 The rotational speed of the output shaft 20 at the first gear position (1st) is indicated by the intersection with the vertical line Y6 indicating the rotational speed.

  Further, when the first clutch C1 and the first brake B1 are engaged together, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X1 indicating the rotational speed zero and the seventh element The oblique line L2 passing through the intersection of the vertical line Y7 indicating the rotational speed of RE7 and the horizontal line X2 indicating the rotational speed of the transmission member 22, and the rotation of the sixth element RE6 integrally connected to the output shaft 20 The rotational speed of the output shaft 20 at the second speed (2nd) is indicated by the intersection with the vertical line Y6 indicating the speed.

  Further, by engaging both the first clutch C1 and the third clutch C3, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X2 indicating the rotational speed of the transmission member 22 and the The horizontal straight line L3 (horizontal line X2) passing through the intersection of the vertical line Y7 indicating the rotational speed of the seventh element RE7 and the horizontal line X2 indicating the rotational speed of the transmission member 22, and the output shaft 20 are integrally connected. The rotational speed of the output shaft 20 at the third speed (3rd) is indicated by the intersection with the vertical line Y6 indicating the rotational speed of the sixth element RE6.

  Further, when both the first clutch C1 and the second clutch C2 are engaged, the intersection of the vertical line Y5 indicating the rotational speed of the fifth element RE5 and the horizontal line X3 indicating the rotational speed of the input shaft 18 and the above-mentioned An oblique straight line L4 passing through an intersection of a vertical line Y7 indicating the rotational speed of the seventh element RE7 and a horizontal line X2 indicating the rotational speed of the transmission member 22, and the sixth element RE6 integrally connected to the output shaft 20 The rotational speed of the output shaft 20 at the fourth shift speed (4th) is indicated by the intersection with the vertical line Y6 indicating the rotational speed of.

  Further, when both the second clutch C2 and the third clutch C3 are engaged, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X2 indicating the rotational speed of the transmission member 22 and the above-mentioned An oblique straight line L5 passing through an intersection of a vertical line Y5 indicating the rotational speed of the fifth element RE5 and a horizontal line X3 indicating the rotational speed of the input shaft 18, and the sixth element RE6 integrally connected to the output shaft 20 The rotational speed of the output shaft 20 at the fifth shift speed (5th) is indicated by the intersection with the vertical line Y6 indicating the rotational speed of.

  Further, when the second clutch C2 and the first brake B1 are engaged together, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X1 indicating the rotational speed of zero and the fifth element The oblique line L5 passing through the intersection of the vertical line Y5 indicating the rotational speed of RE5 and the horizontal line X3 indicating the rotational speed of the input shaft 18, and the rotational speed of the sixth element RE6 integrally connected to the output shaft 20 The rotational speed of the output shaft 20 at the sixth speed (6th) is indicated by the intersection with the vertical line Y6.

  Further, when the third clutch C3 and the second brake B2 are engaged, the intersection of the vertical line Y4 indicating the rotational speed of the fourth element RE4 and the horizontal line X2 indicating the rotational speed of the transmission member 22 and the An oblique straight line LR passing through the intersection of a vertical line Y5 indicating the rotational speed of the fifth element RE5 and a horizontal line X1 indicating zero rotational speed, and the rotational speed of the sixth element RE6 integrally connected to the output shaft 20 The rotational speed of the output shaft 20 at the reverse speed (Rev) is indicated by the intersection with the vertical line Y6.

  FIG. 5 illustrates a signal input to the electronic control device 34 for controlling the transmission mechanism 10 and a signal output from the electronic control device 34. The electronic control unit 34 is a so-called microcomputer system including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. Control such as hybrid drive control via the engine 14, the first electric motor M1, the second electric motor M2, and the like, and the shift control of the stepped transmission unit 16 are executed.

The electronic control unit 34 receives a signal representing the engine water temperature TEMP _W , a signal representing the shift position P _SH , and an engine rotational speed N _E which is the rotational speed of the engine 14 from each sensor and switch as shown in FIG. , A signal indicating a gear ratio train set value, a signal for instructing an M mode (manual shift traveling mode), a signal indicating an operation of an air conditioner, and a signal indicating a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 20 , A signal indicating the hydraulic oil temperature of the stepped transmission unit 16, a signal indicating the side brake operation, a signal indicating the foot brake operation, a signal indicating the catalyst temperature, and an operation amount of the accelerator pedal corresponding to the driver's output request amount A signal representing an accelerator opening Acc, a signal representing a cam angle, a signal representing a snow mode setting, a signal representing a longitudinal acceleration G of the vehicle, a signal representing an auto-cruise traveling, a vehicle A signal representing the weight (vehicle weight) of the vehicle, a signal representing the wheel speed of each wheel, a signal representing the rotational speed N _M1 of the first electric motor _M1 , a signal representing the rotational speed N _M2 of the second electric motor M2, a power storage device 44 A signal indicating the charging capacity (charging state) SOC of the (see FIG. 6), a signal indicating ON / OFF of the ignition switch, and the depression amount of the accelerator pedal are supplied.

Further, from the electronic control unit 34, a drive signal to a throttle actuator for operating the throttle valve opening θ _TH of the electronic throttle valve, a fuel supply amount signal for controlling the fuel supply amount to the engine 14 by the fuel injection device, An ignition signal for instructing the ignition timing of the engine 14 by the ignition device, a supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner driving signal for operating the electric air conditioner, the first electric motor M1 and the second electric motor A command signal for instructing the operation of M2, a shift position (operation position) display signal for operating the shift indicator, a gear ratio display signal for displaying the gear ratio, and a snow mode display for displaying the snow mode Signal, ABS actuation signal for actuating ABS actuator to prevent wheel slippage during braking An M mode display signal for indicating that the M mode is selected, and an electromagnetic wave included in the hydraulic control circuit 40 (see FIG. 6) for controlling the hydraulic actuator of the hydraulic friction engagement device of the stepped transmission 16. A valve command signal for operating the valve, a drive command signal for operating the electric hydraulic pump that is the hydraulic pressure source of the hydraulic control circuit 40, a signal for driving the electric heater, a signal to the cruise control control computer, etc. Each is output.

  FIG. 6 is a functional block diagram for explaining a main part of the control function by the electronic control unit 34. The hydraulic control circuit 40 shown in FIG. 6 releases, for example, the release-side hydraulic friction engagement device involved in the shift and the engagement-side hydraulic pressure involved in the shift in accordance with a command from the stepped shift control means 52. Of the hydraulic friction engagement device involved in the shift by operating the solenoid valve in the hydraulic control circuit 40 so that the shift of the stepped transmission 16 is executed by engaging the friction engagement device. Actuate the hydraulic actuator. The inverter 42 controls the driving of the first electric motor M1 and the second electric motor M2 by supplying the electric energy stored in the power storage device 44 to the first electric motor M1 and the second electric motor M2 in accordance with a command from the hybrid control means 50. Control is performed such as supplying electric energy generated by the first electric motor M1 to the power storage device 44 and the second electric motor M2.

The hybrid control means 50 functions as a continuously variable transmission control means, and operates the engine 14 in an efficient operating range, while distributing the driving force between the engine 14 and the second electric motor M2, and the The transmission ratio of the transmission mechanism 10 as an electrical continuously variable transmission is controlled by changing the reaction force generated by the power generation of the single electric motor M1 to be optimum. For example, at the traveling vehicle speed at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output, and the required total target is obtained from the target output of the vehicle and the required charging value. The engine rotation is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output is obtained. The engine 14 is controlled so that the speed N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled.

  Further, the hybrid control means 50 supplies the electric energy generated by the first electric motor M1 to the power storage device 44 and the second electric motor M2 through the inverter 42. When at least one of the first clutch C1, the second clutch C2, and the third clutch C3 is engaged, the main part of the power of the engine 14 is mechanically transmitted to the output shaft 20. However, a part of the motive power of the engine 14 is consumed for power generation of the first electric motor M1, and is converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 42, The second electric motor M2 is driven and transmitted from the second electric motor M2 to the output shaft 20. Electricity from the generation of the electric energy to the consumption by the second electric motor M2 is used to convert a part of the motive power of the engine 14 into electric energy and convert the electric energy into mechanical energy. A path is constructed. Further, when the first clutch C1, the second clutch C2, and the third clutch C3 are all released, the stepped transmission unit 16 is in a power cut-off state, so that the power of the engine 14 is mechanical. Although not transmitted to the output shaft 20, the power of the engine 14 can be electrically transmitted to the output shaft 20 through the electric path.

The hybrid control means 50 causes the vehicle to run on a motor by rotating the output shaft 20 by the second electric motor M2. While the motor is running, the engine 14 may be stopped, but the power of the engine 14 is transmitted to the second electric motor M2 through the electric path, and the second electric motor M2 to the output shaft 20 is transmitted. A mode of transmission is also conceivable. Motor running by the hybrid control means 50, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed the vehicle speed V It is executed in the low load range. Therefore, as described above, the transmission mechanism 10 in the motor starting of this embodiment is executed in preference to engine starting, it is greatly required engine torque T _E accelerator pedal is greatly depressing when for example the vehicle is started The engine start may be executed depending on such a vehicle state.

  Further, the hybrid control means 50 supplies the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 44 to the second electric motor M2 by the above-described electric path even in the engine traveling region, By driving the second electric motor M2 and applying torque to the drive wheels 38, so-called torque assist for assisting the power of the engine 14 is possible. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

The hybrid control means 50 controls the opening and closing of the electronic throttle valve by a throttle actuator for throttle control, controls the fuel injection amount and injection timing by the fuel injection device for fuel injection control, and controls the ignition timing. In addition, an engine output control means for executing output control of the engine 14 so as to generate necessary engine output by independently or in combination with a command for controlling the ignition timing by an ignition device such as an igniter. For example, to drive the throttle actuator based on the accelerator opening Acc from the pre-stored in the storage device 46 relation, the accelerator opening Acc is to perform the throttle control to increase the throttle valve opening theta _TH enough to increase.

The stepped shift control means 52 is based on, for example, the vehicle state indicated by the vehicle speed V and the required output torque T _out of the stepped transmission unit 16 from the shift diagram (relationship, shift map) stored in the storage device 46 in advance. Then, it is determined whether or not the shift of the stepped transmission unit 16 is to be executed, that is, the shift step of the stepped transmission unit 16 is determined, and the stepped stage is obtained so that the determined shift stage is obtained. Automatic transmission control by the transmission unit 16 is executed. This control is performed when the determination of the vehicle start determination means 60 described later is negative, that is, in the normal running state where the vehicle speed V is equal to or higher than the predetermined speed V _o stored in the storage device 48 in advance. Specifically, the vehicle state is changed from a shift diagram determined in advance so that the shift of the stepped transmission unit 16 is executed using the first to sixth shift stages shown in the engagement operation table of FIG. The hydraulic friction engagement device involved in the shift of the stepped transmission unit 16 is determined based on the shift step of the stepped transmission unit 16 based on the engagement operation table of FIG. A command (shift output command, hydraulic command) for engaging and / or releasing the gear is output to the hydraulic control circuit 40.

Here, parameters used for the shift control by the step-variable shifting control means 52, not only a drive torque or drive force of the drive wheels 38, for example, the output torque T _out of the geared transmission unit 16, the engine torque T _E , and the vehicle acceleration G, for example, an accelerator opening Acc or the throttle valve opening theta _TH (or intake air quantity, air-fuel ratio, fuel injection amount) and the like the engine torque T _E which is calculated based on the engine rotational speed N _E Required (target) engine torque T _E calculated based on actual value, accelerator opening Acc, throttle valve opening θ _TH, etc., required (target) output torque T _{out of} stepped transmission unit 16, required driving force Or an estimated value such as The driving torque may be calculated from the output torque _Tout in consideration of the differential ratio, the radius of the driving wheel 38, etc., or may be directly detected by, for example, a torque sensor. The same applies to the other torques described above.

  The vehicle state determination means 54 determines the state of the vehicle based on signals supplied from various sensors as shown in FIG. 5 described above. Specifically, it is determined whether or not the vehicle is stopped by the vehicle stop determination means 56, whether or not the engine is started by the engine start determination means 58, and whether or not the vehicle is started by the vehicle start determination means 60. Whether or not the assist travel determination means 62 is in assist travel is determined, and the regenerative travel determination means 64 determines whether or not it is in regenerative travel.

The vehicle stop determination means 56 determines whether or not the vehicle is in a stopped state or at a very low vehicle speed traveling state. This determination is preferably made based on a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66 shown in FIG. For example, it is determined whether or not the vehicle speed V is lower than a judgment reference vehicle speed V ₁ (for example, about 3 km / h) stored in the storage device 46 in advance, and if the vehicle speed V is lower than the judgment reference vehicle speed V _1. If determined, the determination is affirmed. The vehicle stop determination means 56 may determine whether or not the vehicle is completely stopped, that is, whether or not the vehicle speed V supplied from the vehicle speed sensor 66 is zero. In this case, on / off of the side brake switch 68 shown in FIG.

  The engine start determining means 58 determines whether or not the engine 14 is in a starting state. This determination is preferably made on the basis of an on / off signal supplied from the ignition switch 70 shown in FIG. 5. For example, when the ignition switch 70 is switched from off to on, the above determination is made. Affirmed.

The vehicle start determination means 60 determines whether or not the vehicle travel state is start travel. This determination is preferably performed by a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66 shown in FIG. 5, a signal indicating the shift position supplied from the shift position sensor 72, and an accelerator supplied from the accelerator opening sensor 74. This is performed based on a signal indicating the opening θ and a depression amount of an accelerator pedal (not shown). For example, the shift position is set to “D” or “R”, the vehicle speed V is equal to or less than the reference vehicle speed V ₂ stored in the storage device 46 in advance, and the accelerator opening θ is stored in the storage device 46 in advance. The determination is affirmed when the determination reference opening is equal to or smaller than θ ₂ and acceleration operation by the accelerator pedal is performed.

The assist travel determination unit 62 determines whether or not the travel state of the vehicle is assist travel. This determination is preferably performed by a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66 shown in FIG. 5, a signal indicating the accelerator opening θ supplied from the accelerator opening sensor 74, and depression of an accelerator pedal (not shown). It is performed based on the quantity. For example, the vehicle speed V is equal to or less than the determination reference vehicle speed V _x1 stored in the storage device 46 in advance, the accelerator opening θ is equal to or greater than the determination reference opening θ _x1 stored in the storage device 46 in advance, and acceleration by the accelerator pedal is performed. When the operation is performed, the above determination is affirmed.

The regenerative travel determination unit 64 determines whether the travel state of the vehicle is regenerative travel. This determination is preferably performed by a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66 shown in FIG. 5, a signal indicating the accelerator opening θ supplied from the accelerator opening sensor 74, and depression of an accelerator pedal (not shown). It is performed based on the quantity. For example, the vehicle speed V is equal to or higher than the determination reference vehicle speed V _x2 stored in the storage device 46 in advance, the accelerator opening θ is less than the determination reference opening θ _x2 stored in the storage device 46 in advance, and deceleration by the accelerator pedal is performed. When the operation is performed, the above determination is affirmed.

  The stepped transmission control unit 52 controls the engagement state of the engagement element provided in the stepped transmission unit 16 based on the vehicle state determined by the vehicle state determination unit 54. Specifically, when at least one of the vehicle stop determination unit 56, the engine start determination unit 58, and the vehicle start determination unit 60 is affirmed, the stepped transmission unit 16 is set in a power cut-off state. That is, a command (shift output command, hydraulic command) for releasing all of the first clutch C1, the second clutch C2, and the third clutch C3 is output to the hydraulic control circuit 40. Further, the first clutch C1 may be slip-controlled when the vehicle starts or moves forward, and the second clutch C2 may be slip-controlled when the vehicle moves backward to compensate for the vehicle output that is insufficient with the torque of the second electric motor M2.

  The hybrid control means 50 controls the first electric motor M1 and the second electric motor M2 based on the vehicle state determined by the vehicle state determination means 54. Specifically, when the determination by the vehicle start determination unit 60 is affirmative, the first electric motor M1 is caused to generate power by the power output from the engine 14, and the output shaft is output by the second electric motor M2. 20 is driven to power the vehicle (motor running). If the determination by the engine start determination means 58 is affirmative, the first electric motor M1 is driven to rotate the output shaft of the engine 14, and the engine 14 is started.

  In addition, when the determination by the assist travel determination unit 62 is affirmative, the hybrid control unit 50 sets an assist travel state in which at least one of the first electric motor M1 and the second electric motor M2 is driven to power the vehicle. This control is preferably performed in accordance with the shift speed established by the stepped shift control means 52. For example, when the gears established by the stepped gear change control means 52 are the first to third gears (the third gear and below), only the second electric motor M2 is driven and the stepped gear control is performed. When the shift speed established by the means 52 is the fourth to sixth shift speed (fourth shift speed or higher), both the first electric motor M1 and the second electric motor M2 are driven to perform the travel assist.

  Further, when the determination by the regenerative travel determination unit 64 is affirmative, the hybrid control unit 50 generates a regenerative brake by generating power by at least one of the first electric motor M1 and the second electric motor M2. And This control is preferably performed in accordance with the shift speed established by the stepped shift control means 52. For example, when the gear stage established by the stepped gear change control means 52 is the first to third gear stages (the third gear stage or less), power is generated only by the second electric motor M2, and When the shift speed established by the shift control means 52 is the fourth to sixth shift speeds (fourth shift speed or higher), power is generated by both the first electric motor M1 and the second electric motor M2.

  FIG. 7 is a flowchart for explaining a main part of the control operation of the electronic control unit 34, that is, a driving force transmission control operation by the speed change mechanism 10, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds. Is.

  First, in step (hereinafter, step is omitted) S1 corresponding to the operation of the vehicle stop determination means 56, it is determined whether or not the vehicle is stopped based on a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66. To be judged. If the determination in S1 is affirmative, in S2, the first clutch C1, the second clutch C2, and the third clutch C3 in the stepped transmission unit 16 are all released, and the stepped transmission unit 16 is neutral. This routine is terminated after the engine 14 is brought into a state where power is generated by the first electric motor M1 by the power of the engine 14, but when the determination of S1 is negative, the engine start determination means In S3 corresponding to the operation 58, it is determined whether or not the engine 14 is starting based on the on / off signal supplied from the ignition switch 70. If the determination in S3 is affirmative, in S4, the first clutch C1, the second clutch C2, and the third clutch C3 in the stepped transmission unit 16 are all released, and the stepped transmission unit 16 is neutral. After the first electric motor M1 is driven and the output shaft of the engine 14 is rotated and the engine 14 is started, this routine is terminated, but the determination of S3 is denied. In this case, in S5 corresponding to the operation of the vehicle start determination means 60, a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66, a signal indicating the shift position supplied from the shift position sensor 72, an accelerator opening sensor 74, whether the vehicle is starting or not is determined based on the signal indicating the accelerator opening θ supplied from 74 and the amount of depression of the accelerator pedal. It is. If the determination in S5 is affirmative, in S6, the first clutch C1, the second clutch C2, and the third clutch C3 in the stepped transmission unit 16 are all released, and the stepped transmission unit 16 is neutral. After the power is generated by the first electric motor M1 by the power of the engine 14, the second electric motor M2 is driven and the output shaft 20 is rotated so that the vehicle is powered. The routine is terminated, but if the determination in S5 is negative, in S7 corresponding to the operation of the assist travel determination means 62, a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66, the accelerator is opened. Based on the signal indicating the accelerator opening degree θ supplied from the degree sensor 74 and the depression amount of the accelerator pedal, the driving state of the vehicle is the assist driving. It is determined whether or not the. If the determination in S7 is affirmative, in S8, it is determined whether or not the gear stage established in the stepped transmission unit 16 is the fourth speed “4th” or more. If the determination in S8 is affirmative, in S9, after both the first electric motor M1 and the second electric motor M2 are driven and the travel assist is performed, the routine is terminated. When the determination in S8 is negative, in S10, only the second electric motor M2 is driven to enter a state where travel assistance is performed, and then this routine is terminated. If the determination in S7 is negative, in S11 corresponding to the operation of the regenerative travel determination means 64, a signal indicating the vehicle speed V supplied from the vehicle speed sensor 66, the accelerator opening supplied from the accelerator opening sensor 74 is opened. It is determined whether or not the traveling state of the vehicle is regenerative traveling based on a signal indicating the degree θ and the amount of depression of the accelerator pedal. If the determination in S11 is negative, the routine is terminated accordingly, but if the determination in S11 is affirmative, in S12, the gear stage established in the stepped transmission unit 16 is determined. It is determined whether or not the fourth speed is “4th” or higher. If the determination in S12 is affirmative, the routine is terminated after the power is generated by both the first motor M1 and the second motor M2, but the determination in S12 is denied. In this case, the routine is terminated after the power generation is performed only by the second electric motor M2 in S14. In the above control, S2, S4, S6, S9, S10, S13, and S14 correspond to the operation of the hybrid control means 50, and S2, S4, and S6 correspond to the operation of the stepped shift control means 52, respectively.

  Thus, according to this embodiment, the planetary gear devices 24, 26, and 28 having a plurality of engagement elements are provided, and the power is cut off by releasing at least one of the plurality of engagement elements. A power transmission path is formed by the planetary gear units 24, 26, and 28 by combining the engagement and release of the plurality of engagement elements, and the input members of the planetary gear units 24, 26, and 28 are established. A stepped transmission unit 16 that outputs power input to an input shaft 18 from an output shaft 20 that is an output member via the power transmission path is provided between the engine 14 and the drive wheel 38, and the stepped transmission is performed. Since the first electric motor M1 is connected to the input shaft 18 of the section 16 and the second electric motor M2 is connected to the output shaft 20 so as to be able to transmit power, the shape of the power transmission path in the mechanical transmission section 16 is determined. By releasing the engagement element used for the transmission, power transmission between the first electric motor M1 and the second electric motor M2 can be cut off, and a shift using an electric path can be performed without providing a dedicated engagement device. And mechanical shifting can be executed as appropriate. That is, it is possible to provide a vehicle drive device including a hybrid system that can be miniaturized and improve the fuel efficiency of the vehicle as much as possible.

  In addition, since the first electric motor M1 is connected to the output shaft of the engine 14 so that power can be transmitted, the output shaft of the engine 14 is directly connected to the input shaft 18 of the stepped transmission unit 16. Thus, it is possible to appropriately execute a shift using an electrical path and a mechanical shift without providing a dedicated engagement device.

  Further, when the vehicle start determination means 60 (S5) for determining whether or not the vehicle is starting, and when the determination of the vehicle start determination means 60 is affirmed, the stepped transmission unit 16 is set in the power cut-off state. Since the stepped shift control means 52 (S2, S4, and S6) is provided, it is possible to start the vehicle appropriately.

  When the determination by the vehicle start determination means 60 is affirmative, the first electric motor M1 is caused to generate power by the power output from the engine 14, and the output shaft 20 is driven by the second electric motor M2. Since the vehicle has the hybrid control means 50 (S2, S4, S6, S9, S10, S13, and S14) for driving and driving the vehicle, it is possible to start a suitable vehicle.

  Further, when the vehicle speed is equal to or higher than a predetermined speed, the stepped transmission control means 52 forms a predetermined power transmission path by the stepped transmission unit 16 and uses the power input to the input shaft 18 as its power. Since it outputs from the output shaft 20 via a transmission path, the fuel consumption of a vehicle can be improved as much as possible.

  The stepped transmission unit 16 includes a first planetary gear unit 24, a second planetary gear unit 26, and a third planetary gear unit 28. The first planetary gear unit 24 includes a sun gear, a carrier, and a ring gear. Three elements are configured, and the three elements are arranged in order from one end to the other end on the collinear chart in which the rotation speed of each of the three elements can be expressed on a straight line. When the RE2 and the third element RE3 are used, the first element RE1 is connected to the case 12 that is a non-rotating member, the second element RE2 is connected to the transmission member 22, and the third element RE3 is connected to the input. The shaft 18 and the first electric motor M1 are connected to each other, and a part of the sun gear, the carrier, and the ring gear of the second planetary gear device 26 and the third planetary gear device 28 are connected to each other. By configuring the four elements, the rotation speed of each of the four elements can be expressed on a straight line. The four elements are arranged in order from one end to the other end on the collinear diagram. Assuming RE4, fifth element RE5, sixth element RE6, and seventh element RE7, the fourth element RE4 is selectively connected to the transmission member 22 via the third clutch C3 and the first brake B1. The fifth element RE5 is selectively connected to the input shaft 18 via the second clutch C2 and selected to the case 12 via the second brake B2. The sixth element RE6 is connected to the output shaft 20 and the second electric motor M2, and the seventh element RE7 is selectively connected to the transmission member 22 via the first clutch C1. A plurality of power transmission paths are selectively selected depending on the combination of the engagement operations of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. Since the first clutch C1, the second clutch C2, and the third clutch C3, which are engaging elements, are released, power transmission between the first electric motor M1 and the second electric motor M2 is achieved. It is possible to shut off, and gear shifting using an electrical path and mechanical gear shifting can be appropriately executed without providing a dedicated engagement device.

  The first planetary gear unit 24 is a single pinion type planetary gear unit including a first sun gear S1, a first carrier CA1, and a first ring gear R1, and the first element RE1 is a first sun gear S1. The second element RE2 is a first carrier CA1, the third element RE3 is a first ring gear R1, and the second planetary gear unit 26 includes a second sun gear S2, a second carrier CA2, and a second carrier CA2. It is a single pinion type planetary gear device including a ring gear R2, and the third planetary gear device 28 is a double pinion type planetary gear device including a third sun gear S3, a third carrier CA3, and a third ring gear R3. The fourth element RE4 is the second sun gear S2, and the fifth element RE5 is connected to the second carrier CA2 and the third carrier Since the sixth element RE6 is the second ring gear R2 and the third ring gear R3 connected to each other, and the seventh element RE7 is the third sun gear S3, the stepped portion of the practical aspect is the carrier CA3. By releasing the engagement element provided in the transmission unit 16, power transmission between the first electric motor M1 and the second electric motor M2 can be interrupted, and an electric path is provided without providing a dedicated engagement device. It is possible to appropriately execute a shift using a mechanical shift and a mechanical shift.

  The stepped shift control means 52 slip-controls the first clutch C1 when the vehicle starts or moves forward and the second clutch C2 when the vehicle moves backward, and the vehicle output is insufficient with the torque of the second electric motor M2. Therefore, suitable vehicle start or advance and reverse are realized.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the stepped transmission unit that is brought into the power cut-off state (neutral state) by disengaging all of the first clutch C1, the second clutch C2, and the third clutch C3 that are engaging elements. However, the present invention is not limited to this, and the power cut-off state is established by releasing one or two of the plurality of clutches. The present invention may be applied to a drive device including a step transmission.

  In the above-described embodiment, the configuration in which the stepped transmission unit 16 including a plurality of planetary gear units is provided as a transmission in the power transmission path has been described. However, the transmission may not be a stepped transmission, For example, a continuously variable transmission having a plurality of engagement elements for forward / reverse switching may be inserted in the power transmission path.

  In the above-described embodiment, the stepped transmission unit 16 is provided with hydraulic friction engagement devices such as the clutches C1 to C3 and the brakes B1 and B2 as engagement elements. The element may be composed of a magnetic powder type, electromagnetic type, mechanical type engagement device such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog clutch.

  In the above-described embodiment, the engine 14 is directly connected to the input shaft 18. However, the engine 14 only needs to be operatively connected via a gear, a belt, or the like, and needs to be disposed on a common shaft center. Nor.

  In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are arranged concentrically with the input shaft 18, the first electric motor M1 is connected to the input shaft 18, and the second electric motor M2 is an output. Although it is connected to the shaft 20, it is not necessarily arranged as such, and the first electric motor M <b> 1 is operatively connected to the input shaft 18 through, for example, a gear, a belt, etc., and the second electric motor M <b> 2 is output. It may be connected to the shaft 20.

  In the above-described embodiment, the second electric motor M2 is connected to the output shaft 20. However, when the stepped transmission unit 16 is in a power cut-off state, power can be transmitted to the output shaft 20. If it is present, it does not necessarily have to be directly connected to the output shaft 20. For example, it may be connected to any rotating member in the stepped transmission unit 16.

  In the above-described embodiment, the stepped transmission unit 16 is inserted in the power transmission path between the engine 14 and the drive wheel 38. However, for example, a continuously meshing parallel type well known as a manual transmission is used. Although it is a two-shaft type, other types of power transmission devices (transmissions) such as an automatic transmission in which the shift speed can be automatically switched by a select cylinder and a shift cylinder may be provided.

  In addition, although not illustrated one by one, the present invention is implemented with various improvements within a range not departing from the gist thereof.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a transmission mechanism that constitutes a part of a drive device for a hybrid vehicle that is an embodiment of the present invention. 2 is an engagement operation table for explaining a relationship between a gear stage achieved by a stepped transmission unit provided in the transmission mechanism of FIG. 1 and an operation combination of a hydraulic friction engagement device. 3 is a correspondence table for explaining a relationship between a gear stage achieved by a stepped transmission unit provided in the transmission mechanism of FIG. 1 and combinations of operations of the first electric motor and the second electric motor. In the speed change mechanism including the stepped speed change portion composed of the sub-speed change portion and the main speed change portion of FIG. FIG. It is a figure which illustrates the signal input into the electronic controller for controlling the transmission mechanism of FIG. 1, and the signal output from the electronic controller. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. 6 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 5, that is, a driving force transmission control operation by the speed change mechanism of FIG.

Explanation of symbols

12: Transmission case (non-rotating member)
14: Engine 16: Stepped transmission (stepped transmission)
18: Input shaft (input member)
20: Output shaft (output member)
22: Transmission member 24: First planetary gear unit 26: Second planetary gear unit 28: Third planetary gear unit 38: Drive wheel 50: Hybrid control unit 52: Stepped gear shift control unit 60: Vehicle start determination unit CA1, CA2 CA3: Carriers C1 to C3: Clutch (engagement element)
B1, B2: Brake (engagement element)
M1: first motor M2: second motor RE1: first element RE2: second element RE3: third element RE4: fourth element RE5: fifth element RE6: sixth element RE7: seventh element R1, R2, R3 : Ring gear S1, S2, S3: Sun gear

Claims (7)

A plurality of engagement elements are provided, and a power cut-off state is established by releasing at least one of the plurality of engagement elements, and power is generated by a combination of engagement and release of the plurality of engagement elements. A vehicle drive device is provided with a transmission that forms a transmission path and outputs a power input to an input member from an output member via the power transmission path in a power transmission path between an engine and drive wheels. And
A first electric motor connected to the input member so as to be capable of transmitting power, and having at least a function as a generator;
A vehicle drive device comprising: a second electric motor capable of acquiring electric energy from the first electric motor and connected to the output member so as to transmit power and having a function as at least an electric motor.   The vehicle drive device according to claim 1, wherein the first electric motor is connected to an output shaft of the engine so that power can be transmitted.   Claims include vehicle start determination means for determining whether or not the vehicle is starting, and shift control means for setting the transmission to a power cut-off state when the determination of the vehicle start determination means is affirmative. Item 3. The vehicle drive device according to Item 1 or 2.   If the determination by the vehicle start determination means is affirmative, the first electric motor is caused to generate electric power by the power output from the engine, and the output member is driven by the second electric motor to cause the vehicle to run. 4. The vehicle drive device according to claim 3, further comprising hybrid control means.   When the vehicle speed is equal to or higher than a predetermined speed, the shift control means forms a predetermined power transmission path by the transmission, and outputs the power input to the input member from the output member via the power transmission path. The vehicle drive device according to claim 3 or 4, wherein: The transmission is a stepped transmission including a first planetary gear device, a second planetary gear device, and a third planetary gear device, and the first planetary gear device includes three sun gears, a carrier, and a ring gear. The elements are configured, and the rotation speed of each of the three elements can be expressed on a straight line. The three elements are arranged in order from one end to the other end on the collinear chart, and the first element, the second element, and the second element When there are three elements, the first element is connected to a non-rotating member, the second element is connected to a transmission member, and the third element is connected to the input member and the first electric motor,
The sun gear, the carrier, and part of the ring gear of the second planetary gear device and the third planetary gear device are connected to each other to constitute four elements, and the rotational speed of each of the four elements is linearly determined. In the collinear chart that can be represented, when the four elements are sequentially designated as a fourth element, a fifth element, a sixth element, and a seventh element from one end to the other end, the fourth element is the third element. The fifth element is selectively connected to the input member via a second clutch. The fifth element is selectively connected to the non-rotating member via a first brake. The sixth element is connected to the output member and the second electric motor via the second brake, and the seventh element is connected to the transmission member via the first clutch. Selective A plurality of power transmission paths are selectively established by a combination of engagement operations of the first clutch, the second clutch, the third clutch, the first brake, and the second brake. The vehicle drive device according to any one of claims 1 to 5. The first planetary gear device is a single pinion type planetary gear device including a first sun gear, a first carrier, and a first ring gear, wherein the first element is a first sun gear, and the second element is a second element. One carrier, and the third element is a first ring gear,
The second planetary gear device is a single pinion type planetary gear device including a second sun gear, a second carrier, and a second ring gear, and the third planetary gear device includes a third sun gear, a third carrier, and a second gear. A double pinion type planetary gear device having three ring gears, wherein the fourth element is the second sun gear, the fifth element is the second carrier and the third carrier connected to each other, and the sixth element 7. The vehicle drive device according to claim 6, wherein elements are the second ring gear and the third ring gear connected to each other, and the seventh element is the third sun gear.

Images