JP2013203259A - Vehicle transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle transmission which includes a continuously variable transmission and a stepped transmission, and which enables a variable speed ratio width of the stepped transmission to be set large.SOLUTION: A vehicle transmission includes: a continuously variable transmission 10 which makes a torque from an engine ENG side be input into an input shaft 14; and a stepped transmission 20 which is arranged between an output shaft 15 of the continuously variable transmission 10 and a driving wheel W, and which includes a differential mechanism having at least four mutually and relatively rotatable rotating elements including the rotating element connected to a side of an output shaft 15 of the continuously variable transmission 10, the rotating element connected to its own output shaft 22 to a side of the driving wheel W and the rotating element connected to a side of the rotating shaft of a motor/generator MG. The stepped transmission 20 has the rotating elements respectively connected to the side of the output shaft 15 of the continuously variable transmission 10, the side of the rotating shaft of the motor/generator MG and the output shaft 22 to the side of the driving wheel W so that the output shaft 22 to the side of the driving wheel W can be arranged between the side of the output shaft 15 of the continuously variable transmission 10 and the side of the rotating shaft of the motor/generator MG on a nomographic chart of the differential mechanism.

Description

  The present invention relates to a transmission for a vehicle including a continuously variable transmission and a stepped transmission.

  2. Description of the Related Art Conventionally, a vehicular transmission including two types of continuously variable transmission and stepped transmission is known. For example, this vehicular transmission includes a belt-type continuously variable transmission in which engine torque is input to an input shaft, and a high and low two-stage interposed between the output shaft of the continuously variable transmission and drive wheels. The one provided with a stepped transmission is described in Patent Document 1 below. The stepped transmission of Patent Document 1 includes a Ravigneaux-type planetary gear mechanism and a plurality of frictional engagement elements that change the linkage state of the rotating elements of the planetary gear mechanism when the gear position is switched.

JP 2011-21721 A

  By the way, in this type of vehicle transmission, the through transmission ratio (multiplier value of the transmission ratio of each of the continuously variable transmission and the stepped transmission) is kept constant, and the continuously variable transmission and the stepped transmission are maintained. The transmission may be shifted together. At the time of the coordinated shift control, the stepped transmission takes a reaction force against the input from the continuously variable transmission by the frictional engagement element. Here, when comparing the above-mentioned continuously variable transmission and the stepped transmission, the continuously variable transmission has a lower speed than the stepped transmission, and started a shifting operation at the same time as the stepped transmission. However, it takes more time to complete the shift than the stepped transmission. Therefore, when performing cooperative shift control between the continuously variable transmission and the stepped transmission, the stepped transmission is slid with the frictional engagement element in a semi-engaged state during the shift period of the continuously variable transmission. . Therefore, conventionally, a stepped transmission has a gear ratio width (a width between a minimum gear ratio and a maximum gear ratio) in order to reduce the load of a frictional engagement element during cooperative gear shift control that takes a reaction force against an input. Is set narrower.

  Accordingly, the present invention provides a vehicular transmission including a continuously variable transmission and a stepped transmission that can improve the disadvantages of the conventional example and can set a wide speed ratio width of the stepped transmission. Is the purpose.

  In order to achieve the above object, the present invention is a continuously variable transmission in which torque from the engine side is input to an input shaft, and is disposed between an output shaft of the continuously variable transmission and a drive wheel. Relative relation between the rotating element connected to the output shaft side of the transmission, the rotating element connected to the output shaft to the drive wheel of the transmission itself, and the rotating element connected to the rotating shaft side of the motor / generator A stepped transmission including a differential mechanism having at least four rotating elements capable of rotating, and the stepped transmission of the continuously variable transmission on the collinear diagram of the differential mechanism The rotary elements are connected to the output shaft side of the continuously variable transmission and the motor / generator so that the output shaft to the drive wheel side is disposed between the output shaft side and the rotary shaft side of the motor / generator. Connected to the rotating shaft side of the motor and the output shaft to the drive wheel side. .

  Here, when the input / output of the secondary battery connected to the motor / generator is limited, it is desirable to perform shift control of the through gear ratio by engine speed control and shift control of the stepped transmission.

  In addition, the stepped transmission includes an engagement control unit that changes a differential state of the differential mechanism by engaging a predetermined one of the rotating elements as an engagement target. It is desirable to switch between the two shift speeds by changing the differential state of the differential mechanism at the section.

  The engagement control unit is preferably a dog clutch.

  The vehicular transmission according to the present invention is based on a continuously variable transmission that has been conventionally taken while sliding a frictional engagement element of a stepped transmission when performing cooperative shift control of the stepless transmission and the stepped transmission. The motor / generator can handle the reaction force against the input. For this reason, the vehicle transmission according to the present invention does not need to slide the frictional engagement element during the coordinated shift control, so that the gear ratio width of the stepped transmission can be set wider than before. Accordingly, in this vehicular transmission, the speed ratio width of the continuously variable transmission can be set narrow, so that the continuously variable transmission can be reduced in size. Further, in this vehicle transmission, a dog clutch that does not need to cause slipping can be applied instead of the frictional engagement element that causes slipping, so that the occurrence of drag loss can be suppressed low and fuel consumption can be improved.

FIG. 1 is a diagram showing a configuration of a vehicle transmission device according to the present invention and a vehicle on which the vehicle transmission device is mounted. FIG. 2 is a diagram illustrating an example of a specific configuration of the stepped transmission according to the embodiment. FIG. 3 is a diagram for explaining the configuration and operation of the connecting / disconnecting device in the stepped transmission of the embodiment. FIG. 4 is a diagram illustrating a specific configuration and operation of the connecting / disconnecting device in the stepped transmission according to the embodiment. FIG. 5 is a diagram illustrating the configuration and operation of the connecting / disconnecting device in the stepped transmission of the embodiment. FIG. 6 is a diagram illustrating a specific configuration and operation of the connecting / disconnecting device in the stepped transmission according to the embodiment. FIG. 7 is a diagram illustrating a correspondence relationship between the state of the clutch and the brake and the traveling mode of the vehicle in the embodiment. FIG. 8 is a collinear diagram when the engine is running and when the vehicle is moving forward. FIG. 9 is a collinear diagram when the engine is running and when the vehicle is traveling backward. FIG. 10 is a collinear diagram at the time of EV traveling and at the time of forward movement in the embodiment. FIG. 11 is a collinear diagram at the time of EV traveling and reverse traveling in the embodiment. FIG. 12 is a collinear diagram at the time of stationary power generation in the example. FIG. 13 is a diagram comparing the relationship between the through speed ratio width, the CVT speed ratio width, and the AT speed ratio width with the conventional one. FIG. 14 is an alignment chart at the time of cooperative shift control of the continuously variable transmission and the stepped transmission of the embodiment. FIG. 15 is a time chart at the time of cooperative shift control of the continuously variable transmission and the stepped transmission of the embodiment. FIG. 16 is a diagram illustrating a problem when the CVT gear ratio width and the AT gear ratio width are the same. FIG. 17 is a diagram illustrating an overlap region between the CVT gear ratio width and the AT gear ratio width. FIG. 18 is a flowchart illustrating the shift control of the vehicle transmission device according to the embodiment. FIG. 19 is a diagram illustrating an example of a specific configuration of a stepped transmission according to a modification. FIG. 20 is a collinear diagram when the engine is running and when the engine is moving forward.

  Hereinafter, embodiments of a transmission for a vehicle according to the present invention will be described in detail with reference to the drawings. The present invention is not limited to the embodiments.

[Example]
An embodiment of a vehicle transmission according to the present invention will be described with reference to FIGS.

  Reference numeral 1 in FIG. 1 indicates the transmission for a vehicle according to this embodiment. The vehicle transmission device 1 includes a continuously variable transmission 10 and a stepped transmission 20, and the stepped transmission 20 is used as a sub-transmission of the continuously variable transmission 10. While the size of the step transmission 10 is reduced in size, the range of the through transmission ratio is expanded. The through gear ratio is the overall gear ratio of the vehicle transmission device 1 and is a product of the gear ratio of the continuously variable transmission 10 and the gear ratio of the stepped transmission 20.

  The continuously variable transmission 10 includes a primary pulley 11, a secondary pulley 12, and a belt 13 wound between the primary pulley 11 and the secondary pulley 12, and at least one movable sheave of the primary pulley 11 or the secondary pulley 12. Is a belt-type continuously variable transmission that changes the gear ratio steplessly by moving the shaft with respect to the fixed sheave. In this continuously variable transmission 10, the input shaft 14 is connected to the engine ENG via a gear group (gears 51, 52), a torque converter 61, a lockup clutch 62, and the like. Further, between the gear 52 and the torque converter 61, a connection / disconnection device (clutch CL0) that enables or disables torque transmission therebetween is disposed. The continuously variable transmission 10 can transmit torque to and from the engine ENG via these.

  Here, the clutch CL0 is configured as a frictional engagement element using a friction material. Accordingly, the clutch CL0 is controlled to a half-engaged state, a fully-engaged state, or a half-engaged state by an actuator (not shown). In the half-engaged state, torque is transmitted between the gear 52 and the torque converter 61 while causing slippage. In the fully engaged state, torque is transmitted between the gear 52 and the torque converter 61 without causing slippage.

  On the other hand, the stepped transmission 20 includes a differential mechanism having a plurality of rotating elements that can rotate relative to each other. By changing the differential state of the differential mechanism, a plurality of speed stages are provided. Switch. For this reason, the stepped transmission 20 is engaged with a predetermined one of the rotating elements of the differential mechanism as an engagement target, thereby changing the differential state of the differential mechanism. Is provided. Hereinafter, a specific configuration of the stepped transmission 20 will be described with an example. Here, the stepped transmission 20 will be described as having two shift stages, high and low.

  The stepped transmission 20 has an input shaft 21 connected to the output shaft 15 of the continuously variable transmission 10 directly or via a power transmission mechanism such as a gear group. Torque can be transmitted with. Further, the stepped transmission 20 has an output shaft 22 connected to a reduction gear 54 of a differential (differential gear) through a gear 53.

  The differential mechanism of the stepped transmission 20 is a planetary mechanism that includes at least four rotating elements and planetary elements capable of relative rotation with each other. That is, this differential mechanism can be represented by a collinear diagram including four axes corresponding to the four rotating elements. More specifically, the differential mechanism of this example is configured using a planetary gear mechanism, and four rotating elements are configured by connecting two Ravigneaux type planetary gear mechanisms and two planetary gear mechanisms. Etc. are considered. In this embodiment, a Ravigneaux type planetary gear mechanism will be described as an example. In addition, what connected the latter two planetary gear mechanisms is demonstrated later as a modification.

  As shown in FIG. 2, the Ravigneaux type planetary gear mechanism includes a first sun gear S1, a second sun gear S2, a ring gear R, a plurality of long pinion gears PL that mesh with the second sun gear S2 and the ring gear R, and a first sun gear S1. And a plurality of short pinion gears PS that mesh with the long pinion gears PL, and a carrier C that holds the long pinion gears PL and the short pinion gears PS so as to rotate and revolve freely. That is, this planetary gear mechanism includes the first sun gear S1, the second sun gear S2, the ring gear R, and the carrier C as four rotating elements.

  Here, in the stepped transmission 20, as shown in FIG. 2, the input shaft 21 includes two first and second input shafts 21A and 21B. In this example, the first and second input shafts 21A and 21B are connected to the first and second sun gears S1 and S2 in the differential mechanism, respectively. The first and second input shafts 21 </ b> A and 21 </ b> B are connected to the output shaft 15 of the continuously variable transmission 10 via the connection / disconnection device 30.

  The connecting / disconnecting device 30 constitutes two clutches CL1 and CL2, and the output shaft 15 of the continuously variable transmission 10 is connected to only one of the first and second input shafts 21A and 21B. Let The clutch CL1 enables or disables torque transmission between the first input shaft 21A and the output shaft 15. On the other hand, the clutch CL2 enables or disables torque transmission between the second input shaft 21B and the output shaft 15. As each of the clutches CL1 and CL2 exemplified here, a dog clutch structure is used.

  The connecting / disconnecting device 30 includes a first engaged portion 31 connected to the first input shaft 21A, a second engaged portion 32 connected to the second input shaft 21B, and the output shaft 15 of the continuously variable transmission 10. A third engaged portion 33 connected to the. The connecting / disconnecting device 30 further includes an engaging member 34 that connects the first input shaft 21A and the output shaft 15 or connects the second input shaft 21B and the output shaft 15.

  The engaging member 34 includes a first engaging portion 34a (FIGS. 3 and 4) capable of simultaneously engaging the first engaged portion 31 and the third engaged portion 33, and the first engaging portion 34a. A second engaging portion b that engages with the second engaged portion 32 in a state where the engaging portion a engages only with the third engaged portion 33 (FIGS. 5 and 6). That is, in this connecting / disconnecting device 30, the first engaged portion 31, the third engaged portion 33, and the first engaging portion 34a of the engaging member 34 constitute the clutch CL1, and the second engaged portion The clutch CL2 is configured by the portion 32, the third engaged portion 33, and the first and second engaging portions 34a and 34b of the engaging member 34.

  The engaging member 34 reciprocates in the axial direction (the axial direction of the first and second input shafts 21A and 21B) by an actuator (not shown). Therefore, in this connection / disconnection device 30, the clutch CL1 is moved by moving the engagement member 34 so that the first engagement portion 34a engages the first engagement portion 31 and the third engagement portion 33. Is controlled to the engaged state (clutch CL1: ON), and the clutch CL2 is controlled to the released state (clutch CL2: OFF) to connect the first input shaft 21A and the output shaft 15. In this case, torque can be transmitted between the first input shaft 21A and the output shaft 15. On the other hand, in this connecting / disconnecting device 30, the first engagement portion 34 a is engaged with the third engaged portion 33 and the second engagement portion 34 b is engaged with the second engaged portion 32. 34, the clutch CL2 is controlled to be in an engaged state (clutch CL2: ON), and the clutch CL1 is controlled to be in a released state (clutch CL1: OFF), and the second input shaft 21B and the output shaft 15 Are connected. In this case, torque can be transmitted between the second input shaft 21B and the output shaft 15.

  Thus, in this connection / disconnection device 30, in the two clutches CL1 and CL2, the first and second engaging portions 34a and 34b are constituted by one engaging member 34 and the actuator is shared. The cost can be reduced and the physique can be reduced with the decrease in the number of parts.

  In the differential mechanism, the carrier C is connected to the output shaft 22. In this differential mechanism, the carrier C is an engagement target of the engagement control unit 40. Further, in this differential mechanism, the ring gear R is also an engagement target of the engagement control unit 40. The engagement control unit 40 constitutes a brake B0 that prohibits the rotation of the ring gear R, and a clutch CL3 that engages the ring gear R and the carrier C so that they can rotate together. A dog clutch structure is used as the brake B0 and the clutch CL3 exemplified here.

  The engagement control unit 40 includes a first engaged portion 41 fixed to a housing CA such as a case, a second engaged portion 42 connected to the ring gear R, and a third connected to the carrier C. And an engaged portion 43. Further, the engagement control unit 40 includes an engagement unit 44 that connects the casing CA and the ring gear R or connects the ring gear R and the carrier C. The engaging portion 44 reciprocates in the axial direction (the axial direction of the first and second input shafts 21A and 21B) by an actuator (not shown).

  In the engagement control unit 40, the brake B0 is engaged (the brake B0: brake B0) by moving the engagement portion 44 to engage the first engaged portion 41 and the second engaged portion 42. ON) and the clutch CL3 is controlled to be in a released state (clutch CL3: OFF), and the casing CA and the ring gear R are connected. In this case, the rotation of the ring gear R is prohibited. On the other hand, the clutch CL3 is controlled to be in an engaged state (clutch CL3: ON) by moving the engaging portion 44 to engage with the second engaged portion 42 and the third engaged portion 43, and The brake B0 is controlled to the released state (brake B0: OFF), and the ring gear R and the carrier C are coupled. In this case, the ring gear R and the carrier C can rotate together. In the stepped transmission 20, the speed is changed to the low speed side by controlling the brake B0 to the engaged state, and the speed is changed to the high speed side by controlling the clutch CL3 to the engaged state.

  In this way, in the engagement control unit 40, the engagement unit 44 and the actuator are shared in the brake B0 and the clutch CL3, so that the cost can be reduced and the size of the body can be reduced due to the decrease in the number of parts.

  Here, in the vehicle transmission 1, the motor / generator MG is connected to the first input shaft 21 </ b> A of the stepped transmission 20. The motor / generator MG functions as a motor (electric motor) at the time of powering driving, converts electric energy supplied from the secondary battery 65 into mechanical energy, and outputs mechanical power (motor torque) from the rotating shaft. . On the other hand, at the time of regenerative driving, it functions as a generator (generator) and converts mechanical energy into electric energy when mechanical power (motor torque) is input from the first input shaft 21A to the MG rotating shaft. Can be stored in the secondary battery 65 as electric power. That is, this vehicle is a hybrid vehicle that can use the motor / generator MG as a power source in addition to the engine ENG. In this example, the first input shaft 21A and the motor / generator MG are connected via a gear group (gears 55 and 56) (FIG. 2).

  In this vehicle, the engine ENG is started by the starter motor 63 while the clutch CL0 is released when the vehicle is stopped and when traveling at a low speed during EV (electric vehicle) traveling. In this case, after the engine start is completed, the clutch CL0 is completely engaged, and the vehicle travels using the engine torque. On the other hand, during high-speed travel during EV travel, torque on the drive wheel W side is transmitted to the engine ENG while sliding the clutch CL0 half-engaged, thereby increasing the engine speed. When the engine ENG is pushed with the torque on the drive wheel W side, the clutch CL0 in the half-engaged state is completely engaged after the engine start is completed, and the vehicle runs using the engine torque.

  In this vehicle, the clutches CL0 and CL2 are engaged when the engine is running and when the vehicle is moving forward. Further, in this vehicle, the brake B0 is engaged when the stepped transmission 20 is at the low speed (Lo), and the clutch CL3 is engaged when at the high speed (Hi). In this case, the engine torque is input to the sun gear S2 of the stepped transmission 20 via the continuously variable transmission 10 or the like. Further, at the high speed stage, the ring gear R and the carrier C are coupled by the engagement of the clutch CL3. FIGS. 7 and 8 show a correspondence relationship between the state of the clutch CL0 and the like in this case and the traveling mode of the vehicle, and collinear diagrams of the stepped transmission 20, respectively. In FIG. 7, “◯” represents an engaged state, and “−” represents a released state.

  On the other hand, the clutches CL0, CL1 and the brake B0 are engaged when the engine is running and when the vehicle is traveling backward (Rev). Therefore, in this case, unlike the forward movement, the engine torque is input to the sun gear S1 of the stepped transmission 20 via the continuously variable transmission 10 or the like, so that the vehicle can be moved backward. FIGS. 7 and 9 show a correspondence relationship between the state of the clutch CL0 and the like in this case and the traveling mode of the vehicle, and a collinear diagram of the stepped transmission 20, respectively.

  Further, the clutch CL2 is engaged during EV traveling and during forward movement. Further, in this vehicle, the brake B0 is engaged when the stepped transmission 20 is at the low speed (Lo), and the clutch CL3 is engaged when at the high speed (Hi). At the low speed stage, the negative motor torque is inputted to the sun gear S1 of the stepped transmission 20 in a negative rotation. On the other hand, at the high speed stage, the positive motor torque is inputted to the sun gear S1 of the stepped transmission 20 in the forward rotation. At this high speed stage, the ring gear R and the carrier C are coupled by the engagement of the clutch CL3. FIGS. 7 and 10 show a correspondence relationship between the state of the clutch CL0 and the like in this case and the travel mode of the vehicle, and collinear diagrams of the stepped transmission 20, respectively.

  On the other hand, during EV travel and reverse (Rev), the clutch CL1 and the brake B0 are engaged. For this reason, in this case, since the positive motor torque is input to the sun gear S1 of the stepped transmission 20 in the normal rotation, the vehicle can be moved backward. 7 and 11 show the correspondence between the state of the clutch CL0 and the like in this case and the travel mode of the vehicle, and the collinear diagram of the stepped transmission 20, respectively.

  During EV traveling, the gear ratio of the continuously variable transmission 10 is controlled according to the vehicle speed, and the rotational speed of the clutch CL0 in the released state (that is, the rotational speed of the gear 52) is reduced. It is desirable to keep it in rotation. This is because when the engine speed is high and the engine is started at low speed, the engine speed is increased after engine startup in accordance with the engine speed, and the clutch is engaged after this synchronization. This is because it is necessary to engage CL0, and there is a possibility that the occupant feels the engine racing when starting the engine. In addition, when the engine is started at high speed, the rotational difference between the engine ENG side of the clutch CL0 and the continuously variable transmission 10 side is large, so if the clutch CL0 is engaged as it is, the durability of the clutch CL0 is reduced In addition, there is a possibility that noise and vibration accompanying the engagement of the clutch CL0 may be generated. On the other hand, by keeping the number of revolutions of the clutch CL0 on the continuously variable transmission 10 side low, such a problem can be avoided in this vehicle. The engine ENG can be started. Accordingly, the gear ratio of the continuously variable transmission 10 at this time is controlled so that the rotational speed of the clutch CL0 on the continuously variable transmission 10 side is low so as not to cause the above-described disadvantages.

  Further, during EV traveling, it is desirable to apply hydraulic pressure in order to perform the shift of the continuously variable transmission 10 and the subsequent engine start with good responsiveness. However, since the hydraulic pressure is generated using an oil pump that interlocks with the rotation of the engine ENG, the hydraulic pressure cannot be ensured during EV traveling. For this reason, the vehicle is preferably provided with a hydraulic pressure generating device that is not affected by the presence or absence of rotation of the engine ENG so that the hydraulic pressure can be generated even when the engine is stopped. For example, the oil pressure generating device includes an electric oil pump, a pressure accumulating device capable of supplying the oil pressure stored while the engine is running after the engine is stopped, and an oil that generates oil pressure in conjunction with the rotation of an axle or a differential gear (differential gear). A pump etc. can be considered.

  In this vehicle, the clutches CL0 and CL1 are engaged when generating power while the vehicle is stopped. Therefore, in this case, since the engine torque is input to the sun gear S1 of the stepped transmission 20, the motor / generator MG connected to the sun gear S1 can be generated. FIGS. 7 and 12 show a correspondence relationship between the state of the clutch CL0 and the like in this case and the travel mode of the vehicle, and a collinear diagram of the stepped transmission 20, respectively.

  Here, in the vehicle transmission device 1, the through gear ratio is continuously changed during engine travel or EV travel. Therefore, when the stepped transmission 20 is shifted, the transmission ratio of the continuously variable transmission 10 is also changed at the same time in order to keep the through transmission ratio constant. In the vehicle transmission device 1, after completing the cooperative shift control of the continuously variable transmission 10 and the stepped transmission 20, the through gear ratio is changed continuously by changing the gear ratio of the continuously variable transmission 10. Let

  In this vehicle transmission device 1, the motor / generator MG is connected to the first input shaft 21 </ b> A of the stepped transmission 20, and when performing the cooperative shift control of the continuously variable transmission 10 and the stepped transmission 20. The stepped transmission 20 is shifted while the reaction force against the input from the continuously variable transmission 10 is received by the motor / generator MG. Therefore, in the stepped transmission 20, there is no need to slide the brake B0, the clutch CL3, and the clutches CL1 and CL2 when shifting the stepped transmission 20 during the coordinated shift control. Since an excessive load is not applied to B0 or the like, the gear ratio width need not be set narrowly considering the durability of the brake B0, the clutch CL3, and the clutches CL1 and CL2. That is, the stepped transmission 20 of the present embodiment can set a wide speed ratio width. For example, in the case where the same transmission ratio width (through transmission ratio width) is set, the vehicle transmission device 1 of the present embodiment and the conventional one have the present embodiment as shown in FIG. Since the speed ratio width (AT speed ratio width) of the stepped transmission 20 can be set wide, the speed ratio width (CVT speed ratio width) of the continuously variable transmission 10 can be set narrower than before. For this reason, the continuously variable transmission 10 can be downsized in the vehicle transmission 1. Note that FIG. 13 shows an example of the gear ratio width for convenience in comparison.

  Furthermore, since this vehicle transmission device 1 does not require such slip, the dog clutch described above can be applied as the brake B0, the clutch CL3, and the clutches CL1 and CL2. Therefore, in the vehicle transmission device 1, the occurrence of drag loss in the brake B0 and the like can be suppressed to a low level, and the fuel consumption can be improved.

The coordinated shift control will be described by taking the engine running as an example. In the coordinated shift control exemplified here, when the stepped transmission 20 is shifted from the low speed stage (Lo) to the high speed stage (Hi), the gear ratio γ _CVT of the continuously variable transmission 10 is changed from the high speed side (Hi) to the low speed stage. Shifting to the side (Lo). 14 and 15 each show a collinear diagram of the stepped transmission 20 and a time chart of the engine speed and the like in this cooperative shift control. In FIG. 15, “Nw” indicates the rotation speed of the drive wheel W, and “Tw” indicates the drive torque of the drive wheel W. “Ne” indicates the engine speed, and “Te” indicates the engine torque. “Nmg” indicates the motor rotation speed, and “Tmg” indicates the motor torque. “Γ” indicates a through speed ratio. In this time chart, the SOC (State of Charge) of the secondary battery 65 is also shown. This coordinated shift control is executed by the vehicle control device (ECU) while keeping the rotation speed Nw of the drive wheels W and the drive torque Tw constant.

  First, the torque is adjusted before the shifting operation is started. The vehicle control device increases the engine torque Te and the positive motor torque Tmg while keeping the engine speed Ne and the motor speed Nmg constant. Here, the positive motor torque Tmg is increased to a magnitude corresponding to the reaction force of the motor / generator MG when shifting the stepped transmission 20, but since the motor rotation speed Nmg is negative, the drive The engine torque Te is increased so as not to increase or decrease the torque Tw. At this time, the motor / generator MG performs power regeneration.

The control device starts the shifting operation from the low speed stage (Lo) to the high speed stage (Hi) of the stepped transmission 20, and changes the gear ratio γ _CVT of the continuously variable transmission 10 from the high speed side (Hi) to the low speed side (Hi). Shift to Lo). In this shifting process, the engine ENG decreases the engine torque Te while keeping the engine speed Ne constant. In motor / generator MG, motor rotation speed Nmg is switched to normal rotation while motor torque Tmg is kept constant. As a result, the motor / generator MG switches from regenerative drive to power running drive. In this vehicle transmission 1, cooperative shift control is performed in this manner while taking a reaction force from the motor / generator MG.

  After the speed change operation of the continuously variable transmission 10 and the stepped transmission 20 is finished, the torque is adjusted again. Here, the motor torque Tmg is decreased while the motor rotation speed Nmg is maintained at a constant positive rotation by the positive motor torque Tmg corresponding to the reaction force that the motor / generator MG has been handling. Here, since the motor / generator MG performs power running drive, the engine torque Te is increased so as not to increase or decrease the drive torque Tw while keeping the engine speed Ne constant as the motor torque Tmg decreases. I will let you.

In the above example, the speed ratio width of the continuously variable transmission 10 and the speed ratio width of the stepped transmission 20 are set to the same size. Therefore, when the through speed ratio near the center of the through speed ratio width shown in FIG. 16 is repeatedly used, switching between the low speed stage (Lo) and the high speed stage (Hi) in the stepped transmission 20 is performed. There is a possibility that the shift between the maximum transmission ratio γ _CVT-max and the minimum transmission ratio γ _CVT-min in the continuously variable transmission 10 may be repeated, and the durability of the continuously variable transmission 10 or the stepped transmission 20 is reduced. There is a risk of causing it.

  Therefore, it is preferable to provide an overlap region shown in FIG. 17 in the speed ratio width of the continuously variable transmission 10 and the speed ratio width of the stepped transmission 20. For example, when considering the transmission ratio width of the continuously variable transmission 10 as a reference, it is desirable to set the transmission ratio width of the stepped transmission 20 narrower than the transmission ratio width of the continuously variable transmission 10 (FIG. 17). ). When considering the transmission ratio width of the stepped transmission 20 as a reference, it is desirable to set the transmission ratio width of the continuously variable transmission 10 wider than the transmission ratio width of the stepped transmission 20 (FIG. 17). ). However, increasing the speed ratio width of the continuously variable transmission 10 also leads to an increase in the size of the continuously variable transmission 10. Therefore, the speed ratio width of the continuously variable transmission 10 is such that the above-described repeated cooperative shift control is not performed or is difficult to be performed, and the physique of the continuously variable transmission 10 is within an allowable range considering the mounting space and the like. It is desirable to set it to a size that fits within the range.

  In the secondary battery 65, input / output of power is sometimes limited. For example, the secondary battery 65 is in a state where the SOC is fully charged or close to this, when the SOC is empty or nearly empty, or when the temperature of the secondary battery 65 is excessively low or high. Prohibit input / output of power or limit input / output amount. Here, in the above illustration, the reaction force is taken by the motor / generator MG when performing the cooperative shift control. However, when the input / output of the secondary battery 65 is limited, the motor / generator MG cannot handle the reaction force. In the above example, since the clutch CL1 or the like has a dog clutch structure, the coordinated shift control cannot be performed unless the reaction force can be handled by the motor / generator MG.

  Therefore, it is preferable to manage the SOC of the secondary battery 65 so that the input / output is not restricted. However, if the input / output of the secondary battery 65 is restricted, the motor / generator MG can apply the reaction force. Instead, the engagement control of the clutch CL1 and the like (that is, the shift control of the stepped transmission 20) may be performed after the input / output rotation speed of the clutch CL1 and the like is synchronized by controlling the engine speed. However, in that case, there is a possibility that a sudden change in engine speed or torque loss may occur, causing a shift shock. Therefore, here, the shift shock is reduced as much as possible according to the SOC of the secondary battery 65. This point will be described below with reference to the flowchart of FIG.

  First, the control device determines whether or not there is a shift request for the stepped transmission 20 (step ST1). Here, this determination is repeated if there is no shift request.

  When there is a shift request for the stepped transmission 20, the control device calculates an output (necessary motor output) of the motor / generator MG necessary for the shift (step ST2). The required motor output is determined in accordance with the magnitude of the reaction force that the motor / generator MG has when performing coordinated shift control. In step ST2, the required battery output of the secondary battery 65 according to the required motor output may be calculated.

  The control device determines whether the required motor output (or required battery output) can be covered by the SOC of the current secondary battery 65 (step ST3). If it is possible to cover this, the control device executes the above-described normal cooperative shift control according to the required motor output (or required battery output) (step ST4).

  On the other hand, if it is determined that the required motor output (or required battery output) cannot be covered with the current SOC, the control device determines whether the SOC is greater than a predetermined value (step ST5). In step ST5, it is determined whether or not the SOC is fully charged or close to this state.

  When the current SOC is fully charged or close to this, the control device determines whether or not the motor / generator MG is rotating forward (step ST6). When the current SOC is fully charged or close to this, it is difficult to charge the secondary battery 65, but power can be supplied from the secondary battery 65, so the motor / generator MG is driven to regenerate. Is difficult, but can be driven by power.

  Accordingly, when the motor / generator MG rotates in the positive direction, the motor / generator MG can be driven by the output of the positive motor torque, and the motor / generator MG can handle the reaction force. For this reason, when it determines with a normal rotation, a control apparatus progresses to step ST4, and performs normal cooperative shift control according to a required motor output (or required battery output). On the other hand, when the motor / generator MG is not rotating in the positive direction (that is, negative rotation), it is necessary to output a negative motor torque. However, in this case, since the negative motor torque cannot be output and the reaction force cannot be handled by the motor / generator MG, the control device does not take the reaction force by the motor / generator MG and controls the engine speed. The rotation speed of the differential mechanism of the stepped transmission 20 is synchronized, and only the stepped transmission 20 is shifted to perform shift control of the through gear ratio (step ST7).

  Next, when it is determined in step ST5 that the current SOC is not fully charged or close to this state, the control device determines whether or not the SOC is smaller than a predetermined value (step ST8). In step ST8, it is determined whether or not the SOC is empty or nearly empty.

  When the current SOC is empty or nearly empty, the control device determines whether or not the motor / generator MG is in negative rotation (step ST9). When the current SOC is empty or nearly empty, it is difficult to supply power from the secondary battery 65, but the secondary battery 65 can be charged. Therefore, the motor / generator MG cannot be driven by powering. Although it is difficult, it can be driven regeneratively.

  Therefore, when the motor / generator MG rotates negatively, the motor / generator MG can be driven to regenerate by outputting a positive motor torque, and the motor / generator MG can handle the reaction force. For this reason, when it determines with a negative rotation, a control apparatus progresses to step ST4, and performs normal cooperative shift control according to a required motor output (or required battery output). On the other hand, when the motor / generator MG is not negatively rotated (that is, positively rotated), it is necessary to output a negative motor torque. However, in this case, since the negative motor torque cannot be output and the motor / generator MG cannot handle the reaction force, the control device proceeds to step ST7, and the difference of the stepped transmission 20 is controlled by controlling the engine speed. Only the stepped transmission 20 is shifted while performing the rotational speed synchronization control of the moving mechanism.

  Subsequently, when a negative determination is made in step ST8 and the current SOC is not fully charged or close to this state, and is not empty or nearly empty, the secondary battery 65 can be supplied and charged. is there. In this case, the motor / generator MG can be driven by power running or regeneratively driven. For this reason, the control device does not perform either the normal cooperative shift control according to the required motor output (or the required battery output) or the shift of only the stepped transmission 20 by the engine speed control. It is determined whether or not the shift shock is smaller (step ST10). The magnitude of the shift shock may be determined by preparing a shift shock map for both shift controls in advance and using this map. The map uses, for example, the SOC and temperature of the secondary battery 65 as parameters.

  As a result, the control device determines whether or not the normal cooperative shift control has a smaller shift shock (step ST11). If the shift shock is smaller in the coordinated shift control, the control device proceeds to step ST4 and executes normal coordinated shift control according to the required motor output (or required battery output). On the other hand, if the shift shock is larger in the coordinated shift control, the control device proceeds to step ST7, and performs the step synchronous shift while performing the rotational speed synchronization control of the differential mechanism of the stepped transmission 20 by controlling the engine rotational speed. Only the machine 20 is shifted.

  As described above, in the vehicle transmission device 1, the engine speed control and the stepped transmission 20 are only performed in a situation where the normal cooperative shift control cannot be performed or when the shift shock becomes smaller than the cooperative shift control. Since the shift control of the through gear ratio is performed by only the shift control, the occurrence of shift shock can be suppressed as much as possible.

[Modification]
In the above-described embodiment, the Ravigneaux type planetary gear mechanism is exemplified as the differential mechanism of the stepped transmission 20. In this modification, in the vehicle transmission device 1 according to the embodiment, instead of the Ravigneaux type planetary gear mechanism, two planetary gear mechanisms are used to create four rotating elements, and the differential mechanism of the stepped transmission 20 is used. And

  The differential mechanism of this modification is configured by connecting two planetary gear mechanisms having three rotating elements. Specifically, as shown in FIG. 19, two single pinion type planetary gear mechanisms 121 and 122 are connected. The planetary gear mechanism 121 includes a sun gear S1, a ring gear R1, a carrier C1, and a pinion gear P1. The planetary gear mechanism 122 includes a sun gear S2, a ring gear R2, a carrier C2, and a pinion gear P2.

  The planetary gear mechanisms 121 and 122 are connected by connecting the ring gear R1 and the carrier C2 and connecting the carrier C1 and the ring gear R2. The ring gear R1 and the carrier C2 can rotate together. Further, the carrier C1 and the ring gear R2 can also rotate together.

  In the planetary gear mechanism 121, the sun gear S1 is connected to the second input shaft 21B. The carrier C1 is connected to the gear 53, the engaged portion 43 of the clutch CL3, and the ring gear R2 of the planetary gear mechanism 122. The ring gear R1 is coupled to the engaged portion 42 of the brake B0 and the clutch CL3 via the carrier C2 of the planetary gear mechanism 122.

  In the planetary gear mechanism 122, the sun gear S2 is connected to the first input shaft 21A. The carrier C2 is connected to the engaged portion 42 of the brake B0 and the clutch CL3 and the ring gear R1 of the planetary gear mechanism 121. The ring gear R2 is connected to the engaged portion 43 of the clutch CL3 and the carrier C1 of the planetary gear mechanism 121.

  In this differential mechanism, rotation of the ring gear R1 of the planetary gear mechanism 121 and the carrier C2 of the planetary gear mechanism 122 is prohibited when the brake B0 is controlled to be engaged. Further, in this differential mechanism, when the clutch CL3 is controlled to be engaged, the ring gear R1 and the carrier C1 of the planetary gear mechanism 121 and the ring gear R2 and the carrier C2 of the planetary gear mechanism 122 are coupled, and each planetary gear mechanism 121 is coupled. , 122 rotate together without performing differential operation.

  Even when the differential mechanism configured as described above is used, in the vehicle transmission of this modification, the motor / generator MG is used when executing the cooperative shift control of the continuously variable transmission 10 and the stepped transmission 20. The gear position of the stepped transmission 20 can be switched while taking charge of the reaction force. Therefore, also in the vehicle transmission of this modification, the speed ratio width of the stepped transmission 20 can be set wide, so that the speed ratio width of the continuously variable transmission 10 is set narrow so that the continuously variable transmission 10 The transmission 10 can be downsized.

  FIG. 20 shows a nomographic chart when the engine of the differential mechanism of this modification is running. The collinear diagram of FIG. 20 corresponds to the collinear diagram of FIG. 8 of the embodiment, in which the axis of the sun gear S2 is replaced with the axis of the sun gear S1, the axis of the carrier C is replaced with the axes of the carrier C1 and the ring gear R2, This corresponds to a case where the R axis is read as the ring gear R1 and the carrier C2 axis, and the sun gear S1 axis is read as the sun gear S2 axis. Here, the same replacement as that shown in FIGS. 9 to 12 and FIG. 14 corresponds to the alignment chart in the EV running or the like of the differential mechanism of this modified example. Is omitted.

DESCRIPTION OF SYMBOLS 1 Vehicle transmission device 10 Continuously variable transmission 14 Input shaft 15 Output shaft 20 Stepped transmission 21 Input shaft 21A 1st input shaft 21B 2nd input shaft 22 Output shaft 30 Connection / disconnection device 40 Engagement control part 63 Starter motor 65 Secondary battery 121, 122 Pinion gear type planetary gear mechanism B0 Brake C, C1, C2 Carrier CL0, CL1, CL2, CL3 Clutch ENG Engine MG Motor / generator P1, P2 Pinion gear PL Long pinion gear PS Short pinion gear R, R1, R2 Ring gear S1, S2 Sun gear W Drive wheel

Claims (4)

A continuously variable transmission in which torque from the engine side is input to the input shaft;
A rotating element disposed between the output shaft of the continuously variable transmission and the drive wheel, connected to the output shaft side of the continuously variable transmission, and a rotating element connected to the output shaft of the continuously variable transmission to the drive wheel And a stepped transmission including a differential mechanism having at least four rotating elements capable of relative rotation with each other, including rotating elements connected to the rotating shaft side of the motor / generator;
Have
In the stepped transmission, an output shaft to the drive wheel side is disposed between the output shaft side of the continuously variable transmission and the rotation shaft side of the motor / generator on the collinear diagram of the differential mechanism. As described above, the vehicle transmission is characterized in that the rotating elements are connected to the output shaft side of the continuously variable transmission, the output shaft side of the motor / generator, and the output shaft to the drive wheel side.   2. The vehicle according to claim 1, wherein when the input / output of the secondary battery connected to the motor / generator is restricted, the through speed ratio is controlled by the engine speed control and the speed change control of the stepped transmission. Transmission device.   The stepped transmission includes an engagement control unit that changes a differential state of the differential mechanism by engaging a predetermined one of the rotating elements as an engagement target, and the engagement control unit The transmission for a vehicle according to claim 1 or 2, wherein two gears are switched by changing a differential state of the differential mechanism.   4. The vehicular transmission according to claim 3, wherein the engagement control unit is a dog clutch.

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