JP2014109343A - Vehicle driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To complete upshift quickly while suppressing push-out feeling of a vehicle.SOLUTION: An automatic transmission 16 is provided between an engine 11 and a driving wheel 14. The engine 11 and the automatic transmission 16 are connected via an input shaft 13, and the automatic transmission 16 and the driving wheel 14 are connected via an output shaft 15. A power dividing mechanism 70 is provided, including a sun gear 71 connected to the input shaft 13, a carrier 73 connected to the output shaft 15, and a ring gear 74 connected to a fly wheel 78. A start clutch 12 is provided between the engine 11 and the input shaft 13, and an input clutch 77 is provided between the ring gear 74 and the fly wheel 78. Upon causing the automatic transmission 16 to upshift, the start clutch 12 and the input clutch 77 are controlled to be in an engaged state.

Description

  The present invention relates to a vehicle drive device including a speed change mechanism between a power source and drive wheels.

  The power unit of the vehicle incorporates a speed change mechanism such as a parallel shaft type manual transmission, a parallel axis type automatic transmission, a planetary gear type automatic transmission, or a continuously variable transmission. In parallel-shaft manual transmissions and automatic transmissions, when a gear is switched, a temporary torque failure occurs with respect to the drive wheels. Therefore, it is required to eliminate the feeling of deceleration associated with the torque failure. Therefore, a transmission has been proposed that transmits torque from the flywheel to the drive wheels to eliminate the feeling of deceleration during shifting (see Patent Document 1). Also, in a vehicle equipped with a continuously variable transmission, a planetary gear type automatic transmission, or the like, it is considered that torque is transmitted from the flywheel to the drive wheel during the shift from the viewpoint of suppressing the load applied to the transmission mechanism. It is done.

Japanese Patent No. 3707374

  By the way, at the time of upshifting to switch from the low speed stage to the high speed stage, it is necessary to reduce the rotational speed of the input shaft, that is, the rotational speed of the engine or electric motor serving as a power source in accordance with the gear ratio of the high speed stage. However, completing the upshift after waiting for the engine speed to decrease due to fuel cut or the like has been a factor for delaying the upshift. Completing the upshift without waiting for a decrease in the engine rotation speed is a factor that generates a feeling of pushing out the vehicle because unnecessary torque is transmitted from the engine to the drive wheels. In particular, generating a feeling of pushing the vehicle during an upshift while decelerating is a factor that gives the driver a great sense of discomfort.

  An object of the present invention is to quickly complete an upshift while suppressing a feeling of pushing out of a vehicle.

  In one embodiment of the present invention, a transmission mechanism is provided between the power source and the driving wheel, the power source and the transmission mechanism are connected via an input path, and the transmission mechanism and the driving wheel are output path. A first rotating element connected to the input path, a second rotating element connected to the output path, and a third rotating element connected to the flywheel. A power split mechanism, a first clutch provided between the power source and the input path, a second clutch provided between the third rotating element and the flywheel, and upshifting the speed change mechanism. A clutch control unit configured to control the first clutch and the second clutch to an engaged state.

  In another embodiment of the present invention, the first clutch and the second clutch are friction clutches.

  In another embodiment of the present invention, the clutch control unit controls the first clutch and the second clutch to be in an engaged state when the shift mechanism is upshifted, and reduces the rotational speed of the power source. Increase the rotational speed of the flywheel.

  In another embodiment of the present invention, there is provided a third clutch provided between the flywheel and the output path, and the clutch control unit disengages the third clutch when upshifting the speed change mechanism. Control is performed in the released state, and the first clutch and the second clutch are controlled in the engaged state.

  In another embodiment of the present invention, the power split mechanism is arranged in the order of the first rotating element, the second rotating element, and the third rotating element on a collinear diagram.

  In another embodiment of the present invention, the first rotating element is a sun gear, the second rotating element is a carrier that rotatably supports a pinion gear that meshes with the sun gear, and the third rotating element meshes with the pinion gear. It is a ring gear.

  According to the present invention, when upshifting the speed change mechanism, the first clutch provided between the power source and the input path, and the second clutch provided between the third rotating element and the flywheel, It is controlled to the fastening state. As a result, the rotational speed of the power source can be lowered to increase the rotational speed of the flywheel, and the upshift can be completed quickly while suppressing the feeling of pushing the vehicle.

It is the schematic which shows the vehicle drive device, ie, the power unit, which is one embodiment of the present invention. It is explanatory drawing which shows the structure of a power unit simply. (a) And (b) is an alignment chart which shows the operating state of a power split device. It is a flowchart which shows an example of the execution procedure of transmission control. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. It is a flowchart which shows an example of the execution procedure of transmission control. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. (a) is explanatory drawing which shows the operating state of a power unit. (b) is a collinear diagram showing the operating state of the power split mechanism. It is explanatory drawing which shows the operating state of the starting clutch, input clutch, and output clutch at the time of upshift.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a vehicle drive device, that is, a power unit 10 according to an embodiment of the present invention. As shown in FIG. 1, a power unit 10, also called a power train, includes an input shaft 13 connected to an engine (power source) 11 via a starting clutch (first clutch) 12, and an output shaft connected to drive wheels 14. 15. A parallel shaft type automatic transmission 16 is provided as a speed change mechanism between the input shaft 13 and the output shaft 15 parallel to the input shaft 13. That is, an automatic transmission 16 is provided between the engine 11 and the drive wheel 14, and the engine 11 and the automatic transmission 16 are connected via an input shaft (input path) 13, and the automatic transmission 16 The drive wheel 14 is connected via an output shaft (output path) 15. The parallel shaft type automatic transmission 16 is a transmission in which an automatic transmission function by an actuator is incorporated into a parallel shaft type manual transmission.

  First to sixth speed drive gears 21 to 26 are rotatably mounted on the input shaft 13. Further, the first to sixth driven gears 31 to 36 are fixed to the output shaft 15. A first speed transmission gear train 41 is formed by meshing the drive gear 21 and the driven gear 31, and a second speed transmission gear train 42 is formed by meshing the drive gear 22 and the driven gear 32, A third speed gear train 43 is formed by meshing the drive gear 23 and the driven gear 33. Further, a fourth speed transmission gear train 44 is formed by meshing the drive gear 24 and the driven gear 34, and a fifth speed transmission gear train 45 is formed by meshing the drive gear 25 and the driven gear 35. In addition, a sixth speed gear train 46 is formed by meshing the drive gear 26 and the driven gear 36.

  A switching mechanism 51 is provided between the drive gear 21 and the drive gear 22 of the input shaft 13 to switch the first-speed or second-speed transmission gear trains 41 and 42 to the power transmission state. The switching mechanism 51 has a synchro hub 52 fixed to the input shaft 13 and a synchro sleeve 53 that always meshes with the synchub. An actuator 55 is connected to the synchro sleeve 53 via a shift fork 54 in order to slide the synchro sleeve 53. When the actuator 55 is operated to engage the sync sleeve 53 with the spline 21a of the drive gear 21, the first-speed transmission gear train 41 is switched to the power transmission state. On the other hand, when the actuator 55 is operated to engage the sync sleeve 53 with the spline 22a of the drive gear 22, the second speed gear train 42 is switched to the power transmission state. The synchro sleeve 53 can be stopped at a neutral position that does not mesh with both the splines 21a and 22a.

  Similarly, a switching mechanism 56 is provided between the drive gear 23 and the drive gear 24 of the input shaft 13 to switch the third-speed or fourth-speed transmission gear trains 43 and 44 to the power transmission state. The switching mechanism 56 has a synchro hub 57 fixed to the input shaft 13 and a synchro sleeve 58 that is always meshed therewith. Further, in order to slide the synchro sleeve 58, an actuator 60 is connected to the synchro sleeve 58 via a shift fork 59. When the actuator 60 is operated to engage the sync sleeve 58 with the spline 23a of the drive gear 23, the third-speed transmission gear train 43 is switched to the power transmission state. On the other hand, when the actuator 60 is operated to engage the sync sleeve 58 with the spline 24a of the drive gear 24, the fourth speed transmission gear train 44 is switched to the power transmission state. The synchro sleeve 58 can be stopped at a neutral position that does not mesh with both the splines 23a and 24a.

  Similarly, a switching mechanism 61 is provided between the drive gear 25 and the drive gear 26 of the input shaft 13 to switch the fifth-speed or sixth-speed transmission gear trains 45 and 46 to the power transmission state. The switching mechanism 61 includes a synchro hub 62 fixed to the input shaft 13 and a synchro sleeve 63 that always meshes with the synchub. In order to slide the synchro sleeve 63, an actuator 65 is connected to the synchro sleeve 63 via a shift fork 64. When the actuator 65 is operated to engage the sync sleeve 63 with the spline 25a of the drive gear 25, the fifth speed transmission gear train 45 is switched to the power transmission state. On the other hand, when the actuator 65 is operated to engage the sync sleeve 63 with the spline 26a of the drive gear 26, the sixth-speed transmission gear train 46 is switched to the power transmission state. The synchro sleeve 63 can be stopped at a neutral position where it does not mesh with both the splines 25a and 26a.

  A power split mechanism 70 formed of a planetary gear train is connected to the end of the input shaft 13. The power split mechanism 70 includes a sun gear (first rotating element) 71 connected to the input shaft 13, a carrier (second rotating element) 73 that rotatably supports a pinion gear 72 that meshes with the sun gear 71, and a ring gear that meshes with the pinion gear 72. (Third rotation element) 74. The output shaft 15 is connected to the carrier 73 via a carrier shaft 75 and a gear train 76. A flywheel 78 is connected to the ring gear 74 via an input clutch (second clutch) 77, and a carrier shaft 75 is connected to the flywheel 78 via an output clutch (third clutch) 79. Yes. Further, the flywheel 78 has a center hole 78a penetrating in the front-rear direction, and a carrier shaft 75 is rotatably disposed in the center hole 78a.

  The starting clutch 12, the input clutch 77, and the output clutch 79 incorporated in the power unit 10 are constituted by friction clutches that can adjust the transmission torque in accordance with the pressing force of the friction plate. The friction clutch is switched between a released state in which the plurality of friction plates are separated from each other and the torque is interrupted, and a fastening state in which the plurality of friction plates are pressed against each other to transmit torque. Further, by adjusting the pressing force of the friction plate, it is possible to control the fastening state in which the transmission torque is suppressed, that is, the slip state. The slip state of the friction clutch is a so-called half-clutch state, which is an engaged state in which a rotational speed difference is generated between the friction plates. The friction clutch may be a hydraulic friction clutch that adjusts transmission torque by hydraulic pressure, or may be an electromagnetic friction clutch that adjusts transmission torque by electromagnetic force.

  In order to control such a power unit 10, a control unit 80 is provided in the vehicle. The control unit 80 includes an inhibitor switch 81 for detecting the operation state of the select lever, an accelerator pedal sensor 82 for detecting the operation state of the accelerator pedal, a brake pedal sensor 83 for detecting the operation state of the brake pedal, and a vehicle speed sensor for detecting the vehicle speed. 84 etc. are connected. The control unit 80 determines a traveling situation based on information from the various sensors 81 to 84, and sets an engine output and a gear position according to the traveling situation. The control unit 80 outputs control signals to the engine 11, the actuators 55, 60, 65, the start clutch 12, the input clutch 77, and the output clutch 79. That is, the control unit 80 functions as a clutch control unit that controls the start clutch 12, the input clutch 77, and the output clutch 79. The control unit 80 includes a CPU that calculates control signals and the like, a ROM that stores control programs, arithmetic expressions and map data, and a RAM that temporarily stores data.

  Subsequently, after briefly explaining the configuration of the power unit 10 described above, the operating state of the power split mechanism 70 will be described. Here, FIG. 2 is an explanatory diagram simply showing the structure of the power unit 10. FIGS. 3A and 3B are collinear diagrams showing the operating state of the power split mechanism 70. The operating state of the power split mechanism 70 shown in the alignment chart is an operating state when the start clutch 12 is engaged, the input clutch 77 is engaged, and the output clutch 79 is released. In FIG. 3, symbol S indicates the sun gear 71, symbol C indicates the carrier 73, and symbol R indicates the ring gear 74. The symbol Ns indicates the sun gear rotation number, the symbol Nc indicates the carrier rotation number, and the symbol Nr indicates the ring gear rotation number. Further, reference sign Ne indicates the engine speed, and reference sign Nfw indicates the flywheel speed. In the present invention, the number of rotations means a rotation speed.

  As shown in FIG. 2, an automatic transmission 16 is provided between the engine 11 and the drive wheel 14. The engine 11 and the automatic transmission 16 are connected via a starting clutch 12 and an input shaft 13, and the automatic transmission 16 and the drive wheel 14 are connected via an output shaft 15. A flywheel 78 is connected to the output shaft 15 via a gear train 76, a carrier shaft 75, and an output clutch 79. Further, the power split mechanism 70 includes a sun gear 71 connected to the input shaft 13, a carrier 73 connected to the output shaft 15 via a gear train 76 and a carrier shaft 75, and a flywheel 78 via an input clutch 77. And a ring gear 74 to be connected. As described above, the input shaft 13 and the output shaft 15 are connected to the power split mechanism 70.

  As shown in FIG. 3A, the power split mechanism 70 includes a sun gear 71 connected to the input shaft 13, a carrier 73 connected to the output shaft 15, and a ring gear connected to the flywheel 78 on the collinear diagram. 74 is arranged in the order of 74. Therefore, as shown by a broken line in FIG. 3A, it is possible to increase the flywheel rotational speed Nfw by increasing the vehicle speed, that is, the carrier rotational speed Nc. Further, as indicated by a broken line in FIG. 3B, it is possible to increase the flywheel rotational speed Nfw by decreasing the engine rotational speed Ne. That is, by connecting the input shaft 13 and the output shaft 15 to the power split mechanism 70, the flywheel rotational speed Nfw can be increased even when the engine rotational speed Ne is suppressed in the high vehicle speed region. ing. Thereby, in the high vehicle speed region, it is possible to store large kinetic energy in the flywheel 78 while suppressing the engine speed Ne.

  Subsequently, the shift control using the flywheel 78 by the control unit 80, that is, the shift control for preventing the torque break during the shift using the kinetic energy of the flywheel 78 will be described. In the following description, an upshift from the third speed to the fourth speed will be described as an example. However, the present invention is not limited to this shift stage, and the same applies to upshifts between other shift stages. It is possible to execute the shift control. Further, the present invention is not limited to upshifting, and similar shift control can be executed even in downshifting. Here, FIG. 4 is a flowchart showing an example of the execution procedure of the shift control. FIGS. 5A to 8A are explanatory views showing the operating state of the power unit 10. FIG. 5B to FIG. 8B are collinear diagrams showing the operating state of the power split mechanism 70. In FIGS. 5A to 8A, the flow of torque is indicated by black arrows.

  As shown in FIG. 4, in step S1, the start clutch 12 is engaged, the input clutch 77 is engaged, and the output clutch 79 is released. As described above, the start clutch 12 and the input clutch 77 are engaged before traveling, that is, during travel using the third speed. As a result, as shown in FIG. 5A, the engine torque is transmitted to the output shaft 15 via the third-speed transmission gear train 43 and to the flywheel 78 via the power split mechanism 70. It becomes a state. As described above, kinetic energy is stored in the flywheel 78 by rotating the flywheel 78 using a part of the engine torque before shifting. Since the output clutch 79 is released, the flywheel rotational speed Nfw is not limited to the carrier rotational speed Nc.

  Subsequently, in step S2, it is determined whether or not a shift speed switching condition, that is, a shift condition is established by referring to a predetermined shift map based on the vehicle speed, the accelerator opening, and the like. If it is determined in step S2 that the speed change condition is satisfied, the process proceeds to step S3, and the input clutch 77 is released. As shown in FIG. 6A, when the input clutch 77 is released, the transmission of engine torque to the flywheel 78 is cut off. Subsequently, in step S <b> 4, fastening of the output clutch 79 is started so as to connect the flywheel 78 to the output shaft 15, and the starting clutch 12 is released in preparation for the operation of the switching mechanism 56. In the subsequent step S5, the gear stage is switched from the third speed to the fourth speed by operating the actuator 60 while maintaining the output clutch 79 in the slip state, that is, the slip engagement state. As shown in FIG. 7A, at the time of shifting when the starting clutch 12 is disengaged, the output clutch 79 is controlled to be in a slip state, so that an appropriate amount of torque is transmitted from the flywheel 78 to the output shaft 15. The As a result, it is possible to prevent the torque of the output shaft 15 from being cut off due to the release of the starting clutch 12, and it is possible to complete the shift operation without causing the driver to feel uncomfortable. When the change of the gear position is completed, the process proceeds to step S6, the output clutch 79 is released, and the start clutch 12 is engaged. As a result, as shown in FIG. 8A, torque transmission from the flywheel 78 to the output shaft 15 is interrupted, and engine torque is transmitted to the output shaft 15 via the fourth speed gear train 44.

  Note that, as indicated by the arrow α in FIG. 7B, the flywheel rotational speed Nfw is reduced as the kinetic energy of the flywheel 78 is released by controlling the output clutch 79 to the slip state. Further, as indicated by an arrow β in FIG. 7B, when the gear position is switched from the third speed to the fourth speed, the sun gear rotation speed Ns also decreases in conjunction with the decrease in the rotation speed of the input shaft 13. Then, as indicated by an arrow γ in FIG. 7B, the carrier rotation speed Nc is regulated by the vehicle speed and becomes substantially constant, so that the ring gear rotation speed Nr increases as the sun gear rotation speed Ns decreases. Become. Further, as shown in FIG. 8B, immediately after the shift, the flywheel rotational speed Nfw is lower than the ring gear rotational speed Nr. That is, since the kinetic energy of the flywheel 78 is in a reduced state, the input clutch 77 is appropriately engaged and the flywheel rotation speed Nfw is increased in preparation for the next speed change operation.

  As described above, at the time of a shift at which the starting clutch 12 is released, the torque can be transmitted from the flywheel 78 to the output shaft 15 by engaging the output clutch 79 as shown in FIG. It becomes possible. Thus, even when the parallel-shaft automatic transmission 16 is shifted, it is possible to prevent the torque loss of the output shaft 15 due to the release of the start clutch 12, so that the speed change without giving the driver a sense of incongruity. The operation can be completed. In addition, since the input shaft 13 and the output shaft 15 are connected to the power split mechanism 70, it is possible to control the flywheel rotational speed Nfw according to not only the engine rotational speed Ne but also the vehicle speed. Therefore, in the high vehicle speed region, the flywheel rotational speed Nfw can be increased while suppressing the engine rotational speed Ne, and a large kinetic energy can be stored in the flywheel 78. Accordingly, sufficient torque can be transmitted from the flywheel 78 to the output shaft 15 even in a high vehicle speed region where a large kinetic energy is required to compensate for torque interruption.

  In the above description, the upshift control and the downshift control for preventing the torque loss at the time of shifting have been described. Shift control is executed. Next, the upshift control that allows torque interruption at the time of shifting by the control unit 80 will be described. In the following description, an upshift from the third speed to the fourth speed will be described as an example. However, the present invention is not limited to this shift stage, and the same applies to upshifts between other shift stages. It is possible to execute the shift control. Here, FIG. 9 is a flowchart showing an example of an execution procedure of the shift control. FIGS. 10A to 13A are explanatory views showing the operating state of the power unit 10. FIG. 10B to FIG. 13B are collinear diagrams showing the operating state of the power split mechanism 70. Further, FIG. 14 is an explanatory diagram showing the operating states of the starting clutch 12, the input clutch 77, and the output clutch 79 during upshifting. In FIGS. 10A to 13A, the torque flow is indicated by black arrows. FIG. 14 shows the operation process during upshifting in the order of before shifting, during shifting (1), during shifting (2), during shifting (3), and when shifting is completed.

  As shown in FIG. 9, in step S11, the starting clutch 12 is engaged, the input clutch 77 is engaged, and the output clutch 79 is released. As described above, the start clutch 12 and the input clutch 77 are engaged before traveling, that is, during travel using the third speed. As a result, as shown in FIG. 10A, the engine torque is transmitted to the output shaft 15 via the third-speed transmission gear train 43 and also to the flywheel 78 via the power split mechanism 70. It becomes a state. As described above, kinetic energy is stored in the flywheel 78 by rotating the flywheel 78 using a part of the engine torque before shifting. Since the output clutch 79 is released, the flywheel rotational speed Nfw is not limited to the carrier rotational speed Nc.

  Subsequently, in step S12, it is determined whether or not a shift speed switching condition is satisfied by referring to a predetermined shift map based on the vehicle speed, the accelerator opening, and the like. If it is determined in step S12 that the speed change condition is satisfied, the process proceeds to step S13, where the starting clutch 12 is released, the input clutch 77 is released, and the engine torque is reduced. Subsequently, in step S14, the actuator 60 is operated to switch the gear position from the third speed to the fourth speed. Accordingly, as shown in FIG. 11A, the clutches 12, 77, and 79 are released, and the automatic transmission 16 is controlled to the fourth speed. That is, as indicated by an arrow α in FIG. 11 (b), the sun gear rotation speed Ns decreases while leaving the engine rotation speed Ne, and the ring gear rotation speed Nr increases while leaving the flywheel rotation speed Nfw.

  Subsequently, in step S15, the starting clutch 12 and the input clutch 77 are controlled to the slip state. As a result, the engine 11 is connected to the sun gear 71 via the starting clutch 12 and the flywheel 78 is connected to the ring gear 74 via the input clutch 77 as shown in FIG. That is, as indicated by an arrow α in FIG. 12 (b), the engine speed Ne is reduced so as to follow the reduced sun gear speed Ns, and increased as indicated by an arrow β in FIG. 12 (b). The flywheel rotational speed Nfw is increased so as to follow the ring gear rotational speed Nr. When the front and rear rotational speeds of the start clutch 12 are synchronized, the process proceeds to step S16, where the start clutch 12 and the input clutch 77 are engaged, and the engine torque is increased. Accordingly, as shown in FIG. 13A, the engine torque is transmitted from the fourth speed gear train 43 to the output shaft 15, and the upshift of the automatic transmission 16 is completed.

  As described above, when the automatic transmission 16 is upshifted, since the start clutch 12 and the input clutch 77 are engaged, it is possible to decrease the engine speed Ne and increase the flywheel speed Nfw. (Refer to FIG. 14 (3) and FIG. 12). In this way, since the engine speed Ne can be reduced, even when the starting clutch 12 is engaged, unnecessary torque is not transmitted from the engine 11 to the drive wheels 14, and the feeling of pushing out of the vehicle. Can be prevented. In addition, since the engine speed Ne, that is, the rotational speed of the input shaft 13 can be quickly reduced, it is possible to increase the shift speed during upshifting. Moreover, since the kinetic energy is moved from the engine 11 to the flywheel 78 when the engine speed Ne is reduced, the kinetic energy of the engine 11 can be used without waste.

  In the above description, when the automatic transmission 16 is upshifted, the starting clutch 12 and the input clutch 77 are controlled to a slip state, that is, an engaged state in which a rotational speed difference is generated between the friction plates. However, it is not limited to this. For example, the starting clutch 12 and the input clutch 77 may be controlled to an engaged state in which no rotational speed difference is generated between the friction plates. The fastening force of the starting clutch 12 and the input clutch 77 is appropriately set according to the engine rotational speed Ne, the flywheel rotational speed Nfw, the target gear position, etc., in order to properly synchronize the switching mechanisms 51, 56, 61. It will be. Further, when the start clutch 12 and the input clutch 77 are engaged during upshifting, it is desirable to control the output clutch 79 to a released state in order to quickly increase the flywheel rotational speed Nfw.

  In the above description, the input shaft 13 is connected to the sun gear 71 of the power split mechanism 70 and the flywheel 78 is connected to the ring gear 74 of the power split mechanism 70. However, the present invention is not limited to this. For example, the flywheel 78 may be connected to the sun gear 71 of the power split mechanism 70 and the input shaft 13 may be connected to the ring gear 74 of the power split mechanism 70. That is, the sun gear 71 may function as the third rotation element, and the ring gear 74 may function as the first rotation element. In the illustrated case, the power split mechanism 70 is configured by a simple planetary gear train. However, the power split mechanism 70 is not limited to this, and the power split mechanism 70 is configured by a compound planetary gear train in which a plurality of planetary gear trains are connected. It may be configured. Further, in the illustrated case, the power split mechanism 70 is configured by a planetary gear train provided with one type of pinion gear 72, but is not limited to this, and the planetary gear train provided with a plurality of types of pinion gears. The power split mechanism 70 may be configured.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above description, the engine 11 that is an internal combustion engine is used as a power source. However, the present invention is not limited to this, and an electric motor may be used as the power source. Moreover, you may make it combine the engine 11 and an electric motor as a motive power source. That is, the present invention can be applied to a power unit mounted on an electric vehicle or a hybrid vehicle.

  In the above description, the parallel shaft type automatic transmission 16 is used as the speed change mechanism, but the present invention is not limited to this. For example, even when a manual transmission, a continuously variable transmission, or a planetary gear type automatic transmission is used as the speed change mechanism, the engine speed Ne is reduced by engaging the start clutch 12 and the input clutch 77. It is possible to increase the flywheel rotational speed Nfw by lowering. As a result, it is possible to complete the upshift quickly while suppressing the push-out feeling of the vehicle. That is, the present invention can be effectively applied to a power unit including a manual transmission, a continuously variable transmission, a planetary gear type automatic transmission, and the like.

10 Power unit (vehicle drive unit)
11 Engine (Power source)
12 Starting clutch (first clutch)
13 Input axis (input path)
14 Drive wheel 15 Output shaft (output path)
16 Automatic transmission (transmission mechanism)
70 Power split mechanism 71 Sun gear (first rotating element)
73 Carrier (second rotating element)
74 Ring gear (third rotating element)
77 Input clutch (second clutch)
78 Flywheel 79 Output clutch (3rd clutch)
80 Control unit (clutch control unit)

Claims (6)

A vehicle has a speed change mechanism between a power source and a drive wheel, the power source and the speed change mechanism are connected via an input path, and the speed change mechanism and the drive wheel are connected via an output path. A driving device comprising:
A power split mechanism including a first rotating element connected to the input path, a second rotating element connected to the output path, and a third rotating element connected to a flywheel;
A first clutch provided between the power source and the input path;
A second clutch provided between the third rotating element and the flywheel;
A clutch control unit for controlling the first clutch and the second clutch to an engaged state when upshifting the transmission mechanism;
A vehicle drive device comprising: The vehicle drive device according to claim 1,
The vehicle drive device, wherein the first clutch and the second clutch are friction clutches. The vehicle drive device according to claim 1 or 2,
The clutch control unit controls the first clutch and the second clutch to be engaged when the shift mechanism is upshifted, and lowers the rotational speed of the power source to increase the rotational speed of the flywheel. The vehicle drive device characterized by these. In the vehicle drive device according to any one of claims 1 to 3,
A third clutch provided between the flywheel and the output path;
The clutch control unit controls the third clutch to a released state and controls the first clutch and the second clutch to an engaged state when upshifting the transmission mechanism. apparatus. In the vehicle drive device according to any one of claims 1 to 4,
The power split mechanism is configured to be arranged in the order of the first rotating element, the second rotating element, and the third rotating element on an alignment chart. In the vehicle drive device according to any one of claims 1 to 5,
The first rotating element is a sun gear, the second rotating element is a carrier that rotatably supports a pinion gear that meshes with the sun gear, and the third rotating element is a ring gear that meshes with the pinion gear. Drive device.

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