JP2010254206A - On-vehicle power transmission device, power control system for vehicle, and selection method for power source of on-vehicle auxiliary machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that requirement of separately designing a motive power feed source of a compressor 42 of an air conditioner 40 occurs when it includes a motor generator 10 as a main machine of a vehicle. <P>SOLUTION: A motive power division device 20 is constituted so as to include a first planetary gear mechanism 22 and a second planetary gear mechanism 24, and divides motive power between a motor generator 10, an engine 12 and a drive wheel 14. The drive wheel 14 is mechanically connected to a ring gear R of the first planetary gear mechanism 22 and a carrier C of the second planetary gear mechanism 24. A driven shaft 42a of the compressor 42 is mechanically connected to the ring gear R of the second planetary gear mechanism 24. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an in-vehicle power transmission device including a rotating electric machine for driving a vehicle and a rotating body for power splitting of driving wheels and including three or more power splitting rotating bodies that rotate in conjunction with each other. The present invention relates to a vehicle power control system. The present invention also relates to a method for selecting a power source of an in-vehicle auxiliary device that selects a power source of the in-vehicle auxiliary device on which a rotating electrical machine for vehicle travel is mounted.

  From the viewpoint of reducing the energy consumption of a vehicle, a so-called hybrid vehicle including a rotating electric machine for vehicle travel including an electric motor and a generator in addition to an internal combustion engine has been put into practical use as an in-vehicle power generation device. In the hybrid vehicle, in view of the low efficiency of the internal combustion engine in the low rotation speed operation region, there is a tendency that control is performed so that the internal combustion engine is not operated in the low rotation speed operation region. As a specific configuration of such a hybrid vehicle, for example, a planetary gear mechanism including a sun gear, a carrier, and a ring gear is used, and a generator, an internal combustion engine, and an electric motor are connected to each of these three rotating bodies. It has become. Here, the drive wheels are mechanically coupled to the electric motor.

  By the way, in the case of the hybrid vehicle, when the vehicle is stopped, the internal combustion engine, the electric motor, and the generator are all stopped. For this reason, when the vehicle is stopped, the driving force of the in-vehicle power generation device cannot be used as the driving force of the compressor of the in-vehicle air conditioner.

  Therefore, conventionally, in such a hybrid vehicle, it is also put into practical use that a separate electric motor is provided to drive the compressor of the in-vehicle air conditioner.

  Other conventional hybrid vehicles include those described in Patent Documents 1 to 4, for example.

Japanese Patent No. 3580257 Japanese Patent No. 3626151 Japanese Patent No. 3614409 Japanese Patent Laid-Open No. 9-46821

  However, as described above, when a separate electric motor is provided to drive the compressor of the in-vehicle air conditioner, it is necessary to newly add an electric motor and a device for driving the motor, which increases the number of parts, and thus the hybrid vehicle. There is a risk of lowering cost performance.

  In addition to the compressor of the on-vehicle air conditioner, in a vehicle equipped with a rotating electrical machine for vehicle travel, when power is supplied from the rotating electrical machine for vehicle travel to other energy consuming members (auxiliaries) These facts that cause restrictions are generally common.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a rotating electrical machine for running a vehicle, and to suitably relax restrictions on power supply from the rotating electrical machine to the auxiliary machine. Another object of the present invention is to provide a vehicle-mounted power transmission device and a vehicle power control system. Another object of the present invention relates to a method for selecting a power source of an in-vehicle auxiliary device that can suitably supply power from a rotating electric machine for vehicle travel to the auxiliary device.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  According to a first aspect of the present invention, there is provided a vehicle-mounted power transmission device including a rotating body for power splitting of a rotating electric machine for driving a vehicle and a drive wheel, and three or more power splitting rotating bodies that rotate in conjunction with each other. The rotational force of the second rotating body different from the first rotating body mechanically connected to the drive wheels among the power split rotating bodies can be transmitted to the in-vehicle auxiliary equipment. To do.

  In the above invention, since the rotational force of the second rotating body is transmitted to the in-vehicle accessory, the rotational speed of the second rotating body can be set separately from the rotational speed of the drive wheels. For this reason, the restriction | limiting at the time of supplying the rotational energy of a rotary electric machine to an auxiliary machine can be eased suitably.

  According to a second aspect of the present invention, in the first aspect of the invention, the second rotating body can take a value other than zero in a situation where the rotating speed of the first rotating body is zero. It is characterized by being.

  In the above invention, since the rotational force of the second rotating body is transmitted to the in-vehicle auxiliary machine, the rotational energy of the rotating electrical machine can be supplied to the auxiliary machine via the second rotating body even when the vehicle is stopped. it can.

  The power split rotator is a rotator for power split between the internal combustion engine, the rotating electrical machine, and the drive wheels, and the auxiliary machine has a drive request even when the internal combustion engine is stopped. It is desirable to be a thing. That is, when the vehicle is stopped, the internal combustion engine tends to be stopped. Even in such a case, it is particularly effective to use the second rotating body in order to obtain driving force. It is.

  The invention according to claim 3 is the invention according to claim 2, wherein the rotating electrical machine is mechanically coupled to a rotating body different from the first rotating body among the rotating bodies for power split. It is characterized by providing.

  In the above invention, the second rotating body can be rotated by the rotational force of the rotating electrical machine even when the vehicle is stopped.

  According to a fourth aspect of the present invention, in the second or third aspect of the invention, the rotational speed of the second rotating body is the rotational speed of the rotating electrical machine in a situation where the rotational speed of the first rotating body is zero. It is possible to variably control by the operation.

  According to the above invention, the amount of rotational energy supplied to the accessory can be controlled by operating the rotational speed of the rotating electrical machine.

  According to a fifth aspect of the present invention, in the fourth aspect of the invention, the power split rotator includes three or more rotators whose rotational speeds are aligned on a straight line in a collinear diagram. Three or more rotating bodies arranged above comprise the first rotating body and the second rotating body, and at least a pair of the three or more rotating bodies arranged on the one straight line includes It is mechanically connected to a rotating electrical machine.

  Each rotational speed arranged on one straight line is uniquely determined by determining two rotational speeds. For this reason, in the said invention, the rotational speed of the rotary body arranged on the said 1 straight line can be controlled by the rotational speed of a pair of rotary body mechanically connected with a rotary electric machine, by extension, 1st and 2nd The rotational speed of the rotating body can be controlled.

  The invention according to claim 6 is the invention according to claim 4 or 5, wherein the rotating electrical machines mechanically coupled to the pair of rotating bodies are the same rotating electrical machine, and at least one of the pair of rotating bodies. As a means for mechanically connecting the rotary electric machine and the rotating electrical machine, a transmission device for adjusting a transmission gear ratio is provided.

  In the above invention, the rotational speeds of the pair of rotating bodies can be controlled independently of each other as in the case of including a pair of different rotating electrical machines that are mechanically coupled to each of the pair of rotating bodies. In addition, when performing the same processing as in a mode in which one of a pair of rotating electrical machines is used as a generator and the other as an electric motor, it is possible to eliminate energy loss that occurs when electric energy generated by the generator is supplied to the electric motor. it can.

  The invention according to claim 7 is the invention according to claim 5 or 6, further comprising first and second planetary gear mechanisms each including three rotating bodies each including a sun gear, a carrier, and a ring gear. Each of the two rotating bodies of the three rotating bodies included in the planetary gear mechanism is allocated to two rotating bodies of the three rotating bodies included in the second planetary gear mechanism and mechanically connected to each other. The three or more rotating bodies that are connected and arranged in a straight line are four rotating bodies that can have different rotational speeds among the six rotating bodies included in the first and second planetary gear mechanisms. It is characterized by that.

  By mechanically connecting the first and second planetary gear mechanisms in the above-described manner, the rotational speeds of the four rotating bodies can be arranged on a straight line on the alignment chart.

  The invention according to claim 8 is the invention according to any one of claims 5 to 7, wherein the rotational speed corresponding to the first rotating body is mechanically applied to the rotating electrical machine on the alignment chart. It exists between a pair of rotational speed corresponding to a pair of rotary body connected, It is characterized by the above-mentioned.

  According to a ninth aspect of the present invention, in the invention according to any one of the second to eighth aspects, the power split rotor is for splitting power between an internal combustion engine, the rotating electrical machine, and the drive wheels. It is a rotating body, and further comprises a shut-off means that can shut off the transmission of power between the internal combustion engine and the power splitting rotating body when the internal combustion engine is stopped.

  In the above invention, by providing the shut-off means, it is possible to avoid power transfer between the power split rotor and the internal combustion engine when supplying rotational energy to the auxiliary machine when the internal combustion engine is stopped. For this reason, when supplying rotational energy from a rotary electric machine to an auxiliary machine, an energy loss can be reduced.

  In the vehicle power control system including the on-vehicle power transmission device according to the invention, the shut-off means includes an electronic control type, and when the internal combustion engine is stopped, the power split rotator and the internal combustion engine It is good also as a means provided with the means to operate the said interruption | blocking means so that transmission of the motive power between may be interrupted.

  According to a tenth aspect of the present invention, in the invention according to the fourth aspect, the power split rotator includes three or more rotators whose rotational speeds are aligned on a straight line in a collinear diagram, Three or more rotating bodies arranged on a straight line include the first rotating body and the second rotating body, and at least one of the three or more rotating bodies arranged on the straight line includes The rotating electrical machine is mechanically connected to the rotating electrical machine, and the rotational speed of the rotating electrical machine is operated in a state where the driving wheel is stopped by a braking means in a state where the rotational speed of the first rotating body is zero. Thus, the rotational speed of the second rotating body can be variably controlled.

  According to the said invention, the amount of rotational energy supplied to an auxiliary machine by operation of the rotational speed of a rotary electric machine can be controlled using a braking means.

  The invention according to claim 11 is the invention according to any one of claims 1 to 10, wherein the rotating body mechanically connected to the drive wheel is the first of the rotating bodies for power split. It further comprises switching means for switching to a rotating body other than the rotating body.

  The request to set the rotational speed of the drive wheel to a desired value places a restriction on the rotational speed of the power split rotor, and thus restricts the rotational speed of the main machine of the vehicle. For this reason, the request to set the rotational speed of the drive wheels to a desired value may be a factor that hinders the operation of the main engine in an efficient area. In this regard, in the above-described invention, the rotation body mechanically connected to the drive wheels can be switched, so that the restriction on the rotation speed of the main engine under the request to set the rotation speed of the drive wheels to a desired value is relaxed. be able to. For this reason, the operating area of the main machine can be made more appropriate.

  In the vehicle power control system including the on-vehicle power transmission device according to the invention, the rotating body that is mechanically connected to the drive wheel when the vehicle is stopped is the first rotating body. A means for operating the switching means may be provided.

  A twelfth aspect of the invention is characterized in that, in the invention according to any one of the first to eleventh aspects, the auxiliary machine is provided with a drive request that can be generated when the vehicle is stopped.

  In the above-described invention, even when the vehicle is stopped, it is possible to appropriately respond to the drive request of the auxiliary machine using the second rotating body as a power source.

  The invention according to claim 13 is the invention according to claim 12, wherein the auxiliary machine includes a compressor of an in-vehicle air conditioner.

  The invention according to claim 14 is the invention according to any one of claims 1 to 13, further comprising electronically controlled shut-off means for shutting off transmission of power between the second rotating body and the auxiliary machine. It is characterized by providing.

  In the above invention, the energy supplied to the auxiliary machine can be easily reduced to zero under the situation where the required energy of the auxiliary machine is zero.

  According to a fifteenth aspect of the present invention, there is provided the vehicle-mounted power transmission device according to any one of the first to fifteenth aspects of the present invention, and the second rotating body in a situation where the rotational speed of the first rotating body is zero. And a control means for controlling the rotational speed to other than zero.

  The invention according to claim 16 is the energy consumption amount of the auxiliary machine when the on-vehicle power transmission device according to any one of claims 1 to 14 and the output required for the rotating electrical machine exceeds a specified value. And a restricting means for restricting.

  In the above invention, since the limiting means is provided, it is possible to meet a high output demand for vehicle travel while suppressing an increase in the size of the rotating electrical machine.

  The invention according to claim 17 is the invention according to claim 15 or 16, further comprising the auxiliary machine.

  According to an eighteenth aspect of the present invention, there is provided a method for selecting a power source of an in-vehicle auxiliary machine, wherein a power source of an auxiliary machine mounted on the vehicle is selected for a vehicle on which a rotating electrical machine for vehicle travel is mounted. As a vehicle to be mounted, a rotating body for power splitting of the rotating electric machine and the drive wheels, and a vehicle mounted with an in-vehicle power transmission device including three or more power splitting rotating bodies that rotate in conjunction with each other is selected. Then, the rotational force of the second rotating body different from the first rotating body mechanically connected to the drive wheel among the power split rotating bodies is selected as the driving source. .

  In a vehicle or the like equipped with a rotating electrical machine for running a vehicle, it is more likely to require a separate power source for the auxiliary machine as compared with a conventional vehicle equipped with only an internal combustion engine as a main engine. For this reason, there is a strong demand for auxiliary machines to reduce the total cost including the power source and to reduce the size. In this regard, in the above-described invention, the power transmission device of the vehicle is used as a power source, so that there is a merit that it can be easily accepted by consumers without separately investing in development to cope with the strong demand for cost reduction and downsizing. .

  The selected vehicle may be a vehicle equipped with the power transmission device according to claims 2-14. Further, the vehicle power control system according to claims 15 and 16 may be mounted.

1 is a system configuration diagram according to a first embodiment. FIG. The figure which shows the vehicle start control aspect concerning the embodiment. The figure which shows the engine starting control aspect concerning the embodiment. The figure which shows the vehicle travel control aspect by the engine concerning the embodiment. The flowchart which shows the process sequence of the drive control of the compressor concerning the embodiment. The figure which shows the utilization method of the output of the motor generator concerning the embodiment. The system block diagram concerning 2nd Embodiment. The system block diagram concerning 3rd Embodiment. The flowchart which shows the process sequence of the drive control of the compressor concerning the embodiment. The system block diagram concerning 4th Embodiment. The system block diagram concerning 5th Embodiment. The system block diagram concerning 6th Embodiment. The system block diagram concerning 7th Embodiment. The system block diagram concerning 8th Embodiment. The system block diagram concerning 9th Embodiment. The system block diagram concerning 10th Embodiment. The system block diagram concerning 11th Embodiment. The system block diagram concerning 12th Embodiment. The system block diagram concerning 13th Embodiment. The alignment chart which prescribes | regulates the structure of the power split device concerning the modification of each said embodiment. The alignment chart which prescribes | regulates the structure of the power split device concerning the modification of each said embodiment.

(First embodiment)
Hereinafter, a first embodiment of an in-vehicle power transmission device and a vehicle power control system according to the present invention will be described with reference to the drawings.

  FIG. 1 shows a system configuration diagram according to the present embodiment. Specifically, FIG. 1A shows the overall configuration of the system, and FIG. 1B shows a skeleton diagram of the power transmission path.

  The illustrated motor generator 10 is a three-phase AC motor / generator. The motor generator 10 has a function as a main machine of the vehicle together with the internal combustion engine (engine 12). On the other hand, the power split device 20 is a device that splits the power among the motor generator 10, the engine 12, and the drive wheels 14.

  The power split device 20 includes a first planetary gear mechanism 22 and a second planetary gear mechanism 24. Here, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are mechanically coupled to each other, and the sun gear S and the second planetary gear of the first planetary gear mechanism 22 are also connected. The sun gear S of the mechanism 24 is mechanically connected to each other. The rotating shaft 10 a of the motor generator 10 is mechanically connected to the ring gear R of the second planetary gear mechanism 24. The drive wheel 14 is mechanically connected to the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24. Specifically, the drive wheel 14 is mechanically coupled to the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 via a known differential gear or drive shaft.

  The carrier C of the first planetary gear mechanism 22 can be mechanically coupled to the crankshaft (rotary shaft 12a) of the engine 12 via the clutch 30 and the one-way bearing 32. Here, the clutch 30 is an electronically controlled interruption means for interrupting transmission of power between the carrier C of the first planetary gear mechanism 22 and the one-way bearing 32. Specifically, in this embodiment, a normally open type is used. The one-way bearing 32 is a one-way transmission mechanism that transmits power on condition that the rotation speed on the clutch 30 side with respect to the rotation speed of the rotation shaft 12a of the engine 12 is not negative. In other words, when the clutch 30 is engaged, unless the rotational speed of the rotating shaft 12a of the engine 12 is higher than the rotational speed of the carrier C of the first planetary gear mechanism 22, the first planetary gear mechanism 22 The rotating shaft 12a is twisted by the carrier C.

  A one-way bearing 34 is provided between the sun gear S of the first planetary gear mechanism 22, the sun gear S of the second planetary gear mechanism 24, and the rotating shaft 12 a of the engine 12. The one-way bearing 34 is a one-way transmission mechanism that transmits power on condition that the rotational speed of the rotating shaft 12a is not negative with respect to the rotational speed of the pair of sun gears S. In other words, as long as the rotational speed of the pair of sun gears S is not greater than the rotational speed of the rotational shaft 12a, the sun gear S is swung by the rotational shaft 12a.

  The sun gear S of the first planetary gear mechanism 22 and the second planetary gear mechanism 24 is mechanically coupled to the rotating shaft 10a of the motor generator 10 via the clutch 38 and the continuously variable transmission (CVT 36). Specifically, as shown in FIG. 1B, the CVT 36 is also mechanically coupled to the ring gear R of the second planetary gear mechanism 24 via the counter gear CN. That is, the sun gear S of the first planetary gear mechanism 22 and the second planetary gear mechanism 24 can transmit the power from the motor generator 10 without passing through another power dividing rotating body engaged therewith. . Incidentally, the number of teeth of the counter gear CN and the number of teeth of the ring gear R of the second planetary gear mechanism 24 may be the same or different from each other. Here, as the CVT 36, a mechanical type is assumed in the present embodiment. Specifically, a belt type using a metal belt or a rubber belt is assumed. On the other hand, the clutch 38 is an electronically controlled interruption means for interrupting transmission of power between the CVT 36 and the rotary shaft 10a.

  An in-vehicle air conditioner (air conditioner 40) is further mechanically connected to the ring gear R of the second planetary gear mechanism 24. Specifically, the ring gear R of the second planetary gear mechanism 24 is mechanically connected to the driven shaft 42a of the compressor 42 provided in the air conditioner 40. In the figure, an example in which the rotating shaft 10 a of the motor generator 10 and the driven shaft 42 a of the compressor 42 are connected via the pulley 43 is shown. Specifically, between the ring gear R of the second planetary gear mechanism 24 and the compressor 42, an electronically controlled shut-off means (clutch 44) for shutting off transmission of power between them is provided. Yes. That is, transmission and interruption of the power of the pulley 43 and the driven shaft 42 a are controlled by the clutch 44. The compressor 42 is a variable displacement type.

  The control device 50 is a control device that controls the power transmission device. Specifically, the control device 50 controls the amount of control of the motor generator 10 by operating the clutch 30 and 38, controlling the power transmission mode, controlling the control amount of the engine 12, and operating the inverter 52. Control processing, processing for controlling the discharge capacity and energy supply amount of the compressor 42, and the like are performed.

In the following, the processing performed by the control device 50 will be described in the order of “1. Vehicle traveling control” and “2. Supply energy control of the compressor 42”.
<1. Vehicle travel control>
Here, the start process will be described first.

  FIG. 2 illustrates a vehicle start process performed by the motor generator 10 according to the present embodiment. Here, FIG. 2A shows a power transmission path at the start, and FIG. 2B shows an alignment chart of the power split device 20 at this time together with the rotation speed of the engine 12. The clutch 30 is in a disconnected state, and the clutch 38 is in a connected state.

  As shown in FIG. 2, in this case, the engine 12 is stopped. In this case, the rotational speeds of the rotating bodies included in the first planetary gear mechanism 22 and the second planetary gear mechanism 24 constituting the power split device 20 are controlled by the rotational speed of the motor generator 10 and the gear ratio of the CVT 36. That is, in the nomograph, the rotational speed of the sun gear S (transmission shaft rotational speed) of the first planetary gear mechanism 22 and the second planetary gear mechanism 24, the rotational speed of the carrier C of the first planetary gear mechanism 22 (starting shaft rotational speed). ), The rotational speed (output rotational speed) of the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24, and the rotational speed (MG rotational speed) of the ring gear R of the second planetary gear mechanism 24. Line up in a straight line. For this reason, by determining the rotational speed of the pair of sun gears S and the rotational speed of the ring gear R of the second planetary gear mechanism 24, the rotational speeds of the remaining rotating bodies are uniquely set. Incidentally, although the sun gear S, the carrier C, and the ring gear R rotate in conjunction with each other, for example, depending on the rotation speed of the sun gear S or the ring gear R, the rotation speed of only the carrier C may be zero. is there.

  Here, according to the power transmission device according to the present embodiment, high torque can be generated when the motor generator 10 starts without increasing the size of the motor generator 10. This is due to the following reason.

  The ratio Zs / Zr of the gear number Zs of the sun gear S to the gear number Zr of the ring gear R of the second planetary gear mechanism 24 is defined as a ratio ρ, and the ratio Nm / Ns of the rotational speed Nm of the motor generator 10 to the rotational speed Ns of the sun gear S. Is the ratio β, and the torques of the ring gear R, sun gear S, carrier C, and motor generator 10 are torques Tr, Ts, Tc, and Tm, respectively.

Tr = −Tc / (1 + ρ) (c1)
Ts = −ρTc / (1 + ρ) (c2)
β (Tm + Tr) = Ts (c3)
The following equation (c4) is obtained by eliminating the torques Tr and Ts from the equation (c3) using the equations (c1) and (c2).

Tc = − (1 + ρ) Tm / {(ρ / β) −1} (c4)
According to the above formula (c4), the torque Tc of the carrier C (the output shaft of the power split device 20) of the second planetary gear mechanism 24 becomes very large by approximating the ratio ρ and the ratio β. I know you get. In other words, it can be seen that the torque transmitted to the drive wheels 14 can be very large. For this reason, the torque at the time of start can be ensured without increasing the size of the motor generator 10.

  Next, the starting process of the engine 12 will be described.

  FIG. 3 shows a start mode of the engine 12 according to the present embodiment. Here, FIG. 3A shows a power transmission path at the start, and FIG. 3B shows a nomographic chart of the power split device 20 at this time together with the rotation speed of the engine 12.

  As shown in the figure, in this case, by connecting the clutch 30, the rotational force of the carrier C of the first planetary gear mechanism 22 (the rotational force of the starting shaft) is transmitted to the engine via the clutch 30 and the one-way bearing 32. By applying to the 12 rotation shafts 12a, initial rotation is applied to the rotation shaft 12a of the engine 12. Here, the rotating shaft 12 a of the engine 12 is driven at the rotational speed of the carrier C of the first planetary gear mechanism 22. And when the rotating shaft 12a of the engine 12 rises to a predetermined speed, the combustion control of the engine 12 is started. Here, at the time of so-called initial combustion in which the fuel is burned for the first time, the torque of the rotating shaft 12a rapidly increases, so the rotation speed of the rotating shaft 12a increases rapidly. However, at this time, since the rotational speed of the rotating shaft 12a exceeds the rotational speed of the carrier C, no power is transmitted to the carrier C side. For this reason, torque pulsation caused by the initial combustion of the engine 12 is not transmitted to the power split device 20. Note that when the start of the engine 12 is completed, the clutch 30 is disengaged.

  FIG. 4 shows how the torque of the engine 12 is transmitted after the engine 12 is started. Here, FIG. 4A shows a power transmission path when torque of the engine 12 is applied, and FIG. 4B shows an alignment chart of the power split device 20 at this time together with the rotation speed of the engine 12. . At this time, the clutch 30 is in a disconnected state.

  As shown in the figure, the rotational speed of the rotary shaft 12a of the engine 12 becomes the rotational speed of the pair of sun gears S (the rotational speed of the transmission shaft) provided in the first planetary gear mechanism 22 and the second planetary gear mechanism 24. The torque of the engine 12 is applied to the power split device 20. Incidentally, after the torque from the engine 12 is applied to the power split device 20, the motor generator 10 may function as a generator, or the operation of the inverter 52 may be stopped to put the motor generator 10 in a no-load state. .

Thus, in the present embodiment, the engine 12 can be started when the vehicle is driven by the motor generator 10 (or when the motor generator 10 is operating) without providing a separate starter. Further, a rotating body for starting the engine 12 (carrier C of the first planetary gear mechanism 22) and a rotating body to which torque is applied by the engine 12 (sun gears of the first planetary gear mechanism 22 and the second planetary gear mechanism 24). By making S) and another rotating body, the rotational speed can be quickly increased after the engine 12 is started. For this reason, the period during which the engine 12 is operated in an efficient operation region can be extended.
<2. Supply control of driving energy of compressor 42>
As described above, in this embodiment, the driven shaft 42 a of the compressor 42 is mechanically connected to the ring gear R of the second planetary gear mechanism 24. For this reason, the ring gear R of the second planetary gear mechanism 24 is a power supply source of the compressor 42. The control device 50 controls the supply of drive energy of the compressor 42 by operating the gear ratio of the CVT 36 and the output of the motor generator 10 in accordance with the required energy of the compressor 42.

  FIG. 5 shows a processing procedure relating to the drive energy supply control. This process is repeatedly executed by the control device 50 at a predetermined cycle, for example.

  In this series of processes, first, in step S10, it is determined whether or not the vehicle is stopped. This process determines whether the output required for the motor generator 10 for traveling of the vehicle is zero. If it is determined that the vehicle is stopped, it is determined in step S12 whether or not there is a request to drive the compressor 42. This process is for determining whether the output required for the motor generator 10 is not zero.

  If an affirmative determination is made in step S12, the amount of energy supplied to the compressor 42 or the rotational speed is controlled in step S14 by manipulating the transmission ratio of the CVT 36 and the output of the motor generator 10. Here, although the strict control of the amount of energy supplied to the compressor 42 and the rotational speed may be performed, in view of the fact that the compressor 42 is of a variable capacity type, the amount of supplied energy and the rotational speed are required values. It is also possible to perform simple control as described above. However, since there is no request for the drive wheel 14 when the vehicle is stopped, the demand for the transmission ratio of the CVT 36 and the output of the motor generator 10 is only from the compressor 42, so it is more desirable to perform strict control. . In this process, the ring gear R of the first planetary gear mechanism 22 and the carrier of the second planetary gear mechanism 24 that are mechanically connected to the drive wheels 14 are set according to the transmission ratio of the CVT 36 and the rotational speed of the motor generator 10. The condition that the rotational speed with C is controlled to zero is provided. Further, during the period in which this process is performed, the clutch 30 is in the disconnected state, and no force is required from the motor generator 10 to rotate the rotating shaft 12 a of the engine 12.

  On the other hand, if a negative determination is made in step S10, it is determined in step S16 whether or not the output required of the motor generator 10 for traveling the vehicle is greater than or equal to a threshold value Pth. This process is for determining whether or not the driving performance of the vehicle should be prioritized. Here, the threshold value Pth is set to a value that is assumed that the output of the motor generator 10 cannot satisfy the request for traveling of the vehicle depending on the request of the compressor 42. If the determination in step S16 is affirmative, the energy supplied to the compressor 42 is limited. This process may be performed by disengaging the clutch 44 or may be performed by limiting the discharge capacity of the compressor 42.

  In addition, when the process of said step S14, S18 is completed, or when negative determination is carried out in step S12, S16, this series of processes are once complete | finished.

  As described above, according to the present embodiment, it is possible to avoid providing a dedicated electric motor for driving the compressor 42 in spite of a situation where the engine 12 stops when the vehicle stops. The compressor 42 can be suitably driven when the operation is stopped. In particular, according to the present embodiment, it is possible to maintain high efficiency of the motor generator 10 when the compressor 42 is driven when the vehicle is stopped. As described above, this is because the configuration of the present embodiment can secure the torque at the start without increasing the size of the motor generator 10.

  That is, since it is possible to avoid increasing the size of the motor generator 10, in the present embodiment, as shown in FIG. 6A, the maximum output of the motor generator 10 (the vehicle output and the air conditioner MAX output) The ratio of the required maximum output of the compressor 42 (MAX output for the air conditioner) to the total (the sum) is large (here, “about 50%”). On the other hand, the efficiency of the motor generator 10 tends to decrease as the output decreases in a region from a low output to a specified output smaller than the maximum output. Therefore, in the case of the present embodiment, even if the motor generator 10 is operated only for driving the compressor 42, the efficiency can be maintained high. On the other hand, in the case where the maximum output is large (for example, “50 kW or more”) like a motor generator mounted on a conventional hybrid vehicle, this is the maximum output (for example, “several kW”) required for the compressor 42. ) From about ten times to about a dozen times. For this reason, when the compressor 42 is driven using the motor generator 10 when the vehicle is stopped, the motor generator 10 is operated in a very low efficiency state.

  Further, when the required output to the motor generator 10 is increased due to the travel performance required for the vehicle, the drive energy of the compressor 42 is limited, so that the output of the motor generator 10 is traveled by the vehicle as shown in FIG. It can be used in preference to. Here, the output amount for vehicle travel shown in FIG. 6B is greatly different from that during normal travel. Such an output amount is generally required for improving drivability during acceleration of the vehicle. When the motor generator 10 is increased in size to meet such demands, an increase in cost becomes a problem. On the other hand, by restricting the driving energy of the compressor 42, it is possible to improve acceleration performance and the like while avoiding increasing the size of the motor generator 10, thereby improving drivability.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) The first rotating body (the ring gear R of the first planetary gear mechanism 22 and the second planetary gear mechanism 24) mechanically coupled to the drive wheel 14 among the power dividing rotating bodies constituting the power split device 20. The rotational force of a second rotating body (ring gear R of the second planetary gear mechanism 24) different from the carrier C) of the second carrier gear C) can be transmitted to the driven shaft 42a of the compressor 42. As a result, the rotational speed of the driven shaft 42 a of the compressor 42 can be set separately from the rotational speed of the drive wheel 14, and the rotational energy of the motor generator 10 can be supplied to the compressor 42.

  (2) The rotating shaft 10a of the motor generator 10 is used as a rotating body (ring gear R of the second planetary gear mechanism 24) different from the rotating body mechanically connected to the drive wheels 14 among the rotating bodies for power split. Mechanically linked. Thereby, the driven shaft 42a of the compressor 42 can be rotated by the rotational force of the motor generator 10 even when the vehicle is stopped.

  (3) The power split device 20 is configured so that the rotational speeds of the six power split rotators constituting the power split device 20 are aligned on a straight line in the collinear diagram, and the rotational speeds of the power split device 20 can be different from each other. The motor generator 10 was mechanically coupled to a pair of rotating bodies. Thereby, the total rotational speed on the alignment chart can be controlled by the rotational speed of the motor generator 10 or the like.

  (4) One of a pair of rotating bodies corresponding to those whose rotational speeds may be different from each other and the motor generator 10 are mechanically connected using the CVT 36. As a result, the rotational speeds of the pair of rotating bodies can be controlled independently of each other as in the case of including a pair of different motor generators mechanically coupled to each of the pair of rotating bodies. In addition, when processing similar to the mode in which one of the pair of motor generators is used as a generator and the other as an electric motor, energy loss that occurs when the electric energy generated by the generator is supplied to the electric motor may be eliminated. it can.

  (5) The power split device 20 includes a first planetary gear mechanism 22 and a second planetary gear mechanism 24 that include three rotating bodies including a sun gear, a carrier, and a ring gear, and the first planetary gear mechanism 22 includes 3 Two of the two rotating bodies were allocated to two of the three rotating bodies included in the second planetary gear mechanism 24 and mechanically connected to each other. Thereby, the rotational speed of the said rotary body can be arranged on 1 straight line on a collinear diagram.

  (6) The drive wheel 14 was mechanically connected to a rotating body corresponding to an intermediate rotational speed among the four rotating bodies corresponding to the four rotational speeds in the nomograph. Thereby, the forward rotation, stop, and reverse rotation of the drive wheel 14 are facilitated.

  (7) When the engine 12 is stopped, a shut-off means (clutch 30 and one-way bearing 34) for shutting off the transmission of power between the rotary shaft 12a and the power split device 20 is provided. Thereby, when supplying rotational energy to the compressor 42 when the engine 12 is stopped, it is possible to avoid power transfer between the power split device 20 and the compressor 42. For this reason, when supplying rotational energy from the motor generator 10 to the compressor 42, energy loss can be reduced.

  (8) An electronically controlled shut-off means (clutch 44) for shutting off transmission of power between the power split device 20 and the compressor 42 is further provided. As a result, it is possible to avoid the rotational force of the motor generator 10 being consumed by the compressor 42 in a situation where the required energy of the compressor 42 is zero.

  (9) When the output required for the motor generator 10 is equal to or greater than the threshold value Pth, the energy consumption of the compressor 42 is limited. As a result, it is possible to respond to a high output request for traveling of the vehicle while suppressing the maximum output of the motor generator 10.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 7 shows a system configuration diagram according to the present embodiment. In FIG. 7, members corresponding to those shown in FIG. 1 are given the same reference numerals for the sake of convenience.

  As illustrated, in the present embodiment, the driven shaft 42 a of the compressor 42 is mechanically coupled to the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24. This can be performed, for example, by connecting a rotating member that rotates integrally with the sun gear S and the driven shaft 42a with a pulley. In the present embodiment having such a configuration, the rotational force of the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 or the ring gear R of the second planetary gear mechanism 24 is used as the driven shaft 42a of the compressor 42. It can be transmitted to.

(Third embodiment)
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 8 shows a system configuration diagram according to the present embodiment. In FIG. 8, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As illustrated, in this embodiment, a driven shaft 42 a of the compressor 42 is connected between the clutch 38 and the CVT 36. In this case, when the clutch 38 is disengaged, the driven shaft 42a of the compressor 42 is mechanically coupled to the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24. Become. On the other hand, when the clutch 36 is in the connected state, the driven shaft 42 a of the compressor 42 is mechanically coupled to the ring gear R of the second planetary gear mechanism 24. In the present embodiment, paying attention to this point, the energy supply control to the compressor 42 when the vehicle is stopped is performed.

  FIG. 9 shows a processing procedure relating to drive energy supply control according to the present embodiment. This process is repeatedly executed by the control device 50 at a predetermined cycle, for example. In FIG. 9, processes corresponding to the processes shown in FIG. 5 are given the same step numbers for convenience.

  In this series of processes, when there is a drive request for the compressor 42 when the vehicle is stopped (step S12: YES), the clutch 38 is disconnected in step S20. As a result, the mechanical connection between the ring gear R of the second planetary gear mechanism 24 and the rotating shaft 10a of the motor generator 10 and the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism is cut off. The In the subsequent step S14, the energy supplied to the compressor 42 is controlled by operating the transmission ratio of the CVT 36 and the output of the motor generator 10. In this process, regardless of the rotational speed of the motor generator 10, the rotational speed of the drive wheels 14 is fixed to zero by the braking force of the brake. In other words, in the first embodiment, the ring gear R and the second planetary gear mechanism of the first planetary gear mechanism 22 mechanically connected to the drive wheels 14 according to the transmission ratio of the CVT 36 and the rotational speed of the motor generator 10. Although the rotational speed of the 24 carriers C is controlled to zero, in this embodiment, this control is not performed.

  According to the present embodiment described above, the following effects can be obtained in addition to the effects according to the above-described effects of the first embodiment.

  (10) The rotational speed of the motor generator 10 was applied to the driven shaft 42a of the compressor 42 via the CVT 36 with the drive wheel 14 being stopped by the brake. Thereby, a rotational force can be suitably given to the compressor 42.

(Fourth embodiment)
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 10 shows a system configuration diagram according to the present embodiment. In FIG. 10, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the drawing, in this embodiment, an in-vehicle auxiliary machine using the power split device 20 as a drive source is a brake pump 62 provided in the brake actuator 60. The brake pump 62 is for generating brake hydraulic pressure. Specifically, this is for generating the brake hydraulic pressure supplied to the wheel cylinders 64 of the wheels such as the drive wheels 14.

  Specifically, the driven shaft of the brake pump 62 and the ring gear R of the second planetary gear mechanism 24 are mechanically connected via an electronically controlled cutoff means (clutch 66) that cuts off transmission of power between them. Has been. This is performed, for example, by connecting the driven shaft of the brake pump 62 via a clutch to a rotating shaft that rotates integrally with the counter gear engaged with the ring gear R of the second planetary gear mechanism 24. Can do. Thereby, drive energy can be supplied to the brake pump 62 in the manner in which the rotational force is applied to the compressor 42 in the first embodiment.

(Fifth embodiment)
Hereinafter, a fifth embodiment will be described with reference to the drawings, focusing on differences from the first embodiment.

  FIG. 11 shows a system configuration diagram according to the present embodiment. In FIG. 11, members corresponding to those shown in FIG. 1 are given the same reference numerals for the sake of convenience.

  As shown in the figure, in the present embodiment, the on-vehicle auxiliary equipment using the power split device 20 as a driving source is two auxiliary equipments, a brake pump 62 and a compressor 42. Here, the brake pump 62 is mechanically coupled to the ring gear R of the second planetary gear mechanism 24, and the compressor 42 is a sun gear S of the first planetary gear mechanism 22 and a sun gear S of the second planetary gear mechanism 24. Or, it is mechanically connected to the ring gear R of the second planetary gear mechanism 24.

  According to such a configuration, drive energy can be supplied to both the brake pump 62 and the compressor 42. Here, for example, based on the higher priority for controlling the amount of energy supplied to each of the brake pump 62 and the compressor 42 with high accuracy, the transmission ratio of the CVT 36 and the output (rotational speed) of the motor generator 10 ) May be controlled. That is, for example, when the priority of performing the control of the amount of energy supplied to the compressor 42 with high accuracy is higher than the priority of performing the control of the amount of energy supplied to the brake pump 62 with high accuracy, The speed ratio of the CVT 36 and the output (rotation speed) of the motor generator 10 may be controlled based on the amount of energy supplied to the compressor 42.

(Sixth embodiment)
Hereinafter, the sixth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 12 shows a system configuration diagram according to the present embodiment. In FIG. 12, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  In the present embodiment, switching means for switching a rotating body that is mechanically connected to the drive wheels 14 of the power splitting rotating bodies constituting the power split device 20 is provided. In detail, as shown in the figure, the rotating body connected to the drive wheel 14 includes the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 and the ring of the second planetary gear mechanism 24. An electronically controlled clutch 54 for switching is provided so as to be one of the gear R.

  According to such a configuration, the period during which the motor generator 10 and the engine 12 are operated in an efficient rotation speed region can be further extended. That is, for example, during operation of the motor generator 10, the rotational speed of the drive wheel 14 is mechanically coupled to the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24. In order to increase the rotation speed, the rotational speed of the motor generator 10 must be larger than the rotational speed of the drive wheels 14. However, it is not preferable to increase the rotational speed to a region where the efficiency of the motor generator 10 is reduced because energy consumption increases. On the other hand, in this embodiment, the drive wheel 14 is mechanically coupled to the ring gear R of the second planetary gear mechanism 24 under such a situation. Thereby, it is not necessary to increase the rotational speed of the motor generator 10 higher than the rotational speed of the drive wheels 14. Similarly, even when the drive wheels 14 are driven by the engine 12, even if the engine 12 cannot be operated in an efficient region only by adjusting the CVT 36, the connection mode of the drive wheels 14 can be switched to change the engine. 12 can be operated in a more efficient area.

  When there is a request to drive at least the compressor 42 when the vehicle is stopped, the drive wheel 14 is mechanically coupled to the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24. Thus, the clutch 54 is operated. Thereby, the rotational force of the motor generator 10 can be applied to the compressor 42 even when the vehicle is stopped. Incidentally, in the clutch 54, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 and the drive wheels 14 are normally closed, and the clutch 54 is energized when the vehicle is stopped. It is desirable to stop.

  According to the present embodiment described above, the following effects can be obtained in addition to the above-described effects of the first embodiment.

  (11) A switching means (clutch 54) for switching a rotating body that is mechanically connected to the drive wheels 14 among the rotating bodies for power split constituting the power split device 20 is provided. Thereby, the restriction | limiting with respect to the rotational speed of the motor generator 10 or the engine 12 in the request | requirement of making the rotational speed of the drive wheel 14 into a desired value can be eased. For this reason, the operating region of the motor generator 10 and the engine 12 can be made more appropriate.

(Seventh embodiment)
Hereinafter, the seventh embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 13 shows a system configuration diagram according to the present embodiment. In FIG. 13, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, in the power split device 20 according to the present embodiment, the carrier C of the first planetary gear mechanism 22 and the ring gear R of the second planetary gear mechanism 24 are mechanically connected, and these are connected to the engine 12. It is a rotating body for applying initial rotation. Further, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are mechanically connected, and these are mechanically connected to the drive wheels 14 (however, for the sake of convenience in the figure, The driving wheel 14 is omitted, and a path mechanically connected to the driving wheel 14 instead is indicated as “out”). The sun gear S of the first planetary gear mechanism 22 is a rotating body (rotating body connected to the transmission shaft) to which the torque of the engine 12 is applied, and the motor generator 10 is mechanically connected via the clutch 38 and the CVT 36. The rotating bodies are connected to each other. Further, the rotating shaft 12 a of the motor generator 10 is mechanically connected to the sun gear S of the second planetary gear mechanism 24.

  The driven shaft 42 a of the compressor 42 is mechanically connected to the sun gear S of the second planetary gear mechanism 24.

  Also according to the present embodiment described above, effects similar to the above-described effects of the first embodiment can be obtained.

(Eighth embodiment)
Hereinafter, the eighth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 14 shows a system configuration according to the present embodiment. In FIG. 14, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, in the power split device 20 according to the present embodiment, the carrier C of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 are mechanically connected, and these are initially connected to the engine 12. It is a rotating body for imparting rotation. Further, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are mechanically connected, and these are mechanically connected to the drive wheels 14 (however, for the sake of convenience in the figure, The driving wheel 14 is omitted, and a path mechanically connected to the driving wheel 14 instead is indicated as “out”). The sun gear S of the first planetary gear mechanism 22 is a rotating body (rotating body connected to the transmission shaft) to which the torque of the engine 12 is applied, and the motor generator 10 is mechanically connected via the clutch 38 and the CVT 36. The rotating bodies are connected to each other. Further, the rotating shaft 12 a of the motor generator 10 is mechanically connected to the ring gear R of the second planetary gear mechanism 24.

  The driven shaft 42 a of the compressor 42 is mechanically connected to the ring gear R of the second planetary gear mechanism 24.

  Also according to the present embodiment described above, it is possible to obtain effects according to the above-described effects of the first embodiment.

(Ninth embodiment)
Hereinafter, the ninth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 15 shows a system configuration according to the present embodiment. In FIG. 15, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, in the power split device 20 according to the present embodiment, the carrier C of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 are mechanically connected, and these are initially connected to the engine 12. It is a rotating body for imparting rotation. Further, the sun gear S of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are mechanically connected, and these are mechanically connected to the drive wheels 14 (however, in the drawing, for the sake of convenience, the drive The wheel 14 is omitted, and a path mechanically connected to the driving wheel 14 is described as “out” instead). The ring gear R of the second planetary gear mechanism 24 is a rotating body (rotating body coupled to the transmission shaft) to which the torque of the engine 12 is applied, and the motor generator 10 is connected via the clutch 38 and the CVT 36. The rotating body is mechanically connected. Further, the rotating shaft 12 a of the motor generator 10 is mechanically connected to the ring gear R of the first planetary gear mechanism 22.

  The driven shaft 42 a of the compressor 42 is mechanically connected to the ring gear R of the first planetary gear mechanism 22.

  Also according to the present embodiment described above, it is possible to obtain effects according to the above-described effects of the first embodiment.

(Tenth embodiment)
Hereinafter, the tenth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 16 shows a system configuration according to the present embodiment. In FIG. 16, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, in the present embodiment, two motor generators for running the vehicle are mounted instead of providing the CVT 36.

  In the power split device 20 according to the present embodiment, the ring gear R of the first planetary gear mechanism 22 and the ring gear R of the second planetary gear mechanism 24 are mechanically connected, and these are connected to the second motor generator 10B. The rotating body is mechanically coupled and is provided with torque of the engine 12 via the one-way bearing 34. Further, the sun gear S of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are mechanically connected, and these are mechanically connected to the drive wheels 14 (however, in the drawing, for the sake of convenience, the drive The wheel 14 is omitted, and a path mechanically connected to the driving wheel 14 is described as “out” instead). Further, the sun gear S of the second planetary gear mechanism 24 is mechanically coupled to the first motor generator 10A. Further, the carrier C of the first planetary gear mechanism 22 is a rotating body for applying initial rotation to the engine 12 via the clutch 30 and the one-way bearing 32.

  The driven shaft 42 a of the compressor 42 is mechanically connected to the sun gear S of the second planetary gear mechanism 24.

  According to such a configuration, the rotational force of at least one of the first motor generator 10A and the second motor generator 10B can be applied to the compressor 42. Note that it is not necessary for both the first motor generator 10A and the second motor generator 10B to function as a motor / generator, and at least one of them may have a function as a motor. Here, when there exists what functions only as a generator, the electric energy generated by this generator is consumed by the electric motor to run the vehicle. Further, the generator has a function of giving a braking force when the vehicle requests it. Furthermore, the generator also has a function of controlling the rotational speed of the rotating body of the power split device 20. Each of these functions is a function provided in a rotating electrical machine for running the vehicle.

  According to the present embodiment described above, it is possible to obtain effects according to the effects (1) to (3) and (5) to (9) of the first embodiment.

(Eleventh embodiment)
Hereinafter, the eleventh embodiment will be described with reference to the drawings with a focus on differences from the previous tenth embodiment.

  FIG. 17 shows a system configuration according to the present embodiment. In FIG. 17, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, this embodiment also has two motor generators instead of having the CVT 36.

  In the power split device 20 according to the present embodiment, the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 are mechanically connected, and these are mechanically connected to the second motor generator 10B. It is connected to. Further, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are mechanically connected, and these are mechanically connected to the drive wheels 14 (however, for the sake of convenience in the figure, The driving wheel 14 is omitted, and a path mechanically connected to the driving wheel 14 instead is indicated as “out”). The ring gear R of the second planetary gear mechanism 24 is a rotating body that is mechanically coupled to the first motor generator 10 </ b> A and to which the torque of the engine 12 is applied via the one-way bearing 34. Further, the carrier C of the first planetary gear mechanism 22 is a rotating body for imparting initial rotation to the engine 12.

  Then, the compressor 42 is mechanically connected to the ring gear R of the second planetary gear mechanism 24, so that the rotational force of the ring gear R of the second planetary gear mechanism 24, the carrier C of the first planetary gear mechanism 22, and the like is increased. In addition, transmission to the driven shaft 42a of the compressor 42 is possible.

  Also according to the present embodiment described above, it is possible to obtain effects according to the effects (1) to (3) and (5) to (9) of the first embodiment.

(Twelfth embodiment)
Hereinafter, the twelfth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  In the present embodiment, the present invention is applied to a so-called electric vehicle that is a vehicle that does not include the engine 12 and includes only the motor generator 10 as a main engine of the vehicle.

  FIG. 18 shows a system configuration according to the present embodiment. In FIG. 18, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, the configuration of the power split device 20 according to the present embodiment and the connection mode between the power split device 20 and the compressor 42 and the motor generator 10 are the same as those in the first embodiment.

(13th Embodiment)
Hereinafter, the thirteenth embodiment will be described with reference to the drawings, centering on differences from the previous twelfth embodiment.

  Also in this embodiment, the present invention is applied to an electric vehicle.

  FIG. 19 shows a system configuration according to the present embodiment. In FIG. 19, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

As illustrated, the power split device 20 according to the present embodiment includes a single planetary gear mechanism. The drive wheel 14 is mechanically coupled to the carrier C of the planetary gear mechanism (
However, in the figure, for the sake of convenience, the driving wheel 14 is omitted, and a path mechanically connected to the driving wheel 14 is described as “out” instead). A motor generator 10 is mechanically connected to the ring gear R and the sun gear S of the planetary gear mechanism. Specifically, a CVT 36 and a clutch 38 are connected between the sun gear S and the motor generator 10.

  The driven shaft 42a of the compressor 42 is mechanically connected to the ring gear R of the planetary gear mechanism, so that the rotational force of the ring gear R and the sun gear S can be transmitted to the driven shaft 42a of the compressor 42. Yes.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  -Of the rotators constituting the power split device 20, the rotators that are mechanically coupled to the auxiliary machine are not limited to those exemplified in the above embodiments. In short, it is sufficient that the rotating body is different from the rotating body mechanically connected to the drive wheel 14 at least when the vehicle is stopped.

  In the first to third and sixth to thirteenth embodiments, an auxiliary machine that uses a rotating body constituting the power split device 20 as a power source may be used as a brake pump 62 instead of the compressor 42.

  The fourth to ninth, twelfth, and thirteenth embodiments may be changed according to changes of the third embodiment with respect to the first embodiment.

  In the fifth embodiment, mechanical connection points between the compressor 42 and the brake pump 62 and the power split device 20 may be interchanged.

  In the first to ninth, twelfth, thirteenth and thirteenth embodiments, the required maximum energy of the auxiliary machine is substantially “50%” of the required maximum output of the motor generator 10, but is not limited thereto. However, the maximum value of the required output of the auxiliary machine (the maximum value of the sum of the outputs required simultaneously when there are a plurality of auxiliary machines using the power split device 20 as the power source) is compared with the maximum output of the motor generator 10. Therefore, for example, it is desirable that it is “25%” or more, and more desirably “35%” or more.

  However, such setting is also desirable in the tenth and eleventh embodiments. Therefore, for example, in the tenth and eleventh embodiments, the CVT between the first motor generator 10A or the second motor generator 10B and the power split device 20 or between the power split device 20 and the drive wheels 14 is used. It is also conceivable that the transmission gear ratio is set to a very low gear ratio when the vehicle is started, for example. As a result, the torque that can be applied to the drive wheels 14 can be increased without increasing the size of the first motor generator 10A or the second motor generator 10B.

  In the third embodiment, the compressor 42 may be modified to be provided between the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 and the clutch 38. In this case, when the vehicle is stopped, the clutch 38 may be disconnected and the drive of the CVT 36 may be stopped. Even in this case, if the rotational speeds of the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 are fixed to zero by the brake, the rotational speed of the motor generator 10 is manipulated. The rotational speeds of the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 can be controlled. For this reason, the rotational speed of the driven shaft 42 a of the compressor 42 can be controlled by the rotational speed of the motor generator 10.

  In the first to ninth embodiments, the arrangement of the CVT 36 and the clutch 38 may be switched. That is, for example, in the first embodiment, the clutch 38 is disposed on the rotating shaft 10a side, and the CVT 36 is disposed on the sun gear S side of the first planetary gear mechanism 22 and the sun gear S side of the second planetary gear mechanism 24. Also good.

  In the first to eleventh embodiments, the clutch 30 is provided on the power split device 20 side (starting shaft side) and the one-way bearing 32 is provided on the rotating shaft 12a side of the engine 12, but the reverse may be possible. Further, a clutch may be provided on each side of the one-way bearing 32.

  The method for transmitting the rotational force of the rotating body constituting the power split device 20 to the auxiliary machine is not limited to those exemplified in the above embodiments. For example, power may be applied from the belt to the accessory by pressing the driven shaft of the accessory on the belt of the CVT 36. In this case, for example, in the configuration illustrated in FIG. 1, the rotating bodies that can be mechanically connected to the auxiliary machine are the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24. And the ring gear R of the second planetary gear mechanism 24. In other words, the rotating bodies to which power is transmitted to the auxiliary machine at the same time are the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24, and the ring gear R of the second planetary gear mechanism 24. It becomes.

  In the first to eleventh embodiments, there is provided means (clutch 30) for interrupting power transmission on a path for transmitting power from the power split device 20 to the rotating shaft 12a of the engine 12 in order to start the engine 12. However, it is not limited to this. Even if this is not provided, the auxiliary machine can be driven using the rotational energy of the rotating body constituting the power split device 20 when the vehicle is stopped.

  The one-way transmission mechanism that transmits power on condition that the relative rotational speed of the starting shaft of the power split device 20 with respect to the rotating shaft 12a of the engine 12 is not negative is not limited to the one-way bearing 32. For example, a one-way clutch may be used. Furthermore, the rotating shaft 12a is not limited to be swung by the starting shaft without sliding, and power may be applied while sliding.

  As power transmission control means for transmitting and interrupting power between the starting shaft of the power split device 20 and the rotating shaft 12a of the engine 12, the starting shaft of the power split device 20 relative to the rotating shaft 12a of the engine 12 However, the present invention is not limited to a one-way transmission mechanism that transmits power on condition that the rotational speed is not negative. For example, only the clutch 30 may be provided. Even in this case, after the engine 12 is started, the rotating shaft 12a of the engine 12 and the starting shaft are shut off to start the engine 12, and then the rotating body having a higher rotational speed than the starting shaft and the engine 12 Can be mechanically coupled.

  The one-way transmission mechanism that transmits power on condition that the relative rotation speed of the rotation shaft 12a of the engine 12 with respect to the transmission shaft of the power split device 20 is not negative is not limited to the one-way bearing 34. For example, a one-way clutch may be used. Furthermore, the transmission shaft is not limited to be slid by the rotating shaft 12a, and power may be applied while sliding.

  As power transmission control means for transmitting and interrupting power between the transmission shaft of the power split device 20 and the rotary shaft 12a of the engine 12, the relative rotation of the rotary shaft 12a of the engine 12 with respect to the transmission shaft of the power split device 20 However, the present invention is not limited to a one-way transmission mechanism that transmits power on condition that the rotational speed is not negative. For example, a clutch similar to the clutch 30 may be provided. Even in this case, the rotation shaft 12a of the engine 12 and the transmission shaft can be appropriately connected by connecting the clutch with the rotation speed of the engine 12 and the rotation speed of the transmission shaft being matched. .

  -In 1st Embodiment, although the axis | shaft connected with the sun gear of the 1st planetary gear mechanism 22 and the 2nd planetary gear mechanism 24 was used as a transmission shaft, it is not restricted to this, For example, the 2nd planetary gear mechanism 24 It may be a shaft connected to the ring gear. Similarly, in the second to ninth embodiments, the transmission shaft may be a shaft mechanically coupled to the rotation shaft 10 a of the motor generator 10. Further, the method of using the transmission shaft as a shaft mechanically coupled to the rotation shaft 10a of the motor generator 10 is not limited to the above, and for example, the transmission shaft of the motor generator 10 in the first to ninth embodiments is used. The rotary shaft 10a may be mechanically connected without using the CVT 36. That is, for example, in FIG. 1 described above, the shaft rotating integrally with the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 and the rotating shaft 10a of the motor generator 10 may be coaxial. Further, for example, the motor generator 10 may be mechanically coupled to the clutch 38 side of the CVT 36.

  -You may change 2nd-5th, 7th-13th embodiment by the change of 6th Embodiment with respect to 1st Embodiment. At this time, the pair of rotating bodies mechanically coupled to the drive wheels 14 by switching is not limited to those having the same reference numerals in the nomograph. Even if it is a case where it becomes a reverse sign, the path | route for transmitting motive power to the drive wheel 14 can be switched suitably by interposing the appropriate means which changes a rotation direction.

  Furthermore, it is not necessary that one of the pair of rotating bodies mechanically connected to the drive wheels 14 by switching is mechanically connected to the rotating shaft 10a of the motor generator 10 without the CVT 36 interposed therebetween. For example, in FIG. 1, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24, the sun gear S of the first planetary gear mechanism 22, and the sun gear S of the second planetary gear mechanism 24 It may be. Further, for example, the ring gear R of the first planetary gear mechanism 22 and the carrier C of the second planetary gear mechanism 24 and the carrier C of the first planetary gear mechanism 22 may be used.

  The power split device configured to include the first planetary gear mechanism 22 and the second planetary gear mechanism 24 is not limited to those exemplified in the above embodiments. Generally, each of two of the three rotating bodies (sun gear, carrier, ring gear) included in the first planetary gear mechanism 22 is allocated to two of the three rotating bodies included in the second planetary gear mechanism 24. And may be mechanically connected to each other. FIGS. 20 (a) to 20 (j) and FIGS. 21 (a) to 21 (j) show typical collinear diagrams using such a power split device. These nomographs show the connection relationship between the six rotating bodies provided in the first planetary gear mechanism 22 and the second planetary gear mechanism 24, and the four rotational speeds arranged on one straight line in the nomograph. It defines the correspondence. However, the ratio of the number of teeth of the sun gear to the number of teeth of the ring gear is schematically shown, and this figure itself is not intended to define the actual ratio.

  In these nomographs, the sun gear S, the carrier C, and the ring gear R corresponding to the first planetary gear mechanism 22 are shown on the upper side in the drawing. Therefore, for example, FIG. 20B and FIG. 20C show the number of teeth of the sun gear with respect to the number of teeth of the ring gear of the first planetary gear mechanism 22 in which the ring gears and the carriers are mechanically connected to each other. And the ratio of the number of teeth of the sun gear to the number of teeth of the ring gear of the second planetary gear mechanism 24 are different from each other. Even when such a power split device is used, a motor generator is connected to a rotating body corresponding to the rotational speeds at both ends of the nomograph, and the intermediate rotational speeds of the nomograph are sequentially changed from the left to the engine 12. By using the rotational speed of the rotating body connected to the starting shaft and the drive wheel 14, the effect according to the first embodiment can be obtained.

  Further, two of the three rotating bodies included in the first planetary gear mechanism 22 are allocated to two of the three rotating bodies included in the second planetary gear mechanism 24 and mechanically connected to each other. Not limited to things. For example, one of the three rotating bodies included in the first planetary gear mechanism 22 may be mechanically coupled to one of the three rotating bodies included in the second planetary gear mechanism 24. Even in this case, for example, the driving wheel is connected to a pair of rotating bodies that are mechanically connected to each other, and the engine and the motor generator 10 are mechanically connected to four other rotating bodies. As a result, the vehicle can be driven and energy can be supplied to the auxiliary equipment. Specifically, for example, the engine is mechanically coupled to one of the four rotating bodies, and the motor generator 10 is directly mechanically coupled to one of the remaining three rotating bodies. The motor generator 10 may be mechanically coupled to the two rotating bodies via a CVT. Alternatively, some of the six rotating bodies may be fixed. Incidentally, in such a configuration, the collinear chart is determined not only by the rotation speed arranged on one straight line but also by the rotation speed arranged on two straight lines that intersect at one point.

  The power split device mounted on the hybrid vehicle is not limited to the one configured by including the first planetary gear mechanism 22 and the second planetary gear mechanism 24. For example, a single planetary gear mechanism may be provided. Specifically, for example, the first motor generator is mechanically connected to the sun gear of a single planetary gear mechanism, the second motor generator and drive wheels are mechanically connected to the ring gear, and the engine is mechanically connected to the carrier. May be connected to each other. In this case, the auxiliary machine is mechanically connected to the sun gear or the carrier, and the driving wheel is fixed by the operation of the brake actuator, so that the auxiliary machine can be used by utilizing the rotational energy of the rotating body of the power split device when the vehicle is stopped. Can be driven. At this time, it is desirable to provide the clutch 30 and the like in order to release the mechanical connection between the engine and the carrier. In such a system, if the rotational speed of either the sun gear or the carrier can be zero and the driving force of the auxiliary machine is required at such time, the rotation of at least one of the sun gear and the carrier is required. Energy may be supplied to the auxiliary machine. This can be realized by providing a one-way transmission mechanism that transmits power on condition that the rotational speeds of the sun gear and the carrier are not negative with respect to the rotational speed of the driven shaft of the auxiliary machine.

  -As a power split device, the thing described in the said patent documents 1-3 may be sufficient, for example. Even in such a case, the rotational force of a rotating body other than the rotating body that is mechanically coupled to the drive wheels can be transmitted to the auxiliary machine, thereby suppressing restrictions on the control of the rotational speed of the auxiliary machine as much as possible. Can do. Also, by connecting an auxiliary machine to a rotating body other than the rotating body that is mechanically coupled to the drive wheels and whose rotational speed can be other than zero when the vehicle is stopped, The auxiliary machine can be driven using the rotational energy of the rotating body of the power split device.

  The compressor 42 is not limited to a variable displacement type, and may have a fixed discharge capacity.

  In each of the above embodiments, electronically controlled power transmission control means (clutches 44 and 66) for controlling mechanical connection and disconnection between the rotating body of the power split device 20 and the auxiliary machine are provided. It does not have to be. Even in this case, rotational energy can be supplied to the auxiliary machine.

  One direction for transmitting power when the rotational speed of the rotating body is not negative with respect to the rotational speed of the driven shaft of the auxiliary machine as means for controlling mechanical connection and disconnection between the rotating body and the auxiliary machine of the power split device 20 A transmission means may be provided.

  -As an in-vehicle auxiliary machine, it is not restricted to what was illustrated by said each embodiment. For example, the fuel pump of the engine 12 may be used. Further, for example, an oil pump for supplying lubricating oil to the engine 12, a transmission, or the like may be used. Further, for example, a water pump for circulating cooling water for cooling the engine 12 may be used. Further, for example, an air supply device may be used to pressurize and supply fresh air to the combustion chamber of the engine 12. For example, an air pump for supplying air to the exhaust passage of the engine 12 may be used. Here, the number of auxiliary machines that are mechanically connected to one rotating body that constitutes the power split device 20 may be one or more. Moreover, you may mechanically connect each another auxiliary machine to the 3 or more rotary body which comprises the power split device 20, respectively. In the case where a driving force is required only when the engine 12 is operating, such as an air pump or an air supply device, it is also effective not to supply power when the vehicle is stopped.

  As a mechanical continuously variable transmission interposed between the motor generator 10 and a rotating body corresponding to a pair of rotational speeds arranged in a straight line on a collinear diagram defining the power split device 20, a belt type For example, a traction drive type may be used. Moreover, not only a mechanical type but a hydraulic type may be used. Furthermore, it is not limited to a continuously variable transmission, but may be a stepped transmission. Note that the rotating body corresponding to the pair of rotation speeds is not limited to the rotating body corresponding to the rotation speeds at both ends of the alignment chart.

  The mechanical connection method between the drive wheel 14, the engine 12, and the motor generator 10 and the power split device 20 is not limited to those schematically shown in the above embodiments. For example, a reduction mechanism such as a reduction gear, a counter gear, or the like may be further provided between the power split device 20 and the drive wheel 14. Here, the counter gear is used in accordance with specifications such as the rotational direction of the engine 12, thereby enabling the power of the power split device 20 to be more appropriately applied to the drive wheels 14. The mechanical connection between the drive wheel 14 and the power split device 20 is not limited to using only a rigid body such as a gear, and for example, a chain or a belt may be used.

  Similarly, it is also effective to provide a counter gear between the engine 12 and the transmission shaft and drive shaft of the power split device 20 according to specifications such as the rotational direction of the engine 12. Further, a speed increasing mechanism such as a speed increasing gear or a speed reducing mechanism such as a speed reducing gear may be provided between the engine 12 and the power split device 20. Furthermore, the mechanical connection between the engine 12 and the power split device 20 is not limited to using only a rigid body such as a gear, and for example, a chain or a belt may be used.

  Similarly, when the motor generator 10 and the power split device 20 are mechanically connected without using the CVT 36, a speed increasing mechanism such as a speed increasing gear or a speed reducing mechanism such as a speed reducing gear may be provided. In addition, as a method of mechanically connecting one motor generator 10 to the sun gear S and the ring gear R of the planetary gear mechanism using the CVT 36, the CVT 36 is not used as illustrated in FIG. The method is not limited to providing the counter gear CN on the side. For example, in FIG. 1, when mechanically connecting the sun gear S of the first planetary gear mechanism 22 and the sun gear S of the second planetary gear mechanism 24 to the CVT 36, a reversing means such as a counter gear CN may be used. In these, it is assumed that the rotational speed of the carrier C can be zero when the signs of the rotational speeds of the sun gear S and the ring gear R are opposite as planetary gear mechanisms, but the planetary gear mechanism is not limited to this. For example, when the sun gear S and the ring gear R have the same rotation speed sign as the planetary gear mechanism, the rotation speed of the carrier C may be zero. This can be realized by a so-called double planetary gear type planetary gear mechanism (see, for example, JP-A-2001-108073). Furthermore, the mechanical connection between the motor generator 10 and the power split device 20 without using the CVT 36 is not limited to using only a rigid body such as a gear, and for example, a chain or a belt may be used.

  In each of the above-described embodiments, one or two rotating electric machines for vehicle traveling are provided, but three or more rotating electric machines may be provided.

  The rotating electric machine is not limited to a three-phase AC rotating electric machine, and may be, for example, a brushed DC motor or an induction motor. In these cases, the power conversion circuit that supplies power to the rotating electrical machine may be appropriately changed. Moreover, when using a DC motor with a brush, it is desirable to attach this externally to a case filled with oil in the power split device 20. This is because the contact of the brushed DC motor may cause conduction failure due to oil. On the other hand, when using a brushless DC motor, it may be externally attached to the case, but it is desirable to accommodate it in the case. This is because the motor can be cooled by oil. Incidentally, in the first to sixth embodiments and the like, when a wet type is used as the CVT 36, the CVT 36 is also in the case. Therefore, when the motor generator 10 is mounted outside the case, it is desirable to connect the rotating shaft 10a to the counter gear CN shown in FIG. However, even when the motor generator 10 is housed in the case, the rotating shaft 10a can be connected to the counter gear CN.

  In the first to eleventh embodiments, one internal combustion engine is provided. However, two or more internal combustion engines may be provided.

  DESCRIPTION OF SYMBOLS 10, 10A, 10B ... Motor generator (one embodiment of a rotary electric machine), 20 ... Power split device, 22, 24 ... Planetary gear mechanism, 44, 66 ... Clutch (one embodiment of interruption | blocking means), 42 ... Compressor (complement) One embodiment of the machine), S ... sun gear (one embodiment of the power split rotor), C ... carrier (one embodiment of the power split rotor), R ... ring gear (one power split rotor) Form).

Claims (18)

In a vehicle-mounted power transmission device including a rotating electric machine for driving a vehicle and a rotating body for power splitting of driving wheels and including three or more power splitting rotating bodies that rotate in conjunction with each other.
In-vehicle, characterized in that the rotational force of a second rotating body different from the first rotating body mechanically connected to the drive wheel among the power split rotating bodies can be transmitted to an in-vehicle auxiliary machine. Power transmission device.   The in-vehicle power transmission according to claim 1, wherein the second rotating body can take a value other than zero in a situation where the rotating speed of the first rotating body is zero. apparatus.   The on-vehicle power transmission device according to claim 2, wherein the rotating electrical machine includes a mechanically connected rotating body different from the first rotating body among the rotating bodies for power split.   The rotation speed of the second rotating body can be variably controlled by operating the rotating speed of the rotating electrical machine in a situation where the rotating speed of the first rotating body is zero. 3. The in-vehicle power transmission device according to 3. The power split rotator includes three or more rotators whose rotational speeds are aligned on a straight line in a collinear diagram,
The three or more rotating bodies arranged on the straight line include the first rotating body and the second rotating body,
The on-vehicle power transmission device according to claim 4, wherein at least a pair of the three or more rotating bodies arranged on a straight line is mechanically coupled to the rotating electrical machine. The rotating electrical machines mechanically connected to the pair of rotating bodies are the same rotating electrical machine,
The in-vehicle power transmission device according to claim 4, further comprising a transmission that adjusts a transmission ratio as means for mechanically connecting at least one of the pair of rotating bodies and the rotating electrical machine. Comprising first and second planetary gear mechanisms comprising three rotating bodies consisting of a sun gear, a carrier and a ring gear;
Each of the two rotating bodies of the three rotating bodies included in the first planetary gear mechanism is assigned to two rotating bodies of the three rotating bodies included in the second planetary gear mechanism. Mechanically linked to each other,
The three or more rotators arranged on the straight line are four rotators of which the rotation speeds among the six rotators included in the first and second planetary gear mechanisms can be different from each other. The in-vehicle power transmission device according to claim 5 or 6.   The rotational speed corresponding to the first rotating body is between a pair of rotational speeds corresponding to a pair of rotating bodies mechanically connected to the rotating electrical machine on a collinear diagram. The vehicle-mounted power transmission device according to any one of 5 to 7. The power split rotator is a rotator for power split between an internal combustion engine, the rotating electrical machine, and the drive wheels,
9. The apparatus according to claim 2, further comprising a shut-off unit configured to cut off transmission of power between the internal combustion engine and the power split rotor when the internal combustion engine is stopped. The in-vehicle power transmission device described. The power split rotator includes three or more rotators whose rotational speeds are aligned on a straight line in a collinear diagram,
The three or more rotating bodies arranged on the straight line include the first rotating body and the second rotating body,
At least one of the three or more rotating bodies arranged in a straight line is mechanically coupled to the rotating electrical machine;
Under the situation where the rotational speed of the first rotating body is zero, the rotational speed of the second rotating body is variable by operating the rotational speed of the rotating electrical machine in a state where the driving wheel is stopped by the braking means. The vehicle-mounted power transmission device according to claim 4, wherein the power transmission device is controllable.   11. A switching means for switching a rotating body mechanically connected to the drive wheel to a rotating body other than the first rotating body among the power split rotating bodies. The vehicle-mounted power transmission device according to any one of the above.   The in-vehicle power transmission device according to any one of claims 1 to 11, wherein the auxiliary device includes a device that can cause a drive request when the vehicle is stopped.   The on-vehicle power transmission device according to claim 12, wherein the auxiliary machine includes a compressor of an on-vehicle air conditioner.   The in-vehicle power transmission device according to any one of claims 1 to 13, further comprising an electronic control type cutoff means that blocks transmission of power between the second rotating body and the auxiliary machine. The in-vehicle power transmission device according to any one of claims 1 to 14,
A vehicle power control system comprising: control means for controlling the rotational speed of the second rotary body to other than zero under a situation where the rotational speed of the first rotary body is zero. The in-vehicle power transmission device according to any one of claims 1 to 14,
A vehicle power control system comprising: a limiting unit that limits an energy consumption amount of the auxiliary machine when an output required for the rotating electrical machine exceeds a specified value.   The vehicle power control system according to claim 15 or 16, further comprising the auxiliary machine. In a vehicle mounted with a rotating electrical machine for running a vehicle, in a method for selecting a power source of an in-vehicle auxiliary machine that selects a power source of an auxiliary machine mounted on the vehicle,
As a vehicle on which the auxiliary machine is mounted, an in-vehicle power transmission device that includes three or more power splitting rotating bodies that rotate in conjunction with each other and that is a rotating body for power splitting of the rotating electric machine and driving wheels is mounted. Select what you want to
The on-vehicle auxiliary device is characterized in that a rotational force of a second rotating body different from the first rotating body mechanically coupled to the driving wheel among the power split rotating bodies is selected as the driving source. How to select the power source of the machine.

Images