JP2017219138A - Continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission which can drive an engine and an electric motor so that a hybrid system becomes most efficient as a whole while suppressing an increase in cost and weight, and satisfying a required drive force of a driver.SOLUTION: A continuously variable transmission 60 comprises: a first primary pulley 611 arranged at a first primary shaft 610 for transmitting a drive force of an engine 10; a second primary pulley 621 arranged at a second primary shaft 620 for transmitting a drive force of an electric motor 40; a first secondary pulley 612 having a third fixed sheave 6121 and one cone face of a common movable sheave 6215; a second secondary pulley 622 having a fourth fixed sheave 6221 and the other cone face of the common movable sheave 6215; a first chain 613; and a second chain 623.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a continuously variable transmission, and more particularly to a continuously variable transmission for a hybrid vehicle that can be suitably used in a hybrid vehicle.

  In recent years, hybrid vehicles (HEV) that can effectively improve the fuel consumption rate (fuel consumption) of a vehicle by using an engine and an electric motor in combination have been widely put into practical use.

  As such a hybrid vehicle, Patent Document 1 discloses a power transmission system that transmits engine driving force to a continuously variable transmission via a torque converter and a forward / reverse switching mechanism and a driving force of a motor generator (electric motor). A hybrid vehicle (hybrid system) including a power transmission system that directly transmits to a continuously variable transmission is disclosed.

  In this hybrid system, the power output from the engine and the power output from the motor generator (electric motor) are respectively input to a continuously variable transmission (primary pulley) and converted by the continuously variable transmission before driving each drive. Transmitted to the wheel.

JP 2012-71752 A

  By the way, in general, the engine tends to improve the driving efficiency on the low rotation side (low rotation and high load side), and the electric motor tends to improve the driving efficiency on the high rotation side. That is, the operating point (high efficiency region) with good operating efficiency differs between the engine and the electric motor. Here, in the hybrid system described in Patent Document 1 described above, since the engine and the electric motor (motor generator) are both connected to the primary pulley of the continuously variable transmission, the rotation shaft on the engine side connected to the primary pulley. The number of rotations of the rotating shaft (which transmits the driving force of the engine) and the rotating shaft on the electric motor side (the rotating shaft which transmits the driving force of the electric motor) are the same.

  Therefore, in the hybrid system described in Patent Document 1, it is difficult to operate the engine and the electric motor independently, and to operate at the operation point (high efficiency region) where the engine and the electric motor have the highest operating efficiency. That is, while satisfying the driver's required driving force (torque), the engine is operated at the most efficient operating point (rotation speed, etc.) of the engine, and at the same time, the electric motor is operated with the highest efficiency of the electric motor. It was difficult to drive at operating points (rotation speed, etc.). Therefore, it is difficult to select and operate the most efficient driving point as the entire hybrid system (total) while satisfying the driver's required driving force.

  However, if an independent continuously variable transmission (transmission mechanism) is provided for each of the engine and the electric motor, the system becomes complicated, which may increase costs and increase weight. Therefore, there is a demand for a technology that can operate the engine and the electric motor so that the overall efficiency of the hybrid system is maximized while suppressing the increase in cost and weight, and satisfying the driver's required driving force. It was.

  The present invention has been made to solve the above-described problems, and the hybrid system as a whole is most efficient while suppressing an increase in cost, an increase in weight, and the like, and satisfying a driver's required driving force. An object of the present invention is to provide a continuously variable transmission capable of operating an engine and an electric motor.

  A continuously variable transmission according to the present invention is arranged to face a first fixed sheave connected to a first rotating shaft that transmits driving force of an engine, and to face the first fixed sheave, and the axial direction of the first rotating shaft A first primary pulley having a first movable sheave that is movably provided on the motor, a second fixed sheave connected to a second rotating shaft that transmits the driving force of the electric motor, and an opposing arrangement to the second fixed sheave A second primary pulley having a second movable sheave provided so as to be movable in the axial direction of the second rotating shaft, and a third fixed sheave disposed opposite to each other and connected to a common output shaft And a fourth fixed sheave, a common movable sheave disposed between the third fixed sheave and the fourth fixed sheave and movably in the axial direction of the output shaft, a first primary pulley, a third One side of the fixed sheave and the common movable sheave The first power transmission member wound between the first secondary pulley formed, the second primary pulley, the fourth fixed sheave, and the other side surface of the common movable sheave. And a second power transmission member wound between the second secondary pulley.

  According to the continuously variable transmission according to the present invention, a first primary pulley configured to include a first fixed sheave and a first movable sheave connected to a first rotating shaft that transmits the driving force of the engine; A first secondary pulley formed having a third fixed sheave and one side surface of the common movable sheave; and a first power transmission member wound between the first primary pulley and the first secondary pulley. A first variator configured and a second primary pulley configured to include a second fixed sheave and a second movable sheave connected to a second rotating shaft that transmits a driving force of the electric motor; A second secondary pulley formed having the fourth fixed sheave and the other side surface of the common movable sheave; a second power transmission member wound between the second primary pulley and the second secondary pulley; Configured with Comprising a variator, common movable sheave is provided so as to be movable in the axial direction of the output shaft. Therefore, the speed ratio on the engine side (speed ratio of the first variator) and the speed ratio on the electric motor side (speed ratio of the second variator) can be changed (set) independently. That is, the engine speed and the electric motor speed can be independently changed (controlled). Therefore, it is possible to drive at a driving point (high efficiency region) where the efficiency of the engine is high and a driving point (high efficiency region) where the efficiency of the electric motor is high while satisfying the driver's required driving force. Moreover, since the movable sheaves of the first secondary pulley and the second secondary pulley are made common and the two variators can be formed integrally, an increase in cost, an increase in weight, and the like can be suppressed. As a result, it is possible to operate the engine and the electric motor so that the overall efficiency of the hybrid system is maximized while suppressing an increase in cost, an increase in weight, and the like, and satisfying the driver's required driving force.

  In the continuously variable transmission according to the present invention, the second rotating shaft is disposed coaxially with the first rotating shaft, the first fixed sheave and the second fixed sheave are disposed back to back, and the first movable sheave and the second movable sheave. It is preferable that the sheave is disposed so as to face the first fixed sheave and the second fixed sheave.

  If it does in this way, a continuously variable transmission (variator) can be made into a more compact structure, for example, it becomes possible to suppress an increase in cost and an increase in weight.

  The continuously variable transmission according to the present invention further includes a forward / reverse switching mechanism that is interposed on the first rotating shaft, includes a forward clutch and a reverse clutch, and switches between forward rotation and reverse rotation of the first rotating shaft. It is preferable.

  In this way, the clutch mechanism (forward clutch and reverse clutch) constituting the forward / reverse switching mechanism is connected and disconnected, so that the engine side is separated and the vehicle is driven only by the electric motor (so-called EV traveling) according to the traveling state of the vehicle. can do.

  The continuously variable transmission according to the present invention preferably further includes a clutch mechanism that is interposed on the second rotating shaft and interrupts power transmission via the second rotating shaft.

  In this way, for example, when the SOC (State Of Charge) of a storage battery (high voltage battery) that supplies power to the electric motor is reduced, the electric motor side can be disconnected and the vehicle can run only by the engine. .

  The continuously variable transmission according to the present invention includes shift control means for controlling the axial position of the output shaft of the common movable sheave, and the shift control means includes a driver's required driving force, engine operating efficiency, and electric It is preferable to control the position of the common movable sheave based on the operating efficiency of the motor.

  In this way, while satisfying the driver's required driving force, the engine and the electric motor are operated at the operating point (high efficiency region) with the highest operating efficiency, that is, the engine is operated at the highest efficiency of the engine. At the same time, the electric motor can be operated at the most efficient operating point (rotation speed or the like) of the electric motor. Therefore, it is possible to maximize the system efficiency of the entire hybrid system (total) while satisfying the driver's required driving force.

  In particular, in the continuously variable transmission according to the present invention, the shift control means controls the position of the common movable sheave based on the driver's requested driving force, the engine fuel consumption rate map, and the electric motor efficiency map. It is preferable.

  In this way, the system efficiency can be maximized as the entire hybrid system (total) more accurately while satisfying the driver's required driving force.

  According to the present invention, it is possible to operate an engine and an electric motor so as to achieve the most efficient overall hybrid system while suppressing an increase in cost, an increase in weight, and the like, and satisfying a driver's required driving force. It becomes.

1 is a skeleton diagram illustrating a configuration of a continuously variable transmission according to an embodiment and a hybrid system to which the continuously variable transmission is applied. It is a table | surface which shows the example of the operation mode of the continuously variable transmission which concerns on embodiment, and a hybrid system.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals are used for the same or corresponding parts. Moreover, in each figure, the same code | symbol is attached | subjected to the same element and the overlapping description is abbreviate | omitted.

  First, the configuration of a continuously variable transmission 60 according to the embodiment will be described with reference to FIG. FIG. 1 is a skeleton diagram showing a configuration of a continuously variable transmission 60 and a hybrid system 1 to which the continuously variable transmission 60 is applied.

  The hybrid system 1 includes an engine 10 and an electric motor 40 as driving force sources. The engine 10 may be of any type, but is, for example, a horizontally opposed in-cylinder four-cylinder gasoline engine. In addition, as the engine 10, for example, an engine whose thermal efficiency is improved by increasing the compression ratio by a high expansion ratio cycle is suitably used. The engine 10 is controlled by an engine control unit (hereinafter referred to as “ECU”) 81.

  The ECU 81 is connected to various sensors such as a crank angle sensor that detects the rotational position (engine speed) of the crankshaft. The ECU 81 determines the fuel injection amount, ignition timing, electronically controlled throttle valve, and the like based on the acquired various information and control information from a hybrid vehicle / control unit (hereinafter referred to as “HEV-ECU”) 80 described later. The engine 10 is controlled by controlling these various devices. In addition, the ECU 81 transmits various information such as the engine speed to the HEV-ECU 80 via a CAN (Controller Area Network) 100.

  The crankshaft (output shaft) 15 of the engine 10 is a continuously variable that converts and outputs the driving force from the engine 10 via a torque converter 20 having a clutch function and a torque amplification function, and a forward / reverse switching mechanism 30. A transmission 60 is connected.

  The torque converter 20 mainly includes a pump impeller 21, a turbine liner 22, and a stator 23. A pump impeller 21 connected to a crankshaft (output shaft) 15 generates an oil flow, and a turbine liner 22 disposed opposite the pump impeller 21 receives the power of the engine 10 via the oil to drive the output shaft. To do. The stator 23 located between them rectifies the exhaust flow (return) from the turbine liner 22 and reduces it to the pump impeller 21 to generate a torque amplification action.

  The torque converter 20 has a lock-up clutch 24 that directly connects the input and the output. The torque converter 20 amplifies the torque of the driving force of the engine 10 and transmits it to the continuously variable transmission 60 when the lock-up clutch 24 is not engaged (in a non-lock-up state), and the lock-up clutch 24 is engaged. When driving (when locking up), the driving force of the engine 10 is directly transmitted to the continuously variable transmission 60.

  The forward / reverse switching mechanism 30 switches between forward rotation and reverse rotation (forward and reverse of the vehicle) of the drive wheels. The forward / reverse switching mechanism 30 mainly includes a double pinion planetary gear train 31, a forward clutch 32, and a reverse clutch (reverse brake) 33. The forward / reverse switching mechanism 30 is configured to be able to switch the transmission path of the engine driving force by controlling the states of the forward clutch 32 and the reverse clutch 33.

  More specifically, when the forward clutch 32 is engaged and the reverse clutch 33 is released, the rotation of the turbine shaft 25 is directly transmitted to a first primary shaft 610, which will be described later, and the vehicle can travel forward. . Further, by releasing the forward clutch 32 and engaging the reverse clutch 33, the planetary gear train 31 can be operated to reverse the rotation direction of the first primary shaft 610, and the vehicle can be driven backward. Become.

  Note that by releasing the forward clutch 32 and the reverse clutch 33, the turbine shaft 25 and the first primary shaft 610 are disconnected, and the forward / reverse switching mechanism 30 enters a neutral state in which no power is transmitted to the first primary shaft 610. That is, the engine 10 and the continuously variable transmission 60 can be separated. The operations (engagement / release) of the forward clutch 32 and the reverse clutch 33 are controlled by a transmission control unit (hereinafter referred to as “TCU”) 83 and a valve body (control valve) 84 which will be described later. In the following description, the forward clutch 32 and the reverse clutch 33 may be collectively referred to as the forward / reverse clutches 32 and 33 unless it is necessary to distinguish between them.

  On the other hand, the electric motor 40 is, for example, a three-phase AC type AC synchronous motor. In the present embodiment, the electric motor 40 is a type that uses a permanent magnet for the rotor and a coil for the stator. The electric motor 40 is a so-called motor generator that operates mainly as a driving force source for driving the vehicle and works as a generator during regeneration. In the electric motor 40, a coil may be used for the rotor and a permanent magnet may be used for the stator. Further, as the electric motor 40, for example, an AC induction motor or a DC motor may be used instead of the AC synchronous motor.

  The electric motor 40 is controlled by a power control unit (hereinafter referred to as “PCU”) 82. The output shaft of the electric motor 40 is connected to the continuously variable transmission 60 via a planetary gear unit (planetary gear mechanism) 50.

  The planetary gear unit 50 includes a sun gear 50a, a planetary pinion (planetary carrier) 50b, and a ring gear (internal gear) 50c. An output shaft 45 of the electric motor 40 is connected to the sun gear 50a, and the driving force of the electric motor 40 is input. The planetary pinion (planetary carrier) 50b is connected to the second primary shaft 620 of the continuously variable transmission 60, and the driving force is transmitted (output) to the continuously variable transmission 60 side. The ring gear (internal gear) 50c is configured to be fixable to the case (can stop rotation) by a clutch (brake) 51 (corresponding to a clutch mechanism described in claims). Therefore, by engaging the clutch 51, the driving force of the electric motor 40 can be transmitted to the second primary shaft 620 of the continuously variable transmission 60. Further, by releasing the clutch 51, the electric motor 40 can be disconnected from the continuously variable transmission 60 (second primary shaft 620).

  The continuously variable transmission 60 is connected to the crankshaft 15 of the engine 10 via the torque converter 20 and the forward / reverse switching mechanism 30. The first primary shaft 610 (the first driving force for transmitting the engine driving force described in the claims). A second primary shaft 620 (corresponding to one rotation shaft) and coaxially arranged with the first primary shaft 610 and connected to the output shaft of the electric motor 40 via the planetary gear 50. And a secondary shaft 630 arranged in parallel with the first primary shaft 610 and the second primary shaft 620 (corresponding to the common output shaft described in the claims). Equivalent).

  A first primary pulley 611 is provided on the first primary shaft 610. The first primary pulley 611 is slidable (movable) in the axial direction of the first primary shaft 610 so as to be opposed to the first fixed sheave 6111 joined to the first primary shaft 610 and the first fixed sheave 6111. The first movable sheave 6112 attached to the first sheave 6112 is configured so that the interval between the cone surfaces of the sheaves 6111 and 6112, that is, the pulley groove width can be changed.

  Similarly, the second primary shaft 620 is provided with a second primary pulley 621. The second primary pulley 621 is slidable (movable) in the axial direction of the second primary shaft 620 so as to face the second fixed sheave 6211 joined to the second primary shaft 620 and the second fixed sheave 6211. The second movable sheave 6212 is mounted on the cone, and the cone surface interval between the sheaves 6211 and 6212, that is, the pulley groove width can be changed.

  Here, the first fixed sheave 6111 and the second fixed sheave 6211 are arranged back to back, and the first movable sheave 6112 and the second movable sheave 6212 sandwich the first fixed sheave 6111 and the second fixed sheave 6211. Opposed to each other. Further, for example, a bearing 615 is preferably interposed between the back surface of the first fixed sheave 6111 and the back surface of the second fixed sheave 6211.

  On the other hand, the secondary shaft 630 is provided with a first secondary pulley 612 and a second secondary pulley 622. More specifically, the first secondary pulley 612 and the second secondary pulley 622 are arranged to face each other and are connected to the secondary shaft 630 (a third fixed sheave 6121 and a fourth fixed sheave 6221). ) And a common movable sheave 6215 provided between the third fixed sheave 6121 and the fourth fixed sheave 6221 and slidable (movable) in the axial direction of the secondary shaft 630. It is configured. The first secondary pulley 612 includes the third fixed sheave 6121 and the side surface (cone surface) of one of the common movable sheave 6215 (left side in the drawing). Similarly, the second secondary pulley 622 is configured to have the fourth fixed sheave 6221 and the other side surface (cone surface) of the common movable sheave 6215 (right side in the drawing).

  The common movable sheave 6215 is driven in the axial direction of the secondary shaft 630 by an actuator 6216 (for example, an electric motor). Here, as a mechanism (configuration) for moving the common movable sheave 6215 in the axial direction of the secondary shaft 630, for example, a gear (pinion gear) attached to the tip of the actuator 6216 and rotated by driving of the actuator 6216, and a straight line A rack and pinion mechanism combined with a rack with teeth attached in a shape can be used. At that time, in order to make the common movable sheave 6215 rotatable, a bearing is provided in the rack, and the rotation direction of the common movable sheave 6215 is held by the bearing while being movable in the axial direction. The configuration in which the common movable sheave 6215 is moved in the axial direction of the secondary shaft 630 is not limited to the above configuration, and other configurations, for example, a ball screw is rotated by a feed motor (actuator 6216) and converted into linear motion. It is also possible to adopt a method to do so.

  Between the first primary pulley 611 and the first secondary pulley 612, a first chain 613 (corresponding to the first power transmission member described in the claims) for transmitting the driving force is stretched. The first primary pulley 611, the first secondary pulley 612, and the first chain 613 described above constitute the first variator 61.

  By changing the groove width of the first primary pulley 611 and the first secondary pulley 612 and changing the ratio of the winding diameter of the first chain 613 to the pulleys 611 and 612 (pulley ratio), the engine side (first variator) 61) is changed steplessly. If the winding diameter of the first chain 613 around the first primary pulley 611 is Rp1 and the winding diameter around the first secondary pulley 612 is Rs1, the speed ratio i1 on the engine side (first variator 61) is i1 = Rs1 /. Represented by Rp1.

  Similarly, a second chain 623 (corresponding to the second power transmission member described in the claims) is transmitted between the second primary pulley 621 and the second secondary pulley 622. Yes. The second primary pulley 621, the first secondary pulley 622, and the first chain 623 described above constitute the second variator 62.

  By changing the groove width of the second primary pulley 621 and the second secondary pulley 622 and changing the ratio of the winding diameter of the second chain 623 to the pulleys 621 and 622 (pulley ratio), the electric motor side (second The transmission ratio of the variator 62) is changed steplessly. When the winding diameter of the second chain 623 around the second primary pulley 621 is Rp2 and the winding diameter around the first secondary pulley 622 is Rs2, the speed ratio i2 on the electric motor side (second variator 62) is i2 = Rs2. / Rp2.

  The speed ratio of the continuously variable transmission 60, that is, the speed ratio of the first variator 61 and the speed ratio of the second variator 62 are changed by moving the common movable sheave 6215 in the axial direction. That is, the groove width of each of the first variator 61 (the first primary pulley 611 and the first secondary pulley 621) and the second variator 62 (the second primary pulley 612 and the first secondary pulley 622) is the axis of the common movable sheave 6215. It is set / changed by adjusting the position of the direction.

  Therefore, the speed ratio on the engine side (first variator 61) and the speed ratio on the electric motor side (second variator 62) are reversed. That is, when the gear ratio on the engine side (first variator 61) moves to the high side, the gear ratio on the electric motor side (second variator 62) moves to the low side, and the gear ratio on the engine side (first variator 61) When moving to the low side, the gear ratio on the electric motor side (second variator 62) moves to the high side.

  The hydraulic pressure for preventing chain slip of the continuously variable transmission 60 (the first chain 613 and the second chain 623), that is, the clamp pressure of each of the first variator 61 and the second variator 62 is the valve body (control valve) 84. Controlled by. The valve body 84 opens and closes an oil passage formed in the valve body 84 using a spool valve and a solenoid valve (solenoid valve) that moves the spool valve, thereby reducing the hydraulic pressure discharged from an oil pump (not shown). The pressure is adjusted and supplied to the hydraulic chamber 6113 of the first primary pulley 611 (first movable sheave 6112) and the hydraulic chamber 6213 of the second secondary pulley 621 (second movable sheave 6212). The valve body 84 also supplies the regulated hydraulic pressure to the lockup clutch 24, the forward / reverse switching mechanism 30 (forward clutch 32, reverse clutch 33), and the like.

  Since it is configured as described above, in this hybrid system 1, the wheels (vehicles) can be driven by the two powers of the engine 10 and the electric motor 40. Further, according to the traveling conditions, it is possible to switch between traveling using only the engine 10, traveling using only the electric motor 40 (EV traveling), and traveling using the engine 10 and the electric motor 40.

  The engine 10, the electric motor 40, and the continuously variable transmission 60, which are the driving force sources of the vehicle, are comprehensively controlled by a control system including HEV-ECU 80, ECU 81, PCU 82, and TCU 83.

  HEV-ECU 80, ECU 81, PCU 82, and TCU 83 are each a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and the storage contents thereof Is configured to have a backup RAM, an input / output I / F, and the like.

  The HEV-ECU 80 is connected to various sensors including, for example, an accelerator pedal sensor 91 for detecting an accelerator pedal depression amount, that is, an accelerator pedal opening, a vehicle speed sensor 92 for detecting a vehicle speed, and the like. The HEV-ECU 80 is connected to the ECU 81, the PCU 82, the TCU 83, and the like via the CAN 100 so as to communicate with each other. The HEV-ECU 80 receives various information such as an engine speed, a motor speed, and a pulley speed from the ECU 81, the PCU 82, the TCU 83, and the like via the CAN 100.

  The HEV-ECU 80 comprehensively controls the driving of the engine 10, the electric motor 40, and the continuously variable transmission 60 based on the acquired various pieces of information. HEV-ECU 80, for example, accelerator pedal opening (driver's required driving force), engine speed, motor speed, speed of each pulley 611, 621, 612 (622), vehicle speed, charging of high voltage battery 90 Based on various information such as the state (SOC), the required output ratio of the engine 10, the torque command value of the electric motor 40, and the target gear ratios of the first variator 61 and the second variator 62 constituting the continuously variable transmission 60 ( Determine the target pulley speed. Then, the HEV-ECU 80 outputs the obtained requested output, torque command value, target gear ratio (target pulley rotation speed), and the like via the CAN 100.

  The ECU 81 adjusts, for example, the opening degree of the electronically controlled throttle valve based on the request output. The PCU 82 drives the electric motor 40 by driving the inverter 82a based on the torque command value.

  Further, the TCU 83 drives the actuator 6216 based on the target gear ratio (target pulley rotation speed) of each of the first variator 61 and the second variator 62 to move the common movable sheave 6215 in the axial direction (common movable sheave). Adjust the position on the 6215 axis). That is, the gear ratios of the first variator 61 and the second variator 62 are changed.

  In particular, the HEV-ECU 80 operates the engine 10, the electric motor 40, and the continuously variable transmission 60 so as to maximize the efficiency of the hybrid system 1 while satisfying the driver's required driving force (torque). (Control) function. Therefore, the HEV-ECU 80 functionally includes a shift control unit 80a. In the HEV-ECU 80, each function of the speed change control unit 80a is realized by a program stored in the ROM being executed by the microprocessor.

  The shift control unit 80a satisfies the driver's required driving force based on, for example, the driver's required driving force determined according to the accelerator pedal opening, the operating efficiency of the engine 10, and the electric motor 40. The target gear ratio (target pulley rotational speed) of the first variator 61 and the second variator 62 so that the engine 10 can be operated in a high efficiency region where the operating efficiency of the engine 10 is good and in a high efficiency region where the efficiency of the electric motor 40 is good. The target gear ratio (target pulley rotation speed) is set. That is, the shift control unit 80a functions as a shift control means described in the claims.

  At that time, the shift control unit 80a performs a driver's required driving force, a net fuel consumption rate (BSFC) map of the engine 10 stored in advance in a ROM or the like, and an efficiency map of the electric motor 40 ( Based on a map that defines the relationship between the rotational speed, torque, and efficiency), while satisfying the driver's required driving force, the engine 10 has an efficient operating point (the rotational speed) and the electric motor 40 has an efficient operation. The target speed ratio (target pulley speed) of the first variator 61 and the target speed ratio (target pulley speed) of the second variator 62 are set so that the operation can be performed at the point (speed).

  The HEV-ECU 80 outputs (transmits) the set target speed ratio (target pulley rotational speed) of the first variator 61 and the target speed ratio (target pulley rotational speed) of the second variator 62 to the TCU 83 via the CAN 100. . Further, the HEV-ECU 80 engages / releases the forward clutch 32 and the reverse clutch 33 constituting the forward / reverse switching mechanism 30 and engages / releases the clutch 51 of the planetary gear unit 50 according to the operating state of the hybrid system 1. The instructing instruction information is output (transmitted) to the TCU 83 via the CAN 100.

  The TCU 83 obtains the target position of the common movable sheave 6215 based on the received target gear ratio (target pulley rotational speed) of the first variator 61 and the target gear ratio (target pulley rotational speed) of the second variator 62, and performs common movable movement. The actuator 6216 is driven to move the common movable sheave 6215 so that the actual position of the sheave 6215 matches the target position. That is, the TCU 83 matches the actual transmission ratio (actual pulley rotation speed) on the engine side (first variator 61) with the target transmission ratio (target pulley rotation speed) on the engine side (first variator 61). The common movable sheave 6215 so that the actual transmission ratio (actual pulley rotation speed) on the motor side (second variator 62) matches the target transmission ratio (target pulley rotation speed) on the electric motor side (second variator 62). To move.

  The TCU 83 also engages / releases the forward clutch 32 and the reverse clutch 33 (connection / disengagement of the engine 10) and the planetary gear unit that constitute the forward / reverse switching mechanism 30 based on the instruction information received via the CAN 100. 50 clutches 51 are engaged / released (electric motor 40 is connected / disconnected).

  Next, the operation of the hybrid system 1 including the continuously variable transmission 60 will be described with reference to FIG. FIG. 2 is a table showing examples of operation modes of the continuously variable transmission 60 and the hybrid system 1. In FIG. 2, there are four items: (1) engine 10 output state (connection / disconnection with continuously variable transmission 60 by engagement / release of forward / reverse clutch 32/33), (2) output state of electric motor 40 (Connection or disconnection with continuously variable transmission 60 by engagement / disengagement of clutch 51), (3) engine side (first variator 61) gear ratio, and (4) electric motor side (second variator 62) gear ratio. The operation modes of the hybrid system 1 including the continuously variable transmission 60 are divided into 1 to 6 according to combinations. Hereinafter, each operation mode 1-6 is demonstrated.

  In operation mode 1, (1) the engine 10 is in an output state (a state where the forward / reverse clutch 32/33 is engaged and connected (operated) to the continuously variable transmission 60), and (2) the electric motor 40 is in an output state ( (3) engine side (first variator 61) gear ratio is on the high side (low rotation side), (4) electric motor side (Second variator 62) This is an operation mode in which the gear ratio is controlled to the low side (high rotation side). In this operation mode 1, it is possible to operate using the low rotation region where the efficiency of the engine 10 is high and the high rotation region where the efficiency of the electric motor 40 is high while ensuring the required driving force. That is, the engine 10 and the electric motor 40 can be operated so as to maximize the efficiency of the entire hybrid system 1. For example, the engine 10 can be operated at a low rotation speed of about 1000 rpm (a high-efficiency region where sufficient torque can be generated) and the electric motor 40 can be operated at a high-efficiency region where efficiency is high.

  In the operation mode 2, (1) the engine 10 is in an output state (a state where the forward / reverse clutch 32/33 is engaged and connected (operated) to the continuously variable transmission 60), and (2) the electric motor 40 is in an output state ( (3) engine side (first variator 61) gear ratio is low (high rotation side), (4) electric motor side (Second variator 62) This is an operation mode in which the gear ratio is controlled to the high side (low rotation side). This operation mode 2 is a mode used at the time of starting, for example. Since the output torque of the electric motor 40 tends to increase on the low rotation side, the start can be assisted by operating the electric motor 40 in the low rotation speed / high torque region when the engine 10 starts.

  In the operation mode 3, (1) the engine 10 is in an output state (a state where the forward / reverse clutch 32/33 is engaged and connected (operated) to the continuously variable transmission 60), and (2) the electric motor 40 is stopped ( (3) engine side (first variator 61) gear ratio is on the high side (low rotation side), (4) electric motor side (second) (when the clutch 51 is released and disconnected from the continuously variable transmission 60) The variator 62) is an operation mode in which the gear ratio is controlled to the low side (high rotation side). In this operation mode 3, by releasing the clutch 51, for example, the vehicle can travel with the electric motor 40 disconnected while traveling at high speed.

  In operation mode 4, (1) the engine 10 is in an output state (a state where the forward / reverse clutch 32/33 is engaged and connected (operated) to the continuously variable transmission 60), and (2) the electric motor 40 is stopped ( (3) engine side (first variator 61) gear ratio is low side (high rotation side), (4) electric motor side (second state) when the clutch 51 is released and disconnected from the continuously variable transmission 60). The variator 62) is an operation mode in which the gear ratio is controlled to the high side (low rotation side). In this operation mode 4, for example, when the SOC of the high voltage battery 90 is lowered, the clutch (brake) 51 can be released and the engine 10 can start only without driving the electric motor 40.

  In operation mode 5, (1) the engine 10 is stopped (the forward / reverse clutch 32/33 is released and disconnected from the continuously variable transmission 60), (2) the electric motor 40 is in the output state (the clutch 51 is (3) engine side (first variator 61) gear ratio is high (low rotation side), (4) electric motor side (second) The variator 62) is an operation mode in which the gear ratio is controlled to the low side (high rotation side). In this operation mode 5, traveling by only the electric motor 40 (EV traveling) can be performed using the high efficiency region of the electric motor 40. At that time, by releasing the forward / reverse clutch 32/33 and disconnecting the engine 10, the reverse rotation of the engine 10 can be prevented.

  In operation mode 6, (1) the engine 10 is stopped (the forward / reverse clutch 32/33 is released and disconnected from the continuously variable transmission 60), (2) the electric motor 40 is in the output state (the clutch 51 is (3) engine side (first variator 61) gear ratio is low (high rotation side), (4) electric motor side (second) The variator 62) is an operation mode in which the gear ratio is controlled to the high side (low rotation side). In this operation mode 6, high-speed traveling can be performed only with the electric motor 40.

  As described above in detail, according to the present embodiment, the first fixed sheave 6111 and the first movable sheave 6112 connected to the first primary shaft 610 that transmits the driving force of the engine 10 are configured. A first secondary pulley 612 formed with a first primary pulley 611, one side surface (cone surface) of the third fixed sheave 6121 and the common movable sheave 6125, a first primary pulley 611, and a first secondary pulley A second variator 61 having a first chain 613 wound between the pulley 612 and a second fixed shaft connected to the second primary shaft 620 that transmits the driving force of the electric motor 40. A second primary pulley 621 configured with a sheave 6211 and a second movable sheave 6212; a fourth fixed sheave 6221; A second secondary pulley 622 formed having the other side surface (cone surface) of the movable sheave 6215, and a second chain 623 wound between the second primary pulley 621 and the second secondary pulley 622. A second movable variator 62 is provided, and a common movable sheave 6215 is provided so as to be movable in the axial direction of the secondary shaft 630. Therefore, the speed ratio on the engine side (speed ratio of the first variator 61) and the speed ratio on the electric motor side (speed ratio of the second variator 62) can be changed (set) independently. That is, the rotational speed of the engine 10 and the rotational speed of the electric motor 40 can be changed (controlled) independently. Therefore, it is possible to drive at a driving point (high efficiency region) where the efficiency of the engine 10 is high and a driving point (high efficiency region) where the efficiency of the electric motor 40 is high while satisfying the driver's required driving force. In addition, since the two variators 61 and 62 can be configured integrally, an increase in cost and an increase in weight can be suppressed. As a result, it is possible to operate the engine 10 and the electric motor 40 so that the hybrid system 1 as a whole is most efficient while suppressing an increase in cost, an increase in weight, and the like and satisfying the driver's required driving force. It becomes.

  According to the present embodiment, the second primary shaft 620 is disposed coaxially with the first primary shaft 610, the first fixed sheave 6111 and the second fixed sheave 6211 are disposed back to back, and the first movable sheave 6112 and the first Two movable sheaves 6212 are arranged to face each other so as to sandwich the first fixed sheave 6111 and the second fixed sheave 6211. Therefore, the continuously variable transmission 60 (the first and second variators 61 and 62) can be made more compact, and for example, it is possible to suppress an increase in cost and an increase in weight.

  According to the present embodiment, the forward / reverse switching mechanism 30 that includes the forward clutch 32 and the reverse clutch 33 and that switches between the forward rotation and the reverse rotation of the first primary shaft 610 is provided on the first primary shaft 610. . Therefore, the clutch mechanism (the forward clutch 32 and the reverse clutch 33) constituting the forward / reverse switching mechanism 30 is engaged, so that the engine side is separated and traveled only by the electric motor 40 according to the traveling state of the vehicle (so-called EV traveling). can do.

  According to the present embodiment, the planetary gear unit 50 (clutch 51) is provided that is interposed in the second primary shaft 620 and intermittently transmits power through the second primary shaft 620. Therefore, for example, when the SOC of a storage battery (high voltage battery) 90 that supplies electric power to the electric motor 40 is lowered, the electric motor 40 can be disconnected and the vehicle can run only by the engine 10.

  According to the present embodiment, the position of the common movable sheave 6215 (that is, the shift on the engine side (first variator 61)) is based on the driver's required driving force, the operating efficiency of the engine 10, and the operating efficiency of the electric motor 40. Ratio and the transmission ratio of the electric motor side (second variator 62) are controlled. Therefore, while satisfying the driver's required driving force, the engine 10 and the electric motor 40 are operated at the operating point (high efficiency region) with the highest operating efficiency, that is, the engine 10 is operated at the highest efficiency of the engine 10. At the same time, the electric motor 40 can be operated at the most efficient operating point (rotational speed or the like) of the electric motor 40. Therefore, it is possible to maximize the system efficiency of the hybrid system 1 as a whole.

  In particular, according to the present embodiment, the position of the common movable sheave 6215 is controlled based on the net fuel consumption rate (BSFC) map of the engine 10 and the efficiency map of the electric motor 40. Therefore, it is possible to maximize the system efficiency of the hybrid system 1 as a whole while more accurately satisfying the driver's required driving force.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. For example, in the above embodiment, the planetary gear unit 50 is interposed between the electric motor 40 and the continuously variable transmission 60. However, when reduction (deceleration) is unnecessary, only the clutch mechanism is used instead of the planetary gear unit 50. It is good also as a structure provided.

  In the above embodiment, as the control system, the HEV-ECU 80, the ECU 81, the PCU 82, and the TCU 83 are divided into functions, and the respective units are communicably connected by the CAN 100. The function sharing or the like is not limited to the above embodiment. For example, the shift control unit 80a may be configured to be included in the TCU 83 instead of the HEV-ECU 80.

  In the above embodiment, the present invention is applied to a chain type continuously variable transmission (CVT). However, the present invention may be applied to, for example, a belt type continuously variable transmission instead of the chain type continuously variable transmission. it can.

DESCRIPTION OF SYMBOLS 1 Hybrid system 10 Engine 20 Torque converter 30 Forward / reverse switching mechanism 31 Planetary gear train 32 Forward clutch 33 Reverse clutch (reverse brake)
DESCRIPTION OF SYMBOLS 40 Electric motor 50 Planetary gear (planetary gear) unit 51 Clutch 60 Continuously variable transmission 61 1st variator 62 2nd variator 610 1st primary shaft 611 1st primary pulley 612 1st secondary pulley 613 1st chain 620 2nd primary shaft 621 Second primary pulley 622 Second secondary pulley 623 Second chain 6111 First fixed sheave 6112 First movable sheave 6113 Hydraulic chamber 6211 Second fixed sheave 6212 Second movable sheave 6213 Hydraulic chamber 6121 Third fixed sheave 6221 Fourth fixed sheave 6215 Common movable sheave 6216 Actuator 630 Secondary shaft 80 HEV-ECU
80a Transmission control unit 81 ECU
82 PCU
83 TCU
84 Valve body (control valve)

Claims (6)

A first fixed sheave connected to a first rotating shaft for transmitting the driving force of the engine, and a first fixed sheave disposed opposite to the first fixed sheave and movable in the axial direction of the first rotating shaft. A first primary pulley having a movable sheave;
A second fixed sheave connected to a second rotating shaft that transmits the driving force of the electric motor, and a second fixed sheave disposed opposite to the second fixed sheave and movable in the axial direction of the second rotating shaft. A second primary pulley having a movable sheave;
A third fixed sheave and a fourth fixed sheave disposed opposite to each other and connected to a common output shaft;
A common movable sheave disposed between the third fixed sheave and the fourth fixed sheave and provided movably in the axial direction of the output shaft;
A first power transmission member wound between the first primary pulley, a first secondary pulley formed to have one side surface of the third fixed sheave and the common movable sheave;
A second power transmission member wound between the second primary pulley and a second secondary pulley formed to have the fourth fixed sheave and the other side surface of the common movable sheave; A continuously variable transmission. The second rotating shaft is disposed coaxially with the first rotating shaft;
The first fixed sheave and the second fixed sheave are arranged back to back,
2. The continuously variable step according to claim 1, wherein the first movable sheave and the second movable sheave are arranged to face each other so as to sandwich the first fixed sheave and the second fixed sheave. transmission.   3. The forward / reverse switching mechanism is provided on the first rotating shaft, has a forward clutch and a reverse clutch, and further switches between forward rotation and reverse rotation of the first rotating shaft. The continuously variable transmission described.   The continuously variable transmission according to any one of claims 1 to 3, further comprising a clutch mechanism that is interposed on the second rotating shaft and that interrupts power transmission via the second rotating shaft. . Shift control means for controlling the axial position of the output shaft of the common movable sheave;
The shift control means controls the position of the common movable sheave based on a driver's required driving force, the engine operating efficiency, and the electric motor operating efficiency. The continuously variable transmission of any one of Claims. The shift control means controls the position of the common movable sheave based on a driver's required driving force, a fuel consumption rate map of the engine, and an efficiency map of the electric motor. The continuously variable transmission described.

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