JP3588356B1 - Power transmission device of hybrid vehicle - Google Patents

Abstract

An object of the present invention is to provide a power transmission device of a hybrid vehicle that can prevent the rotational speed of the motor from becoming excessively high even with the engine inoperative state with a simple configuration.
A reduction gear ratio of a first rotation transmission system from an engine 1 to a power output shaft 11 via a power distributor 4 and a second rotation from the engine 1 to the power output shaft 11 via a power distributor 5 In the power transmission device 3 configured to be different from the reduction ratio of the transmission system, power distribution of the second rotation transmission system on the low reduction ratio side when the engine 1 becomes inoperative while the vehicle is shifting. The rotation restricting means 12 (one-way clutch 23) prevents the rotation direction of the rotation shaft 7a of the motor 7 connected to the unit 5 from changing in the reverse direction during the shift traveling. This prevents the rotational speed of the motor 6 connected to the power distributor 4 of the first rotation transmission system on the high reduction ratio side from becoming excessively high.
[Selected figure] Figure 1

Description

【００６４】
表１に示すように、エンジン４１の出力軸４１ａから第１動力分配器４４の入力軸たるリングギヤ４４ｒまでの回転伝達系の減速比をｋ５、エンジン４１の出力軸４１ａから第２動力分配器４５の入力軸たるリングギヤ４５ｒまでの回転伝達系の減速比をｋ６（本実施形態ではｋ６＝ｋ５）、第１動力分配器４４のリングギヤ４４ｒからサンギヤ４４ｓまでの減速比をｋ７、第２動力分配器４５のリングギヤ４５ｒからサンギヤ４５ｓまでの減速比をｋ８とおく。また、両変速機４９，５０の低減速比回転伝達機構５８，６３の減速比（ギヤ５３ｂ又は５３ｃに対するギヤ５３ａのギヤ比（歯数比））をｋ９、両変速機４９，５０の高減速比回転伝達機構５９，６４の減速比（ギヤ６０ｂ又は６０ｃに対するギヤ６０ａのギヤ比（歯数比））をｋ１０（＞ｋ９）とおく。このとき、エンジン４１の出力軸４１ａから第１動力分配器４４を経由して動力出力軸５１に至る回転伝達系（第１分配器側回転伝達系）の減速比は、変速機４９の減速比の切換えによって、表１に示したとおり、ｋ５・（１＋ｋ７）・ｋ９又はｋ５・（１＋ｋ７）・ｋ１０となる。同様に、エンジン４１の出力軸４１ａから第２動力分配器４５を経由して動力出力軸５１に至る回転伝達系（第２分配器側回転伝達系）の減速比は、変速機５０の減速比の切換えによって、表１に示したとおり、ｋ６・（１−ｋ８）・ｋ９又はｋ６・（１−ｋ８）・ｋ１０となる。そして、これらの第１分配器側回転伝達系と第２分配器側回転伝達系とを合わせた４種類の減速比が等比数列状の値になるように、ｋ１０＝Ａ^２・ｋ９とされている。ここで、Ａは、エンジン４１の出力軸４１ａから第１動力分配器４４のキャリア４４ｃまでの減速比とエンジン４１の出力軸４１ａから第２動力分配器４５のキャリア４５ｃまでの減速比との比率である。本実施形態では、ｋ５＝ｋ６であるので、Ａ＝（１＋ｋ７）／（１−ｋ８）である。上記のようにｋ１０＝Ａ^２・ｋ９となるように変速機４９，５０の減速比ｋ９，ｋ１０の値を設定しておくことで、４種類の減速比ｋ５・（１＋ｋ７）・ｋ９、ｋ５・（１＋ｋ７）・ｋ１０、ｋ６・（１−ｋ８）・ｋ９、ｋ６・（１−ｋ８）・ｋ１０を小さいものから順に並べたとき、それらの値は、Ａ倍づつ、値が異なる等比数列状のものとなる。以下、減速比ｋ５・（１＋ｋ７）・ｋ９、ｋ５・（１＋ｋ７）・ｋ１０、ｋ６・（１−ｋ８）・ｋ９、ｋ６・（１−ｋ８）・ｋ１０を、大きい値のものから順番に第１減速比Ｒ１（＝ｋ５・（１＋ｋ７）・ｋ１０）、第２減速比Ｒ２（＝ｋ６・（１−ｋ８）・ｋ１０）、第３減速比Ｒ３（＝ｋ５・（１＋ｋ７）・ｋ９）、第４減速比Ｒ４（＝ｋ６・（１−ｋ８）・ｋ９）と称する。
【００６５】
なお、本実施形態では、上記の如く、ｋ１０＝Ａ^２・ｋ９となるように変速機４９，５０の減速比ｋ９，ｋ１０の値を設定したが、必ずしもこのようにする必要はなく、基本的には、変速機４９の減速比の切換えによって第１分配器側回転伝達系が採り得る減速比Ｒ１，Ｒ３と、変速機５０の減速比の切換えによって第２分配器側回転伝達系が採り得る減速比Ｒ２，Ｒ４とが、Ｒ１＞Ｒ２＞Ｒ３＞Ｒ４となるように、ｋ５〜ｋ１０の値が設定されていればよい。また、両動力分配器４４，４５を、両者ともシングルピニオン型の遊星歯車装置で構成したり、あるいは両者ともダブルピニオン型の遊星歯車装置で構成するようにしてもよい。
【００６６】
回転規制手段７１は、前記第１実施形態の回転規制手段１０と同様、第１動力分配器４４のリングギヤ４４ａの回転を適宜阻止するためのものであり、ワンウェイクラッチ７５と係止機構７６とを備えている。これらのワンウェイクラッチ７５および係止機構７６の機能（動作）は、第１実施形態の回転規制手段１０のワンウェイクラッチ１９および係止機構２０と同様である。また、回転規制手段７２は、前記第１実施形態の回転規制手段１１と同様、第２動力分配器４５のキャリア４５ｃの回転を適宜阻止するためのものであり、ワンウェイクラッチ７７と係止機構７８とを備えている。これらのワンウェイクラッチ７５および係止機構７６の機能（動作）は、第１実施形態の回転規制手段１１のワンウェイクラッチ２１および係止機構２２と同様である。
【００６７】
回転規制手段７３，７４は本発明における回転規制手段に相当するものである。以下説明すると、回転規制手段７３は、第１モータ４６の回転軸４６ａ（第１動力分配器４４のサンギヤ４４ｓの回転軸）の所定の１方向の回転を阻止するためのワンウェイクラッチ７９と、このワンウェイクラッチ７９の機能（回転軸４６ａの１方向の回転を阻止する機能）をＯＮ／ＯＦＦする係止機構８０とを備えている。係止機構８０は、図示省略するアクチュエータを介してワンワエイクラッチ７９に摩擦力あるいは凹凸嵌合等により係脱するものである。そして、該係止機構８０は、ワンウェイクラッチ７９に係合した状態では、ワンウェイクラッチ７９の固定側部分を回転不能に係止して、該ワンウェイクラッチ７９の機能をＯＮにし、ワンウェイクラッチ７９との係合を解除した状態では、該ワンウェイクラッチ７９を第１モータ４６の回転軸４６ａと一体的に回転し得る状態として、該ワンウェイクラッチ７９の機能をＯＦＦにするものである。なお、ワンウェイクラッチ７９は、前記ワンウェイクラッチ７５，７７と同様、ラッチ機構などにより第１モータ４６の回転軸４６ａの所定方向の回転を阻止するものである。この場合、エンジン４１の出力軸４１ａの回転方向を図中の矢印Ｙ９の方向としたとき、ワンウェイクラッチ７９が、その機能のＯＮ状態において許容する回転軸４６ａの回転方向は矢印Ｙ１０の方向である。この回転軸４６ａの回転方向Ｙ１０は、後述のＣＶＴ走行において第１分配器側回転伝達系の減速比が第２分配器側回転伝達系の減速比よりも小さい場合に第１モータ４６の回転軸４６ａが回るべき方向（リングギヤ４４ｒおよびキャリア４４ｃの回転方向と逆方向）である。
【００６８】
回転規制手段７４は、第２モータ４７の回転軸４７ａ（第２動力分配器４５のサンギヤ４５ｓの回転軸）の所定の１方向の回転を阻止するためのワンウェイクラッチ８１と、このワンウェイクラッチ８１の機能（回転軸４７ａの１方向の回転を阻止する機能）をＯＮ／ＯＦＦする係止機構８２とを備えている。係止機構８２は、図示省略するアクチュエータを介してワンワエイクラッチ８１に摩擦力あるいは凹凸嵌合等により係脱するものである。そして、該係止機構８２は、前記回転規制手段７３の係止機構８０と同様に、ワンウェイクラッチ８１に係合した状態では、該ワンウェイクラッチ８１の機能をＯＮにし、ワンウェイクラッチ８１との係合を解除した状態では、該ワンウェイクラッチ８１の機能をＯＦＦにするものである。なお、ワンウェイクラッチ８１は、前記ワンウェイクラッチ７５，７７と同様、ラッチ機構などにより第２モータ４７の回転軸４７ａの所定方向の回転を阻止するものである。この場合、ワンウェイクラッチ８１が、その機能のＯＮ状態において許容する回転軸４７ａの回転方向は図中の矢印Ｙ１１の方向である。この回転軸４７ａの回転方向Ｙ１１は、後述のＣＶＴ走行において第２分配器側回転伝達系の減速比が第１分配器側回転伝達系の減速比よりも小さい場合に回転軸４７ａが回るべき方向（リングギヤ４５ｒの回転方向と同方向）である。
【００６９】
かかる本実施形態の動力伝達装置４３の制御のための構成は、前記第１実施形態と同様である。すなわち、前記図２を参照して、マイクロコンピュータ等の電子回路により構成された制御装置２５が備えられ、前記各クラッチ４８，６１，６５はそれぞれに対応して設けられたアクチュエータ２９を介して制御装置２５により制御され、係止機構７６，７８，８０，８２はそれぞれに対応して設けられたアクチュエータ３０を介して制御装置２５により制御される。また、制御装置２５は、前記第１実施形態と同様、図示しない燃料噴射装置やスロットル弁等を介してエンジン４１の運転制御を行なうと共に、モータ駆動回路２７，２８をそれぞれ介して各モータ４６，４７と蓄電器２６との間の通電制御を行なう。
【００７０】
次に本実施形態の動力伝達装置４３の作動を詳説する。エンジン４１と動力出力軸５１との間の変速（減速比の変更）を行いつつ、エンジン１の出力により車両を走行させるＣＶＴ走行（変速走行）を行う場合には、クラッチ４８は接続状態に制御される。また、前記係止機構７６，７８はそれぞれ第１動力分配器４４のリングギヤ４４ｒ、第２動力分配器４５のキャリア４５ｃの回転を阻止しない状態（開放状態）に制御される。
【００７１】
このようにクラッチ４８および係止機構７６，７８を動作させた状態で、前記制御装置２５は、車両のアクセル操作量ＡＰと車速Ｖとに応じてマップ等を用いて車両の要求走行トルクを決定すると共に、その要求走行トルクと車速Ｖとに応じてマップ等を用いて動力伝達装置３の変速域を決定する。ここで、変速域は、前記第１減速比Ｒ１と第２減速比Ｒ２との間の変速域（以下、第１変速域という）、第２減速比Ｒ２と第３減速比Ｒ３との間の変速域（以下、第２変速域という）、並びに、第３減速比Ｒ３と第４減速比Ｒ４との間の変速域（以下、第３変速域という）がある。第１変速域、第２変速域、および第３変速域は、それぞれ基本的には低車速域、中車速域、高車速域で使用する変速域である。これらの第１変速域、第２変速域、第３変速域は、それぞれ図４（ａ）の点描領域Ｘ、図４（ｂ）の点描領域Ｙ、図４（ｃ）の点描領域Ｚで変速動作が可能な変速域である。なお、これらの各図４（ａ）〜４（ｃ）において、曲線ｇ１〜ｇ４は、エンジン４１から動力出力軸５１までの減速比をそれぞれ第１減速比Ｒ１、第２減速比Ｒ２、第３減速比Ｒ３、第４減速比Ｒ４に固定して、エンジン１を最大出力で運転させた場合の走行トルクと車速Ｖとの関係を示すグラフである。また、Ｖ１〜Ｖ３はそれぞれ曲線ｇ１，ｇ２，ｇ３上でエンジン１の最大回転数に対応する車速である。
【００７２】
制御装置２５は、上記の如く決定した変速域に応じて変速機４９，５０のクラッチ６１，６５を図５〜図７で示すように動作させる。これらの図５〜図７はそれぞれ第１変速域、第２変速域、第３変速域に対応するものであり、クラッチ４８，６１，６５の動作状態が接続状態であるとき、それを黒塗りで表し、切断状態であることを白抜きで表している。なお、この黒塗り、白抜きの意味は、係止機構７６，７８並びにワンウェイクラッチ７５，７７についても同様である。クラッチ４８は、ＣＶＴ走行中は接続状態であるので図５〜図７のいずれの図でも黒塗り状態となっている。同様に、係止機構７６，７８およびワンワエイクラッチ７５，７７は、ＣＶＴ走行中は、いずれも回転を阻止しない開放状態であるので、図５〜図７のいずれの図でも白抜き状態となっている。また、黒塗り、白抜きの意味は、係止機構８０，８２についても同様であるが、これらの係止機構８０，８２の動作状態については後述する。
【００７３】
第１変速域では、図５に示すように変速機４９のクラッチ６１が高減速比回転伝達機構５９のギヤ６０ｂを部材６２に接続する状態に制御されると共に、変速機５０のクラッチ６５が高減速比回転伝達機構６４のギヤ６０ｃを部材６６に接続する状態に制御される。このとき、エンジン４１の出力トルクのうち、第１動力分配器４４に分配されるトルクは、第１動力分配器４４のキャリア４４ｃから変速機４９の高減速比回転伝達機構５９を介して動力出力軸５１に伝達され、第２動力分配器４５に分配されるトルクは、第２動力分配器４５のキャリア４５ｃから変速機５０の高減速比回転伝達機構６４を介して伝達される。また、このとき、エンジン４１の出力軸４１ａの回転方向を矢印Ｙ９の向きとすると、第１モータ４６の回転軸４６ａおよび第２モータ４７の回転軸４７ａの回転方向はそれぞれ図５の矢印Ｙ１２，Ｙ１３の向きとなる。
【００７４】
また、第２変速域では、図６に示すように変速機４９のクラッチ６１が低減速比回転伝達機構５８のギヤ５３ｂを部材６２に接続する状態に制御されると共に、変速機５０のクラッチ６５が高減速比回転伝達機構６４のギヤ６０ｃを部材６６に接続する状態に制御される。このとき、エンジン４１の出力トルクのうち、第１動力分配器４４に分配されるトルクは、第１動力分配器４４のキャリア４４ｃから変速機４９の低減速比回転伝達機構５８を介して動力出力軸５１に伝達され、第２動力分配器４５に分配されるトルクは、第１変速域の場合と同じ経路で動力出力軸５１に伝達される。また、このとき、エンジン４１の出力軸４１ａの回転方向を矢印Ｙ９の向きとすると、第１モータ４６の回転軸４６ａおよび第２モータ４７の回転軸４７ａの回転方向はそれぞれ図６の矢印Ｙ１４，Ｙ１５の向きとなる。この場合の各回転軸４６ａ，４７ａの回転方向は、第１変速域の場合と逆向きである。
【００７５】
また、第３変速域では、図７に示すように変速機４９のクラッチ６１が低減速比回転伝達機構５８のギヤ５３ｂを部材６２に接続する状態に制御されると共に、変速機５０のクラッチ６５が低減速比回転伝達機構６３のギヤ５３ｃを部材６６に接続する状態に制御される。このとき、エンジン４１の出力トルクのうち、第１動力分配器４４に分配されるトルクは、第２変速域の場合と同じ経路で動力出力軸５１に伝達され、第２動力分配器４５に分配されるトルクは、第２動力分配器４５のキャリア４５ｃから変速機５０の低減速比回転伝達機構６３を介して動力出力軸５１に伝達される。また、このとき、エンジン４１の出力軸４１ａの回転方向を矢印Ｙ９の向きとすると、第１モータ４６の回転軸４６ａおよび第２モータ４７の回転軸４７ａの回転方向はそれぞれ、前記第１変速域と同じ向き（矢印Ｙ１４，Ｙ１５の向き）となる。
【００７６】
制御装置２５は、前記第１実施形態の場合と同様に、車両の要求走行トルクと車速Ｖとに応じてエンジン４１の目標出力を決定し、さらに、その目標出力を前記決定した変速域で発生する上で最も効率のよい（最も燃料消費量が少なくなる）エンジン４１の目標出力トルクと目標回転数との組を決定する。そして、制御装置２５は、前記第１実施形態と同様に、目標出力トルクに応じてエンジン４１のスロットル弁（図示しない）の開度を制御すると共に、目標回転数と実回転数ＮＥ（検出値）との偏差に応じて目標出力トルクを補正することで、エンジン４１の目標負荷トルクを決定する。さらに、制御装置２５は、決定した目標負荷トルクと前記要求走行トルクに対応して動力出力軸５１に発生させるべき目標駆動トルクとを基に、各モータ４６，４７の目標トルクを前記式（１）、（２）と同様の次式（５）、（６）に基づいて決定する。
【００７７】
Ｔｅ＝（１／γ１）・Ｔ１＋（１／γ２）・Ｔ２ ……（５）
Ｔｖ＝γ４・Ｔ１＋γ４・Ｔ２ ……（６）
【００７８】
ここで、γ１は、エンジン４１の出力軸４１ａから第１モータ４６までの減速比、γ２は、エンジン４１の出力軸４１ａから第２モータ４７までの減速比である。これらの減速比γ１，γ２は、前記表１の符号を用いて表すと、γ１＝ｋ５・ｋ７、γ２＝ｋ６・ｋ８である。また、γ３は、第１モータ４６の回転軸４６ａから動力出力軸５１までの減速比、γ４は第２モータ４７の回転軸４７ａから動力出力軸５１までの減速比である。これらの減速比γ３，γ４は、変速域が第１〜第３のいずれの変速域であるかに応じたものとなる。具体的には、前記図５の第１変速域では、第１動力分配器４４のキャリア４４ｃから動力出力軸５１への減速比と第２動力分配器４５のキャリア４５ｃから動力出力軸５１への減速比とはいずれもｋ１０（＝高減速比回転伝達機構５９，６４の減速比）である。従って、第１モータ４６の回転軸４６ａから第１動力分配器４４のキャリア４４ｃへの減速比をｋ１１、第２モータ４７の回転軸４７ａから第２動力分配器４５のキャリア４５ｃまでの減速比をｋ１２とおくと、γ３＝ｋ１１・ｋ１０、γ４＝ｋ１２・ｋ１０である。なお、ｋ１１＝（１＋ｋ７）／ｋ７、ｋ１２＝（１−ｋ８）／ｋ８である。また、図６の第２変速域では、第１動力分配器４４のキャリア４４ｃから動力出力軸５１への減速比と第２動力分配器４５のキャリア４５ｃから動力出力軸５１への減速比とはそれぞれｋ９、ｋ１０である。従って、γ３＝ｋ１１・ｋ９、γ４＝ｋ１２・ｋ１０である。また、図７の第３変速域では、第１動力分配器４４のキャリア４４ｃから動力出力軸５１への減速比と第２動力分配器４５のキャリア４５ｃから動力出力軸５１への減速比とはいずれもｋ９（＝低減速比回転伝達機構５８，６３の減速比）である。従って、γ３＝ｋ１１・ｋ９、γ４＝ｋ１２・ｋ９である。
【００７９】
なお、本実施形態の動力伝達装置４３では、エンジン４３の出力軸４３ａの回転速度ωｅと動力出力軸５１の回転速度ωｖと各モータ４６，４７の回転軸４６ａ，４７ａのそれぞれの回転速度ω１，ω２との間には次の関係式（７）、（８）が成立する。
【００８０】
ωｅ＝Ｒａ・ωｖ−ｋ７・ω１ ……（７）
ωｅ＝Ｒｂ・ωｖ＋ｋ８・ω２ ……（８）
【００８１】
ここでＲａ，Ｒｂの組（Ｒａ，Ｒｂ）は、第１変速域では（Ｒ１，Ｒ２）、第２変速域では（Ｒ３，Ｒ２）、第３変速域では（Ｒ３，Ｒ４）である。また、ｋ７，ｋ８は前記表１に示した減速比である。そして、各変速域において、ｍａｘ（Ｒａ，Ｒｂ）＞ωｅ／ωｖ＞ｍｉｎ（Ｒａ，Ｒｂ）である。
【００８２】
制御装置２５は、各モータ４６，４７の目標トルクを決定するとき、前記の如く決定したエンジン４１の目標負荷トルクＴｅと、動力出力軸５１の目標駆動トルクＴｖとから、前記式（５）、（６）に基づいて各モータ４６，４７の目標トルクＴ１，Ｔ２を決定する。そして、制御装置２５は、この目標トルクＴ１，Ｔ２に応じて各モータ４６，４７の通電電流を制御し、その目標トルクＴ１，Ｔ２のトルクをそれぞれのモータ４６，４７に発生させる。
【００８３】
上述のようにエンジン４１、各モータ４６，４７の制御を行なったとき、第１〜第３の各変速域において、基本的には、該変速域の両端の減速比のうちの大きい方の減速比に対応するモータ４６又は４７が駆動トルク（力行トルク）を発生する駆動状態に制御され、小さい方の減速比に対応するモータ４７又は４６が回生トルクを発生する回生状態（発電状態）に制御される。具体的には、前記第１変速域では、第１モータ４６が駆動状態、第２モータ４７が回生状態に制御される。また、第２変速域では、第１モータ４６が回生状態、第２モータ４７が駆動状態に制御される。さらに第３変速域では、第１モータ４６が駆動状態、第２モータ４７が回生状態に制御される。そして、いずれの変速域においても、定常的には、前記第１実施形態と同様に、駆動状態となるモータ４６又は４７の消費電力と、回生状態となるモータ４７又は４６の発電電力とはバランスする（消費電力≒発電電力となる）。このとき、エンジン４１の出力軸４１ａと動力出力軸５１との間では、各変速域の両端の減速比の間の変速比で変速動作が行なわれつつ、前記したようにエンジン４１の出力トルクが動力出力軸５１に伝達され、車両の変速走行が行われる。
【００８４】
一方、制御装置２５は、前記回転規制手段７３，７４の係止機構８０，８２を各変速域において、基本的には図５〜図７に示した如く制御する。すなわち、第１変速域では、制御装置２５は、図５に示すように係止機構８０をワンウェイクラッチ７９に係合させずに、該ワンウェイクラッチ７９の機能をＯＦＦにすると共に、係止機構８２をワンウェイクラッチ８１に係合させて該ワンウェイクラッチ８１の機能をＯＮにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１２は、ワンウェイクラッチ７９の回転許容方向と逆向きであるが、該ワンウェイクラッチ７９の機能はＯＦＦにされているため、第１モータ４６の回転軸４６ａが支障なく矢印Ｙ１２の向きに回転できる。また、第２モータ４７の回転軸４７ａの回転方向Ｙ１３は、ワンウェイクラッチ８１の回転許容方向と同じであるので、該回転軸４７ａが支障なく矢印Ｙ１３の向きに回転できる。
【００８５】
そして、前記第１実施形態と同様に、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ８１によって、第２モータ４７の回転軸４７ａが矢印Ｙ１３と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ２・ωｖの回転速度までしか低下しない）。その結果、前記第１実施形態と同様に、第１モータ４６の回転速度が過剰に高速回転となるのが防止される。なお、第１変速域では、第１モータ４６寄りの第１分配器側回転伝達系の減速比（＝第１減速比Ｒ１）が第２モータ４７寄りの第２分配器側回転伝達系の減速比（＝第２減速比Ｒ２）よりも大きくなっている。
【００８６】
また、第２変速域では、制御装置２５は、図６に示すように、係止機構８０をワンウェイクラッチ７９に係合させて該ワンウェイクラッチ７９の機能をＯＮにすると共に、係止機構８２をワンウェイクラッチ８１に係合させずに、該ワンウェイクラッチ８１の機能をＯＦＦにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１４は、ワンウェイクラッチ７９の回転許容方向と同方向であるので、該回転軸４６ａが支障なく矢印Ｙ１４の向きに回転できる。また、第２モータ４７の回転軸４７ａの回転方向Ｙ１５は、ワンウェイクラッチ８１の回転許容方向と逆向きであるが、該ワンウェイクラッチ８１の機能はＯＦＦにされているため、第２モータ４７の回転軸４７ａが支障なく矢印Ｙ１５の向きに回転できる。
【００８７】
そして、前記第１実施形態と同様に、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ７９によって、第１モータ４６の回転軸４６ａが矢印Ｙ１４と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ３・ωｖの回転速度までしか低下しない）。その結果、前記第１実施形態と同様に、第２モータ４７の回転速度が過剰に高速回転となるのが防止される。なお、第２変速域では、第１モータ４６寄りの第１分配器側回転伝達系の減速比（＝第３減速比Ｒ３）が第２モータ４７寄りの第２分配器側回転伝達系の減速比（＝第２減速比Ｒ２）よりも小さくなっている。このため、前記第１変速域の場合と逆に、第１モータ４６の回転軸４６ａの逆転を阻止して、第２モータ４７の回転速度が高速回転になるのを防止することとなる。
【００８８】
また、第３変速域では、制御装置２５は、図７に示すように、係止機構８０をワンウェイクラッチ７９に係合させずに、該ワンウェイクラッチ７９の機能をＯＦＦにすると共に、係止機構８２をワンウェイクラッチ８１に係合させて該ワンウェイクラッチ８１の機能をＯＮにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１２、第２モータ４７の回転軸４７ａの回転方向Ｙ１３は、第１変速域と同じであり、且つ各ワンウェイクラッチ７９，８１の動作状態も第２変速域と同じであるので、第１変速域の場合と同様、各回転軸４６ａ，４７ａはそれぞれ支障なく矢印Ｙ１２，Ｙ１３の向きに回転できる。
【００８９】
そして、第１変速域の場合と同様、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ８１によって、第２モータ４７の回転軸４７ａが矢印Ｙ１３と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ４・ωｖの回転速度までしか低下しない）。その結果、第１変速域の場合と同様に、第１モータ４６の回転速度が過剰に高速回転となるのが防止される。係止機構８０をワンウェイクラッチ７９に係合させずに、該ワンウェイクラッチ７９の機能をＯＦＦにすると共に、係止機構８２をワンウェイクラッチ８１に係合させて該ワンウェイクラッチ８１の機能をＯＮにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１２は、ワンウェイクラッチ７９の回転許容方向と逆向きであるが、該ワンウェイクラッチ７９の機能はＯＦＦにされているため、第１モータ４６の回転軸４６ａが支障なく矢印Ｙ１ ２の向きに回転できる。また、第２モータ４７の回転軸４７ａの回転方向Ｙ１３は、ワンウェイクラッチ８１の回転許容方向と同じであるので、該回転軸４７ａが支障なく矢印Ｙ１３の向きに回転できる。
【００９０】
そして、前記第１実施形態と同様に、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ８１によって、第２モータ４７の回転軸４７ａが矢印Ｙ１３と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ２・ωｖの回転速度までしか低下しない）。その結果、前記第１実施形態と同様に、第１モータ４６の回転速度が過剰に高速回転となるのが防止される。なお、第３変速域では、第１モータ４６寄りの第１分配器側回転伝達系の減速比（＝第３減速比Ｒ３）が第２モータ４７寄りの第２分配器側回転伝達系の減速比（＝第４減速比Ｒ４）よりも大きくなっている。
【００９１】
また、変速域を切換える際には、次のような制御が行われる。変速域を第１変速域から第２変速域に切換えるとき、並びに第２変速域から第１変速域に切換えるときには、それぞれ図８（ａ），（ｂ）のフローチャートに示す制御処理が制御装置２５により実行される。第１変速域から第２変速域への切換えにおいては、まず、ＳＴＥＰ１ａにおいて、エンジン４１から動力出力軸５１への減速比が第１変速域の下限減速比である第２減速比Ｒ２に近づけるように各モータ４６，４７のトルクを制御する。具体的には、制御装置２５は、エンジン４１と動力出力軸５１との間の変速比を第２減速比Ｒ２に設定した場合に、車両の要求走行トルクを発生し得るエンジン１の目標出力トルクと目標回転数との組を要求走行トルクと車速Ｖ（検出値）とに基づいて決定する。そして、制御装置２５は、各変速域での定常的なＣＶＴ走行の場合と同様に、目標出力トルクに応じてエンジン１のスロットル弁（図示しない）の開度を制御すると共に、目標回転数と実回転数ＮＥ（検出値）との偏差に応じて目標出力トルクを補正することで、エンジン１の目標負荷トルクを決定する。さらに、制御装置２５は、決定した目標負荷トルクと前記要求走行トルクに対応して動力出力軸１１に発生させるべき目標駆動トルクとを基に、各モータ４６，４７の目標トルクを前記式（５）、（６）に基づいて決定する。そして、この決定した目標トルクに応じて各モータ４６，４７の通電電流を制御する。なお、この制御によって、最終的には、第１モータ４６の発生トルクはほぼ０になり、第２モータ４７の発生トルクは、エンジン１の出力トルクとほぼ釣り合うトルク（≒Ｔｅ・γ１）になる。また、第２モータ４７の回転速度はほぼ０になる。そして、エンジン１の出力トルクは、両動力分配器４４，４５のうちの第２動力分配器４６のみを介して動力出力軸５１に伝達されるようになる。
【００９２】
次いで、ＳＴＥＰ２ａにおいて、制御装置２５は、エンジン１の出力トルクが伝達されなくなる変速機４９のクラッチ６１を高減速比回転伝達機構５９のギヤ６０ｂから切り離し、該高減速比回転伝達機構５９をＯＦＦにする（高減速比回転伝達機構５９を介した回転伝達を不能にする）。さらに、ＳＴＥＰ３ａにおいて、第２モータ４７側の係止機構８２をワンウェイクラッチ８１から切り離して、該ワンウェイクラッチ８１の機能をＯＦＦにする。そして、ＳＴＥＰ４ａにおいて、エンジン４１から動力出力軸５１への減速比を第２減速比に保持する。このときエンジン４１の回転数が目標回転数に維持されるように第２モータ４７の発生トルクが調整される。そして、この状態で、ＳＴＥＰ５ａにおいて、変速機４９のクラッチ６１を低減速比回転伝達機構５８のギヤ５３ｂに接続することで、該低減速比回転伝達機構５８をＯＮにする（低減速比回転伝達機構５８を介した回転伝達を可能とする）。ＳＴＥＰ２ａ〜５ａの処理により、第１分配器側回転伝達系の減速比が第１減速比Ｒ１から第３減速比Ｒ３に変更される。
【００９３】
次いで、ＳＴＥＰ６ａにおいて、制御装置２５は、第１モータ４６側の係止機構８０をワンウェイクラッチ７９に係合させて、該ワンウェイクラッチ７９の機能をＯＮにする。これにより、ワンウェイクラッチ７９，８１は、前記図５に示した第２変速域の動作状態となる。その後は、ＳＴＥＰ７ａにおいて、制御装置２５は、動力伝達装置４３の前記した第２変速域における変速動作を行なわせる。
【００９４】
上記と逆に第２変速域から第１変速域への切換えの際には、図８（ｂ）に示す処理が制御装置２５により実行される。まず、ＳＴＥＰ１ｂにおいて、前記ＳＴＥＰ１ａと同様にエンジン４１から動力出力軸５１への減速比を第２変速域の上限減速比である第２減速比Ｒ２に近づけるように各モータ４６，４７のトルクを制御する。次いで、ＳＴＥＰ２ｂにおいて、変速機４９のクラッチ６１を低減速比回転伝達機構５８のギヤ５３ｂから切り離すことで、該低減速比回転伝達機構５８をＯＦＦにする。さらにＳＴＥＰ３ｂにおいて、第１モータ４４側の係止機構８０をワンウェイクラッチ７９から切り離すことで、該ワンウェイクラッチ７９の機能をＯＦＦにする。そして、ＳＴＥＰ４ｂにおいて、前記ＳＴＥＰ４ａと同様にエンジン４１から動力出力軸５１への減速比を第２減速比に保持する。次いで、ＳＴＥＰ５ｂにおいて、変速機４９のクラッチ６１を高減速比回転伝達機構５９のギヤ６０ｂに接続することで、該高減速比回転伝達機構５９をＯＮにする。そして、ＳＴＥＰ６ｂにおいて第２モータ４７側の係止機構８２をワンウェイクラッチ８１に係合させることで、該ワンウェイクラッチ８１の機能をＯＮにした後、ＳＴＥＰ７ｂにおいて、動力伝達装置４３の前記した第１変速域における変速動作を行なわせる。
【００９５】
第２変速域と第３変速域との間の切換えは、図９（ａ），（ｂ）に示す如く、前記した第１変速域と第２変速域との間の切換えの場合と同様の手順で行われる。以下、簡単に説明すると、第２変速域から第３変速域への切換えにおいては、図９（ａ）に示すように、まず、ＳＴＥＰ１１ａにおいて、前記ＳＴＥＰ１ａと同様の制御処理によって、エンジン４１と動力出力軸５１との間の減速比を第３減速比に近づける。次いで、ＳＴＥＰ１２ａにおいて、変速機５０のクラッチ６５をギヤ６０ｃから切り離すことで、高減速比回転伝達機構６４をＯＦＦにする。さらに、ＳＴＥＰ１３ａにおいて第１モータ４６側のワンウェイクラッチ７９の機能をＯＦＦにする。そして、ＳＴＥＰ１４ａにおいて、エンジン４１から動力出力軸５１への減速比を第３減速比に保持する。このとき、エンジン４１の回転数が目標回転数に維持されるように第１モータ４４の発生トルクが調整される。次いで、ＳＴＥＰ１５ａにおいて、変速機５０のクラッチ６５をギヤ６３ｃに接続することで、低減速回転伝達機構６３をＯＮにする。次いで、ＳＴＥＰ１６ａにおいて、第２モータ４７側のワンウェイクラッチ８１の機能をＯＮにした後、ＳＴＥＰ１７ａにおいて、動力伝達装置４３の前記した第３変速域における変速動作を行なわせる。
【００９６】
また、上記と逆に第３変速域から第２変速域への切換えの際には、図９（ｂ）に示すように、まず、ＳＴＥＰ１１ｂにおいて、エンジン５１から動力出力軸５１への減速比を第３減速比に近づけた後、ＳＴＥＰ１２ｂにおいて、変速機５０のクラッチ６５をギヤ５３ｃから切り離すことで、低減速比回転伝達機構６３をＯＦＦにする。さらに、ＳＴＥＰ１３ｂにおいて第２モータ４６側のワンウェイクラッチ８１の機能をＯＦＦにする。そして、ＳＴＥＰ１４ｂにおいて、前記ＳＴＥＰ１４ａと同様に、エンジン４１から動力出力軸５１への減速比を第３減速比に維持する。次いで、ＳＴＥＰ１５ｂにおいて、変速機５０のクラッチ６５をギヤ６０ｃに接続することで、高減速比回転伝達機構６４をＯＮにする。次いで、ＳＴＥＰ１６ｂにおいて、第１モータ４６側のワンウェイクラッチ７９の機能をＯＮにした後、ＳＴＥＰ１７ｂにおいて、動力伝達装置４３の前記した第２変速域での変速動作を行なわせる。
【００９７】
なお、本実施形態では、前記第１変速域では、図４（ａ）の車速Ｖ１よりも低い車速域では、要求走行トルクが大きい場合に、エンジン４１と動力出力軸５１との間の減速比を該第１変速域の上限減速比である第１減速比Ｒ１にする。また、第２変速域では、変速域を第１変速域に切換える際等に、図４（ｂ）の車速Ｖ２よりも低い車速域において、エンジン４１と動力出力軸５１との間の減速比を第２変速域の上限減速比である第２減速比Ｒ２にする。また、第３変速域では、変速域を第２変速域に切換える際等に、図４（ｃ）の車速Ｖ３よりも低い車速域において、エンジン４１の動力出力軸５１との間の減速比を第３変速域の上限減速比である第３減速比Ｒ３にする。そして、これらの状態では、ワンウェイクラッチ７９あるいは８１によって低減速比側のモータ（第１および第３変速域では第２モータ４７、第２変速域では第１モータ４６）の回転軸の逆転を阻止することはできない。このため、本実施形態では、第１変速域の車速Ｖ１よりも低い車速域で減速比をＲ１として車両を走行させている場合に、エンジン４１が非作動状態になったときの第１モータ４６の回転速度の最大値と、第３変速域の車速Ｖ３よりも低い車速域で減速比をＲ３として車両を走行させている場合に、エンジン４１が非作動状態になったときの第１モータ４６の回転速度の最大値とのうちの大きい方を第１モータ４６の許容最大回転速度としている。また、第２変速域の車速Ｖ２よりも低い車速域で減速比をＲ２として車両を走行させている場合に、エンジン４１が非作動状態になったときの第１モータ４６の回転速度の最大値を第２モータ４７の許容最大回転速度としている。従って、第１変速域の車速Ｖ１よりも低い車速域、あるいは第３変速域の車速Ｖ３よりも低い車速域では必ずしもワンウェイクラッチ８１の機能をＯＮにしておかなくてもよい。同様に、第２変速域の車速Ｖ２よりも低い車速域では必ずしもワンウェイクラッチ７９の機能をＯＮにしておかなくてもよい。
【００９８】
なお、本発明の要旨とするところではないので、詳細な説明は省略するが、本実施形態の動力伝達装置４３においては、前記第１実施形態と同様に、エンジン１の出力を用いずに、第１モータ４６あるいは第２モータ４７の駆動トルクで車両を走行させることもできる。この場合には、変速機５０のクラッチ６５をギヤ５３ｃ，６０ｃのいずれにも接続せずに、該変速機５０の両回転伝達機構６３，６４をＯＦＦ状態にしておく。さらに、第１動力分配器４４のリングギヤ４４ｒの回転を係止機構７６により阻止しつつ、第１モータ４６に図３の矢印Ｙ１０の方向の駆動トルクを発生させることで、その駆動トルクを動力出力軸５１に伝達して車両の走行（所謂ＥＶ走行）を行うことができる。また、例えばこの状態で、第２動力分配器４５のキャリア５ｃの回転をワンウェイクラッチ７７により阻止しつつ、第２モータ４７に矢印Ｙ１１の向きに駆動トルクを発生させることで、その駆動トルクをエンジン４１の出力軸４１ａに伝達して該エンジン４１を始動することができる。さらに、このエンジン４１の始動後、第２動力分配器４５のキャリア４５ｃの回転を係止機構７８により阻止しつつ、エンジン４１の出力トルクを第２モータ４７に伝達して、該第２モータ４７の回生発電を行うことで、第１モータ４６によるＥＶ走行を行いながら、エンジン４１の出力により第２モータ４７の回生発電（蓄電器２６の充電）を行うこと（所謂シリーズ型のＥＶ走行を行うこと）ができる。
【図面の簡単な説明】
【図１】本発明の動力伝達装置の第１実施形態を備えるハイブリッド車両の全体構成を模式的に示すシステム構成図。
【図２】第１実施形態又は第２実施形態の動力伝達装置の制御システムを示すブロック図。
【図３】本発明の動力伝達装置の第２実施形態を備えるハイブリッド車両の全体構成を模式的に示すシステム構成図。
【図４】（ａ）〜（ｃ）はそれぞれ第２実施形態の動力伝達装置の変速域を説明するためのグラフ。
【図５】第２実施形態の動力伝達装置の作動を説明するめたの図。
【図６】第２実施形態の動力伝達装置の作動を説明するための図。
【図７】第２実施形態の動力伝達装置の作動を説明するための図。
【図８】（ａ），（ｂ）は第２実施形態の動力伝達装置の変速域を第１変速域と第２変速域との間で切換える際の作動を説明するためのフローチャート。
【図９】（ａ），（ｂ）は第２実施形態の動力伝達装置の変速域を第２変速域と第３変速域との間で切換える際の作動を説明するためのフローチャート。
【符号の説明】
１，４１…エンジン、２，４２…駆動輪、３，４３…動力伝達装置、４，４４…第１動力分配器（遊星歯車装置）、５，４５…第２動力分配器（遊星歯車装置）、４ｒ，５ｒ，４４ｒ，４５ｒ…リングギヤ（入力軸）、４ｃ，５ｃ，４４ｃ，４５ｃ…キャリア（第１出力軸）、４ｓ，５ｓ，４４ｓ，４５ｓ…サンギヤ（第２出力軸）、６，４６…第１モータ、７，４７…第２モータ、４９，５０…変速機、１３，５１…動力出力軸、１２，７３，７４…回転規制手段、２３，７９，８１…ワンウェイクラッチ。[0001]
Field of the Invention
The present invention relates to a power transmission system of a hybrid vehicle including an engine, a motor and a power distributor.
[0002]
[Prior Art]
As a power transmission device of a hybrid vehicle provided with an engine, a motor (electric motor), and a power distributor, for example, one known in Japanese Patent Application Laid-Open No. 11-3101291 (Patent Document 1) is known. This hybrid vehicle includes an engine, two motors, and a power distributor (differential gear unit) consisting of two planetary gear units, and the rotational driving force of the engine is through gears on the input shaft of each power distributor. It is designed to be distributed and input. In addition, one of the two output shafts of each power distributor is connected to each of the two motors respectively, and a drive torque (powering torque) or regenerative torque is applied from the motor. It is supposed to be. The rotational drive force is transmitted in parallel from the other output shaft of each power distributor to one power output shaft connected to the drive wheels of the vehicle. Furthermore, the reduction ratio of the rotation transmission system from the engine via the one planetary gear set to the power output shaft is different from the reduction ratio of the rotation transmission system from the engine to the power output shaft via the other planetary gear set It is supposed to be. More specifically, the reduction ratio of each rotation transmission system is the reduction ratio when the rotational speed of the output shaft connected to the motor out of the two output shafts of the power distribution device of the rotation transmission system is 0. (The input speed is divided by the output speed). In the following description of the prior art, among the reduction ratios of the respective rotation transmission systems, the larger reduction ratio is referred to as a high reduction ratio, and the smaller reduction ratio is referred to as a low reduction ratio.
[0003]
In the power transmission device of the hybrid vehicle configured as described above, one of the motors is driven (powering state) and the other is in the regenerative state (power generation state), and the consumed power and generated power of those motors are If they are made approximately equal, in the steady state (the vehicle speed is almost constant), Tv = (ωe / t) between the rotation speed ωe of the engine and the torque Te, and the rotation speed ωv of the power output shaft and the torque Tv. The relationship of ωv) · Te is established. At this time, the reduction ratio (ωe / ωv) from the engine to the power output shaft can be changed to any value between the low reduction ratio and the high reduction ratio by controlling the torque of each motor.
[0004]
Therefore, when traveling with the engine as a propulsion source of the vehicle, by controlling the torque of both motors, it is possible to continuously change the reduction ratio (gear ratio) from the engine to the power output shaft, and the engine and power The same function as in the case of providing a CVT or other continuously variable transmission with the output shaft can be exhibited. That is, the vehicle can be driven by the output of the engine while performing a shift between the engine and the power output shaft without providing a continuously variable transmission such as a CVT. Hereinafter, this variable speed travel may be referred to as CVT travel.
[0005]
By the way, in the hybrid vehicle of Patent Document 1, when the engine becomes inoperative for some reason (during which the engine does not generate an output) during the CVT traveling, the number of revolutions of the engine decreases to zero. At this time, the rotational speed of the rotation shaft of the motor on the high reduction ratio side is in proportion to the product of the large reduction ratio and the vehicle speed. It will be fast. Therefore, the motor on the high reduction ratio side is required to have durability against high-speed rotation than the normal rotational speed region during CVT travel. In addition, when the engine is in a non-operating state, the rotational speed of the rotary shaft of the high reduction ratio motor becomes high as described above, so the drive circuit (motor driver circuit) of the motor also has its current capacity. The CVT must be secured to a capacity sufficiently larger than the regular use area during CVT driving. As a result, the configuration of the motor and its drive circuit can be easily enlarged, which in turn hinders downsizing of the power transmission device.
[0006]
[Patent Document 1]
JP-A-11-301291
[0007]
[Problems to be solved by the invention]
The present invention has been made in view of the above background, and has a simple configuration that prevents the rotational speed of the motor from becoming excessively high even if the engine is in a non-operational state during shift driving (CVT travel). It is an object of the present invention to provide a power transmission device of a hybrid vehicle that can reduce the size of the power transmission device.
[0008]
[Means for Solving the Problems]
According to a first invention of a power transmission system of a hybrid vehicle of the present invention, first and second power distributors for transmitting rotational drive power of an engine to an input shaft, respectively, and two output shafts of the first power distributor A rotational driving force is transmitted from the first output shaft of the two and the first output shaft of the two output shafts of the second power distributor, and the motive power that outputs the transmitted rotational driving force to the drive wheels of the vehicle An output shaft, a first motor for applying a driving torque or regenerative torque to a second output shaft of the first power distributor, and a driving torque or regenerative torque for applying a second output shaft of the second power distributor A rotation transmission system from the engine to the power output shaft via the first power distributor, and a rotation transmission system from the engine to the power output shaft via the second power distributor Have different reduction ratios from each other Power transmission device of a hybrid vehicle configured to be reduced, wherein, among the first motor and the second motor, torque is applied to the second output shaft of the power distributor of the rotation transmission system on the side with the smaller reduction ratio. A rotation control means operable in a braking state for blocking the rotation of the rotation shaft of the speed ratio side motor and an open state for rotating the rotation shaft is provided, wherein a reduction ratio between the reduction ratios of the two rotation transmission systems The rotation restricting means is operated in a braking state when the engine is in a non-operating state during a shift traveling in which the vehicle travels by the output of the engine while performing a shift between the engine and the power output shaft. It is characterized in that rotation of the rotary shaft of the low reduction ratio side motor is prevented. In the non-operating state of the engine, the engine can not generate an output due to a malfunction of the fuel supply of the engine or the like.
[0009]
In the first aspect of the invention, when the engine is inoperative during the transmission, torque is applied to the second output shaft of the power distribution device of the rotation transmission system on the side of the reduction gear ratio of the first and second motors. The rotation restricting means prevents the rotation of the rotation shaft of the low reduction ratio motor. For this reason, the number of rotations of the engine (the rotation speed of the output shaft of the engine) is reduced only to the number of rotations according to the vehicle speed. As a result, it is possible to prevent the rotation shaft of the motor (high reduction ratio side motor) for applying torque to the second output shaft of the power distribution device of the rotation transmission system having the large reduction ratio to be excessively rotated at high speed. Therefore, according to the first aspect of the present invention, it is possible to prevent the rotational speed of the motor from becoming excessively high even when the engine is in a non-operating state during shift traveling, and thus, the capacity of the motor and its drive circuit can be reduced. It is possible to miniaturize the power transmission device by keeping it to the minimum necessary.
[0010]
In the first aspect of the invention, the rotation restricting means is a one-way that prevents the rotation shaft of the low reduction ratio motor from rotating in the opposite direction from the rotation direction of the rotation shaft of the low reduction ratio motor during the variable speed travel. It is preferable that it is comprised by the clutch (2nd invention).
[0011]
That is, assuming that the rotation restricting means is not temporarily provided, the number of revolutions of the engine decreases to 0 when the engine is inoperative during the shift traveling, but at this time, the rotation shaft of the low reduction ratio motor The direction of rotation is opposite to that during shifting. In other words, the number of revolutions of the engine is reduced to zero by the reverse rotation direction of the rotation shaft of the low reduction ratio side motor. Therefore, in the second aspect of the invention, the above-mentioned reverse rotation of the rotary shaft of the low reduction ratio side motor is blocked by the one-way clutch. This makes it possible to reliably prevent the rotation (reverse rotation) of the rotation shaft of the low speed reduction ratio side motor when the engine is in a non-operating state with a simple configuration by the one-way clutch. Further, in this case, since it is not necessary to control the one-way clutch, when the engine is in a non-operating state and the rotational shaft of the low reduction ratio side motor tries to reverse from the rotational direction during shifting, It is possible to automatically prevent the rotation (reverse rotation) of the rotational shaft of the low speed reduction ratio side motor without causing a delay. As a result, the rotational speed of the rotary shaft of the high reduction ratio side motor can be reliably prevented from becoming high speed.
[0012]
In the first aspect of the invention, when the power transmission apparatus is configured with the reduction ratio of each of the rotation transmission systems set to a fixed value (fixed value), only one shift range between the two reduction ratios (engine and power) Only in the range of values that can be taken as a speed reduction ratio with the output shaft, it is possible to carry out variable speed travel of the vehicle. On the other hand, by providing a transmission capable of changing the reduction ratio of the rotation transmission system to a plurality of stages in at least one of the rotation transmission systems of the both rotation transmission systems, it is possible to perform shift travel in a plurality of types of shift ranges. It becomes. In this case, in order to increase the energy efficiency of the power transmission device, basically, it is preferable that the shift ranges do not overlap with each other. And in that case, in the power transmission device, the reduction ratio of the rotation transmission system on the first power distributor side is larger than the reduction ratio of the rotation transmission system on the second power distributor side by the change of the reduction ratio by the transmission. And the state in which the reduction ratio of the rotation transmission system on the second power distributor side is larger than the reduction ratio of the rotation transmission system on the first power distributor side. As described above, in the power transmission apparatus having the transmission, it is preferable that the rotation restricting means be provided for each motor (third invention).
[0013]
That is, in the power transmission device according to the third aspect of the present invention, in a state where the reduction ratio of the rotation transmission system on the first power distributor side is larger than the reduction ratio of the rotation transmission system on the second power distributor side, the second The motor corresponds to the low reduction ratio motor. Therefore, when the engine is inoperative, the rotation restricting means corresponding to the second motor prevents the rotation of the rotation shaft of the second motor, thereby rotating the first motor on the high reduction ratio side. It is possible to prevent the rotational speed of the shaft from becoming excessively high. In addition, contrary to the above, when the reduction ratio of the rotation transmission system on the second power distributor side is larger than the reduction ratio of the rotation transmission system on the first power distributor side, the first motor has a low reduction ratio It corresponds to the side motor. Therefore, when the engine is inoperative, the rotation restricting means corresponding to the first motor prevents the rotation of the rotation shaft of the first motor, whereby the rotation of the second motor on the high reduction ratio side It is possible to prevent the rotational speed of the shaft from becoming excessively high.
[0014]
In the third aspect of the invention, it is considered preferable that the rotation restricting means corresponding to each motor is basically configured using a one-way clutch as in the second aspect of the invention. However, during the shifting operation in a state where the reduction ratio of the rotation transmission system on the side of the first power distributor is smaller than the reduction ratio of the rotation transmission system on the side of the second power distributor State, the rotational direction of the rotational shaft of the first motor to be blocked when the engine is in a non-operating state, the reduction ratio of the rotation transmission system on the second power distributor side is During speed change traveling in a state smaller than the reduction gear ratio of the rotation transmission system on the side of the first power distributor, the rotation axis of the first motor is in the rotation direction to be turned. Similarly, during the above-mentioned speed change traveling in a state where the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side (the second motor State corresponding to the motor), the rotational direction of the rotational shaft of the second motor to be blocked when the engine is in the non-operating state is the reduction ratio of the rotation transmission system on the first power distributor side During speed change traveling in a state smaller than the reduction gear ratio of the rotation transmission system on the second power distributor side, the rotation shaft of the second motor is in the rotation direction to be turned.
[0015]
Therefore, in the third aspect of the invention, in the rotation restricting means corresponding to the first motor, the reduction ratio of the rotation transmission system on the first power distributor side is smaller than the reduction ratio of the rotation transmission system on the second power distributor side. Ratio of the first one-way clutch that prevents the first motor from rotating in the opposite direction from the direction of rotation of the first motor during the speed change traveling in the second state, and the reduction ratio of the rotation transmission system on the first power distributor side A first one-way clutch-off means for stopping the rotation prevention function of the first one-way clutch during the speed change traveling in a state where the second power distributor side rotation transmission system is larger than the reduction ratio of the second transmission The rotation restricting means corresponding to the motor may be provided during the transmission while the reduction gear ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side. 2 Motor rotation And the reduction ratio of the rotation transmission system on the side of the second power distributor and the reduction ratio of the rotation transmission system on the side of the first power distributor A second one-way clutch OFF means is preferably provided to stop the rotation prevention function of the second one-way clutch during the above-described speed change traveling in a larger state (fourth invention).
[0016]
According to this, during the speed change traveling in the state where the reduction ratio of the rotation transmission system on the first power distributor side is smaller than the reduction ratio of the rotation transmission system on the second power distributor side, The rotation prevention function of the second one-way clutch corresponding to the second motor, which is a motor, is stopped by the second one-way clutch OFF means, so the rotation shaft of the second motor can rotate in the direction to be rotated without any problem. . The rotation shaft of the first motor rotates in the rotational direction permitted by the first one-way clutch, so it is not necessary to stop the rotation blocking function of the first one-way clutch. Then, when the engine becomes inoperative during this speed change traveling, reverse rotation of the rotation shaft of the first motor corresponding to the low reduction ratio side motor is blocked by the first one-way clutch, as in the second invention. It is possible to automatically prevent the rotation shaft of the second motor, which is the high reduction ratio side motor, from rotating at high speed without requiring any special control.
[0017]
In addition, during the above-mentioned speed change traveling in a state where the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side, it is a motor on the high reduction ratio side. The rotation prevention function of the first one-way clutch corresponding to the first motor is stopped by the first one-way clutch OFF means, so the rotation shaft of the first motor can be rotated in the direction to be rotated without any problem. Since the rotation shaft of the second motor rotates in the rotational direction permitted by the second one-way clutch, it is not necessary to stop the rotation preventing function of the second one-way clutch. Then, when the engine becomes inoperative during this speed change traveling, the second one-way clutch prevents reverse rotation of the rotation shaft of the second motor corresponding to the low reduction ratio side motor, so the motor is a high reduction ratio side motor Excessive high speed rotation of the rotary shaft of the first motor can be automatically prevented without requiring any special control.
[0018]
Therefore, according to the third aspect of the invention, when the engine is in the non-operating state in each of the plurality of types of shift ranges, the rotational shaft of the high reduction ratio side motor is excessive with a simple configuration using the one-way clutch. It is possible to prevent high speed rotation. As a result, the capacity of the motor and its drive circuit can be minimized to miniaturize the power transmission device.
[0019]
BEST MODE FOR CARRYING OUT THE INVENTION
A first embodiment of a power transmission system of a hybrid vehicle according to the present invention will be described in detail with reference to FIGS. 1 and 2. FIG. 1 is a system configuration diagram schematically showing the overall configuration of a hybrid vehicle including the power transmission device of the present embodiment, wherein 1 is an engine, 2 and 2 are drive wheels of the vehicle, and 3 is a power transmission device.
[0020]
The power transmission device 3 mainly includes the first power distributor 4, the second power distributor 5, the first motor 6, the second motor 7, the clutches 8, 9, the rotation control means 10, 11, 12 and the power output shaft 13. Provided as a mechanical element. The power output shaft 13 is connected to the drive wheels 2 and 2 via a gear 14 rotatably provided integrally therewith and a differential gear unit 15 (differential bevel gear unit) meshing with the gear 14 , And in conjunction with the drive wheels 2, 2, it is possible to rotate.
[0021]
Each of the power distributors 4 and 5 is configured by a planetary gear set that functions as a differential gear set. In this example, each of the power distributors 4 and 5 is constituted by a single pinion type planetary gear unit. That is, the outline of the configuration of the planetary gear device that constitutes the first power distributor 4 will be described representatively. The planetary gear device includes a plurality of planetary gears 4p (two in the figure) between the ring gear 4r and the sun gear 4s. Are arranged at intervals in the circumferential direction of the sun gear 4s, and each planetary gear 4p is meshed with both the ring gear 4r and the sun gear 4s. The planetary gears 4p are pivotally supported by the carrier 4c so as to integrally revolve around the sun gear 4s while rotating respectively. The planetary gear that constitutes the second power distributor 5 has the same configuration as the first power distributor 4, and includes a ring gear 5r, a sun gear 5s, a pinion gear 5p, and a carrier 5c.
[0022]
An output shaft 1a of the engine 1 is connected to an input portion 8a of the clutch 8 so as to be rotatable integrally with the input portion 8a. A ring gear 4r as an input shaft of the first power distributor 4 is connected to an output 8b of the clutch 8 so as to be rotatable integrally with the output 8b. Therefore, when the clutch 8 is engaged (the input 8a and the output 8b are engaged and connected), rotation can be transmitted between the output shaft 1a of the engine 1 and the ring gear 4r of the first power distributor 4. It is assumed. Further, in the disconnected state of the clutch 8 (the state in which the input portion 8a and the output portion 8b are separated), the rotation transmission between the output shaft 1a of the engine 1 and the ring gear 4r of the first power distributor 4 is interrupted.
[0023]
Of the carrier 4c as the two output shafts of the first power distributor 4 and the sun gear 4s, the carrier 4c as the first output shaft meshes with the gear 16a rotatably provided integrally therewith and the gear 16a. Then, it is connected to the power output shaft 13 via a rotation transmission mechanism 16 consisting of a gear 16 b rotatably provided integrally with the power output shaft 13. Further, a sun gear 4s as a second output shaft of the first power distributor 4 is coaxially connected to the rotation shaft 6a of the first motor 6, and is rotatable integrally with the rotation shaft 6a.
[0024]
A ring gear 5r as an input shaft of the second power distributor 5 is rotatable integrally with a gear 17c rotatably provided integrally therewith and an input portion 8a of the clutch 8 (an integral with the output shaft 1a of the engine 1) It connects with the output shaft 1a of the engine 1 via the rotation transmission mechanism 17 comprised from the gear 17a provided in the free rotation, and the idle gear 17b rotatably engaged with these gears 17a and 17c. It is done. Of the carrier 5c as the two output shafts of the second power distributor 5 and the sun gear 5s, the carrier 5c as the first output shaft is connected to the input portion 9a of the clutch 9 and integrated with the input portion 9a. It is supposed to be rotatable. The output portion 9b of the clutch 9 includes a gear 18a rotatably provided integrally therewith and a gear 18b meshed with the gear 18a and integrally rotatably provided on the power output shaft 13. It is connected to the power output shaft 13 via the transmission mechanism 18. Therefore, in the connected state of the clutch 9 (the state where the input portion 9a and the output portion 9b are engaged and connected), rotation transmission between the carrier 5c of the second power distributor 5 and the power output shaft 13 is enabled. In the disconnected state of the clutch 9 (the state in which the input portion 9a and the output portion 9b are separated), the rotation transmission is interrupted. Further, a sun gear 5s as a second output shaft of the second power distributor 5 is coaxially connected to the rotation shaft 7a of the second motor 7, and is rotatable integrally with the rotation shaft 7a.
[0025]
The disconnecting / connecting operation of the clutches 8 and 9 is controlled by a control device 25 described later via an actuator (not shown in FIG. 1).
[0026]
Here, in the present embodiment, the reduction ratio of the rotation transmission system from the output shaft 1 a of the engine 1 in the connected state of the clutch 8 to the power output shaft 13 via the first power distributor 4 and the rotation transmission mechanism 16 ( Specifically, the reduction gear ratio when the rotational speed of the sun gear 4s of the first power distributor 4 is 0) is the power output from the output shaft 1a of the engine 1 via the second power distributor 5 and the rotation transmission mechanism 18 It is set to be larger than the reduction ratio of the rotation transmission system leading to the shaft 13 (specifically, the reduction ratio when the rotational speed of the sun gear 5s of the second power distributor 5 is 0). More specifically, in the present embodiment, the reduction ratios from the output shaft 1a of the engine 1 to the ring gears (input shafts) 4r and 5r of the power distributors 4 and 5 are both the same ("1" in the present embodiment) ). The gear ratios of the ring gears 4r and 5r, the sun gears 4s and 5s, and the planetary gears 4p and 5p of the power distributors 4 and 5 are the same for both of the power distributors 4 and 5. At this time, the reduction ratio of the rotation transmission system (hereinafter referred to as the first distributor side rotation transmission system) from the engine 1 to the power output shaft 13 via the first power distributor 4 and the rotation transmission mechanism 16, and the engine 1 The ratio with the reduction ratio of the rotation transmission system (hereinafter referred to as the second distributor side rotation transmission system) leading to the power output shaft 13 via the second power distributor 5 and the rotation transmission mechanism 18 is Is the same as the ratio of the reduction ratio of the gear 16a to the gear 16b and the reduction ratio of the rotation transmission mechanism 18 (the reduction ratio of the gear 18a to the gear 18b). Therefore, in the present embodiment, the reduction gear ratio of the rotation transmission mechanism 16 is larger than the reduction gear ratio of the rotation transmission mechanism 18. Since the reduction ratio is obtained by dividing the input side rotational speed by the output side rotational speed, the gear ratio (tooth number ratio) of the gear 16b to the gear 16a of the rotation transmission mechanism 16 is the gear to the gear 18a of the rotation transmission mechanism 18. It is set to a value larger than the gear ratio (tooth number ratio) of 18b.
[0027]
In the present embodiment, as described above, although the reduction ratios of the rotation transmission mechanisms 16 and 18 are different, the reduction ratios of the first and second distributor side rotation transmission systems are made different. The gear ratios of the ring gears 4r and 5r of the distributors 4 and 5 and the sun gears 4s and 5s and the planetary gears 4p and 5p are made different in the respective power distributors 4 and 5 or each power distributor 4 from the engine 1 , 5 may be different from each other. In the following description, the reduction ratio of the first distributor side rotation transmission system is referred to as a first reduction ratio α, and the reduction ratio of the second distributor rotation transmission system is referred to as a second reduction ratio β (<α). The first speed reduction ratio α and the second speed reduction ratio β are the maximum speed reduction ratio and the minimum speed reduction when shifting between the output shaft 1a of the engine 1 and the power output shaft 13 in CVT travel (shift travel) described later. The ratio corresponds to the low gear and the high gear of a general transmission of a vehicle, respectively.
[0028]
The rotation restricting means 10 is for appropriately blocking the rotation of the ring gear 4r of the first power distributor 4, and the one-way clutch 19 for blocking only the rotation of the ring gear 4r in a predetermined one direction, and the one-way clutch 19 And a locking mechanism 20 for blocking the rotation of the ring gear 4r in the allowable direction. The one-way clutch 19 allows the rotation of the ring gear 4a in the direction of the arrow Y2 in FIG. 1, but prevents the rotation of the ring gear 4a in the opposite direction by a latch mechanism (not shown). Therefore, when the ring gear 4r is to rotate in the direction of arrow Y2, the one-way clutch 19 is in an open state allowing the rotation, and when it is to rotate in the direction opposite to the direction of arrow Y2, the one-way clutch 19 is rotated. It will be in the braking state to block. The rotation direction Y2 of the ring gear 4a permitted by the one-way clutch 19 is a direction in which the ring gear 4a is to be turned by the rotation transmission from the engine 1 when the clutch 8 is operated while the engine 1 is operated. 1) in the direction of the torque transmitted from the output shaft 1a to the ring gear 4a), and is identical to the rotation direction (arrow Y1) of the output shaft 1a of the engine 1 in the present embodiment.
[0029]
The locking mechanism 20 prevents rotation of the ring gear 4r by frictional engagement or concavo-convex fitting with the ring gear 4r, and the operation thereof is performed by a controller 25 described later via an actuator (not shown in FIG. 1). Controlled. In this case, by engaging the locking mechanism 20 with the ring gear 4r, the operating state of the locking mechanism 20 is a braking state in which the rotation of the ring gear 4r is blocked in any direction. Then, by releasing the engagement between the locking mechanism 20 and the ring gear 4r, the operating state of the locking mechanism 20 becomes an open state in which the rotation of the ring gear 4r is permitted in any direction. However, since the rotation of the ring gear 4r in the direction opposite to the direction of the arrow Y2 is blocked by the one-way clutch 19, the locking mechanism 20 blocks the rotation of the ring gear 4r in the direction of the arrow Y2 as necessary. Used for In CVT travel, which will be described later, the operating states of the one-way clutch 19 and the locking mechanism 20 are both open states that allow the ring gear 4r to rotate.
[0030]
The rotation restricting means 11 is for appropriately blocking the rotation of the carrier 5c of the second power distributor 5, and the one-way clutch 21 for blocking only the rotation of the carrier 5c in a predetermined one direction, and the one-way clutch 21 And a locking mechanism 22 for blocking the rotation of the carrier 5c in the allowable direction. The mechanical structures of the one-way clutch 21 and the locking mechanism 22 are the same as those of the one-way clutch 19 and the locking mechanism 20 of the rotation restricting means 10, respectively. In this case, when the carrier 5c of the second power distributor 5 tries to rotate in the direction of arrow Y6 in FIG. 1, the operating state of the one-way clutch 21 becomes an open state allowing the rotation, and the direction of arrow Y6 When attempting to rotate in the reverse direction, a braking state is established that prevents that rotation. The rotation direction Y6 of the carrier 5c permitted by the one-way clutch 21 is the power output shaft 13 that rotates in conjunction with the drive wheels 2 and 2 when the clutch 9 is operated while the vehicle is traveling forward. It is the direction in which the carrier 5c is to be turned by rotational transmission with the carrier 5c.
[0031]
Further, the locking mechanism 22 of the rotation restricting means 11 operates in a braking state in which the carrier 5c is prevented from rotating by engaging it with the carrier 5c, and the carrier 5c is rotated by releasing the engagement. Operate in the open state to allow. The locking mechanism 22 is used to prevent the carrier 5c from rotating in the direction opposite to the direction of the arrow Y6 that the one-way clutch 21 allows.
[0032]
The rotation restricting means 12 corresponds to the rotation restricting means in the present invention, and rotates the drive shaft 7a of the second motor 7 (the rotation shaft of the sun gear 5s of the second power distributor 5) in a predetermined one direction. It is comprised by the one way clutch 23 for blocking. Like the one-way clutches 19 and 21, the one-way clutch 23 prevents rotation of the drive shaft 7a of the second motor 7 in a predetermined direction by a latch mechanism or the like. In this case, the rotation direction of the drive shaft 7a permitted by the one-way clutch 23 is the direction of the arrow Y7 in the figure, and this rotation direction Y7 is the rotation direction of the carrier 5c of the second power distributor 5 in CVT travel described later. It is the reverse direction to Y6.
[0033]
In the hybrid vehicle of the present embodiment, operation control of the engine 1, the motors 6, 7, the clutches 8, 9, and the locking mechanisms 20, 22 is performed by the control device 25 shown in the block diagram of FIG. Reference numerals in parentheses in FIG. 2 relate to a second embodiment described later. The control device 25 is constituted by an electronic circuit including a microcomputer, and controls the operation of the engine 1 through a fuel injection device (not shown) of the engine 1, an ignition device, an actuator of a throttle valve, and the like. Further, the control device 25 controls energization of each of the motors 6, 7 via a motor drive circuit (power drive unit) 27, 28 for exchanging electric power between each of the motors 6, 7 and the storage battery 26 as their power source. I do. Further, the control device 25 operates the clutches 8 and 9 in the connected state or the disconnected state via the actuators 29 provided correspondingly. Further, the control device 25 operates each of the locking mechanisms 20, 22 via the corresponding actuators 30. The control device 25 does not show detection data of the number of rotations (rotational speed) NE of the engine 1, the opening degree TH of the throttle valve, the accelerator operation amount AP of the vehicle, the vehicle speed V, etc. It is input from the sensor.
[0034]
Next, the operation of the power transmission 3 of this embodiment will be described in detail. In the case where the vehicle travels (advancing traveling) by the output of the engine 1 while shifting (changes the reduction ratio) between the engine 1 and the power output shaft 13, that is, shifting travel (hereinafter referred to as CVT traveling) In this case, the clutches 8 and 9 are controlled to the connected state by the control of the control device 25. Further, the locking mechanisms 20 and 22 are controlled to be in the open state not blocking the rotation of the ring gear 4r of the first power distributor 4 and the carrier 5c of the second power distributor 5, respectively. Since the ring gear 4r of the first power distributor 4 rotates in the direction of the arrow Y2 together with the output shaft 1a of the engine 1 by setting the clutch 8 in the connected state, the one-way clutch 19 of the rotation restricting means 10 is released. It becomes. Further, the carrier 5c of the second power distributor 5 rotates in the direction of the arrow Y6 in conjunction with the power output shaft 13 by setting the clutch 9 in the connected state, so the one-way clutch 21 of the second rotation restricting means 11 Is also open.
[0035]
With the clutches 8 and 9 and the locking mechanisms 20 and 22 thus operated, the controller 25 responds to the required traveling torque and the vehicle speed V according to the required traveling torque and the vehicle speed V of the vehicle. To determine the target output of the engine 1 capable of generating energy, and further to generate the target output the most efficient (smallest fuel consumption) operating point, ie, the target output torque of the engine 1 Determine a set with the target speed. Then, the control device 25 controls the opening degree of the throttle valve (not shown) of the engine 1 according to the target output torque, and the target output according to the deviation between the target rotation speed and the actual rotation speed NE (detection value). The target load torque of the engine 1 is determined by correcting the torque. The target load torque is determined, for example, by correcting the target output torque by an operation amount obtained from a deviation between the target rotation speed and the actual rotation speed NE (detected value) by a feedback control rule such as a PI control rule. Furthermore, based on the determined target load torque and the target driving torque to be generated on the power output shaft 13 in response to the required traveling torque, the controller 25 sets the target torque of each of the motors 6 and 7 as follows. decide.
[0036]
The load torque of the engine 1 is Te, the drive torque of the power output shaft 13 is Tv, the generated torque of the first motor 6 is T1, the generated torque of the second motor 7 is T2, and the output shaft 1a of the engine 1 to the first motor 6 Speed reduction ratio of the motor 1 from the output shaft 1a of the engine 1 to the second motor 7 k2 and k3 of the reduction ratio from the rotation shaft 6a of the first motor 6 to the power output shaft 13 Assuming that the speed reduction ratio from the shaft 7a to the power output shaft 13 is k4, the following equations (1) and (2) are satisfied in the steady state.
[0037]
Te = (1 / k1) · T1 + (1 / k2) · T2 (1)
Tv = k3 · T1 + k4 · T2 (2)
[0038]
Here, in the power transmission device 3 of the configuration of this embodiment, among the reduction ratios k1, k2, k3 and k4, the reduction ratios k1 and k2 are the ring gears 4r and 5r and the sun gear 4s in the respective power distributors 4 and 5. The reduction ratios k3 and k4 are gear ratios of the ring gears 4r and 5r and the sun gears 4s and 5s in the power distributors 4 and 5 and the gears of the rotation transmission mechanisms 16 and 18, respectively. It is a constant determined by the ratio. More specifically, the gear ratio (the gear ratio of the gear) of the sun gear 4s, 5s to the ring gear 4r, 5r in each of the power distributors 4, 5 is a (in this embodiment, this corresponds to both the power distributors 4, 5). The same, the gear ratio of the gear 16b to the gear 16a of the rotation transmission mechanism 16 (the reduction ratio from the gear 16a to the gear 16b) ka, the gear ratio of the gear 18b to the gear 18a of the rotation transmission mechanism 18 (from the gear 18a to the gear Assuming that the deceleration ratio to 18b is kb (<ka), k1 = k2 = a, k3 = ((1 + a) / a) .ka, k4 = ((1 + a) / a) .kb. The first reduction ratio α and the second reduction ratio β are α = (1 + a) · ka and β = (1 + a) · kb, respectively, using the above a, ka and kb.
[0039]
In CVT driving, when determining the target torque of each of the motors 6 and 7, the controller 25 determines the target load torque of the engine 1 determined as described above (this corresponds to Te of the equation (1)) and the power output The target torques T1 and T2 of the motors 6 and 7 are determined based on the target driving torque of the shaft 13 (which corresponds to Tv of the expression (2)) and the expressions (1) and (2). Then, the control device 25 controls the energization of each of the motors 6, 7 in accordance with the target torques T1, T2.
[0040]
When the engine 1 and the motors 6, 7 are controlled as described above, basically, the first motor 6 generates a drive torque (powering torque) of the target torque T1, and the second motor 7 generates the target A regenerative state (power generation state) in which a regenerative torque of torque T2 is generated is controlled. Then, in a steady state, the power consumption of the first motor 6 in the driving state and the generated power of the second motor 7 in the regenerative state are balanced (power consumption 発 電 generated power). That is, the output energy of the engine 1 is transmitted to the motive power output shaft 13 through the motor 7 in the regenerative state and the motor 6 in the driven state. At this time, while the speed change operation is performed between the engine 1 and the power output shaft 13 at the transmission ratio between the first speed reduction ratio α and the second speed reduction ratio β, the output of the engine 1 is the power output shaft 13. CVT traveling of the vehicle is performed.
[0041]
In this case, in the power transmission device 3 of this embodiment, when the rotation direction of the output shaft 1a of the engine 1 is the direction of the arrow Y1 in FIG. 1, the ring gear 4r of the first power distributor 4, the carrier 4c, the first motor The rotational directions of the rotational shaft 6a, the ring gear 5r of the second power distributor 5, the carrier 5c, the rotational shaft 7a of the second motor 7, and the power output shaft 13 are the rotational directions of arrows Y2 to Y8 shown in FIG. Become. Since the rotation direction Y7 of the rotation shaft 7a of the second motor 7 is the rotation direction permitted by the one-way clutch 23, the operating state of the one-way clutch 23 is an open state allowing rotation of the rotation shaft 7a of the second motor 7 It becomes. Further, the rotational speed of the output shaft 1a of the engine 1 is ωe (= NE), the rotational speed of the power output shaft 13 is ωv, and the rotational speeds of the rotational shafts 6a and 7a of the motors 6 and 7 are ω1 and ω2, respectively. The relational expressions of the following equations (3) and (4) hold between them.
[0042]
ωe = α · ωv−a · ω1 (3)
ωe = β · ωv−a · ω2 (4)
[0043]
And, in CVT traveling, α> ωe / ωv> β.
[0044]
As described above, when the CVT travel is performed, when the engine 1 is in a non-operating state (a state in which the engine 1 can not generate an output due to a stop of fuel injection or the like), the rotational speed ωe of the output shaft 1a of the engine 1 decreases. Do. At this time, assuming that the one-way clutch 23 of the rotation restricting means 12 is absent, the rotational speed ωe of the engine 1 finally decreases to zero. For this reason, as is apparent from the equations (3) and (4), of the first distributor side rotation transmission system and the second distributor side rotation transmission system, the first distributor side rotation transmission having a large reduction ratio At the same time as the rotational speed .omega.1 of the rotary shaft 6a of the first motor 6 giving torque to the first power distributor 5 of the system becomes high speed (.omega.1 = (. Alpha./a).omega.v), the second motor 7 The rotational speed .omega.2 of the rotational shaft 7a is the rotational speed in the opposite direction to that during CVT travel. However, in the power transmission device 3 of the present embodiment, the one-way clutch 23 functions (the operating state of the one-way clutch 23 is in the braking state for blocking the rotation of the rotation shaft 7 a of the second motor 7). Is prevented from rotating in the opposite direction to that during CVT travel. As a result, the output shaft 1a of the engine 1 is reduced only to the rotational speed of β · ωv, and the rotational speed of the rotational shaft 6a of the first motor 6 is suppressed from becoming high speed by that amount. That is, when the rotation speed ωe of the output shaft 1a of the engine 1 decreases to the rotation speed β · ωv, ω1 = ((α−β) / a) · ωv is obtained from the equation (3). Therefore, the rotational speed ω1 of the rotational shaft 6a of the first motor 6 is smaller by (β / a) · ωv than when the rotational speed ωe of the output shaft 1a of the engine 1 is reduced to zero.
[0045]
As described above, in the power transmission device 3 of the present embodiment, even if the engine 1 is inoperative during CVT travel, the first motor 6 on the first distributor side rotation transmission system side having a large reduction ratio is excessive. It can prevent operating at high speed rotation. As a result, the capacity required for the first motor 6 and the motor drive circuit 27 is alleviated, and the required capacity of the first motor 6 and the motor drive circuit 27 can be reduced. As a result, downsizing and cost reduction of the power transmission device 3 can be achieved.
[0046]
The power transmission device 3 according to the present embodiment does not use the output of the engine 1 and does not use the output of the engine 1 but does not use the output of the engine 1. The driving torque can also drive the vehicle. In this case, the clutches 8 and 9 are operated in the disconnected state. Furthermore, while preventing the rotation of the ring gear 4r of the first power distributor 4 by the locking mechanism 19, the drive torque of the drive torque in the direction of the arrow Y4 in FIG. Transmission to the shaft 13 enables traveling of the vehicle (so-called EV traveling). Further, for example, in this state, while the rotation of the carrier 5c of the second power distributor 5 is blocked by the one-way clutch 21, the drive torque is generated in the direction of the arrow Y7 by the second motor 7 The engine 1 can be started by transmitting it to the 1 output shaft 1a. Furthermore, after the start of the engine 1, the output torque of the engine 1 is transmitted to the second motor 7 while the rotation of the carrier 5 c of the second power distributor 5 is blocked by the locking mechanism 22. To perform regenerative power generation of the second motor 7 (charge of the capacitor 26) by the output of the engine 1 while performing EV travel with the first motor 6 (performing so-called series EV travel) Can)
[0047]
Next, a second embodiment of a power transmission device for a hybrid vehicle according to the present invention will be described with reference to FIGS. 3 to 9 and FIG. FIG. 3 is a system configuration diagram schematically showing the entire configuration of a hybrid vehicle including the power transmission device of the present embodiment, wherein 41 is an engine, 42 and 42 are drive wheels of the vehicle, and 43 is a power transmission device.
[0048]
The power transmission device 43 of this embodiment includes a first power distributor 44, a second power distributor 45, a first motor 46, a second motor 47, a clutch 48, two transmissions 49 and 50, and a power output shaft 51. And rotation regulating means 71 to 74 as the main mechanical elements. The motive power output shaft 51 is coaxially connected to the output shaft 41 a of the engine 41 and is externally inserted into the motive power input shaft 52 that rotates integrally with the output shaft 41 a, and provided rotatably relative to the motive power input shaft 52. It is done. The power output shaft 51 is provided with a gear 53a rotatably provided integrally therewith, an idle gear 54 meshing with the gear 53a, and an idle gear 55 rotatably provided integral with the idle gear 54. And the differential gear device 56 (differential bevel gear device) meshing with the idle gear 55, it is connected to the drive wheels 42, 42, and can be rotated in conjunction with the drive wheels 42, 42. The alternate long and short dash line in the drawing indicates that the gear 53a and the idle gear 54 are in mesh with each other. The gear 53a is a component of the transmissions 49 and 50 which will be described in detail later.
[0049]
The first power distributor 44 is constituted by a single pinion type planetary gear unit similar to each of the power distributors 4 and 5 in the first embodiment, and is used as a ring gear 44r as an input shaft and a second output shaft. And a plurality of pinion gears 44r arranged at intervals around the sun gear 44s, and a carrier 44c as a first output shaft for supporting the pinion gears 4r. The sun gear 44s is coaxially connected to the rotation shaft 46a of the first motor 46, and is rotatably provided integrally with the rotation shaft 46a.
[0050]
The second power distributor 45 is constituted by a so-called double pinion type planetary gear device, and a ring gear 45r as an input shaft, a sun gear 45s as a second output shaft, and a gap around the sun gear 45s. And a plurality of pinion gear pairs 45p (pairs of pinion gears 44pr and 44ps meshing with each other) and a carrier 45c as a first output shaft for supporting the pinion gears 44pr and 44ps of the pinion gear pairs 45p. Have. The sun gear 45s is coaxially coupled to the rotation shaft 47a of the second motor 47, and is rotatably provided integrally with the rotation shaft 47a.
[0051]
The power input shaft 52 is connected to an input portion 48a of the clutch 48 via a gear 57a rotatably provided integrally therewith and a gear 57b meshing with the gear 57. The gear 57 b is rotatably connected integrally with the input portion 48 a of the clutch 48. The gear 57 b and the clutch 48 are disposed coaxially with the sun gear 44 s of the first power distributor 44 on the opposite side to the first motor 46, and the output portion 48 b of the clutch 48 is a ring gear 44 r of the first power distributor 44. It is connected rotatably to one. Thus, in the connected state of the clutch 48, the rotation of the output shaft 41a of the engine 41 is transmitted to the ring gear 44r of the first power distributor 44 via the power input shaft 52, the gear 57a, the gear 57b and the clutch 48 in this order.
[0052]
In addition to the gear 57b, a gear 57c rotatably coupled integrally with the ring gear 45r of the second power distributor 45 is engaged with the gear 57a on the power input shaft 52. Thus, the rotation of the output shaft 41a of the engine 41 is transmitted to the ring gear 45r of the second power distributor 45 through the power input shaft 52, the gear 57a, and the gear 57c in order.
[0053]
The shaft 45ca of the carrier 45c of the second power distributor 45 extends toward the gear 57c (on the same side as the shaft 44ca of the carrier 44c of the first power distributor 44 on the opposite side to the second motor 47). It passes through the axial center of the gear 57c and is provided so as to be rotatable relative to the gear 57c. Further, in the present embodiment, the gear 57 b and the gear 57 c have the same diameter (the same number of teeth). Therefore, the reduction ratio of the rotation transmission system from the output shaft 41a of the engine 41 to the ring gear 44r which is the input shaft of the first power distributor 44 and the ring gear which is the input shaft of the second power distributor 45r from the output shaft 41a of the engine 41 The reduction ratio of the rotation transmission system up to 45r is the same.
[0054]
The shaft portion 44ca of the carrier 44c of the first power distributor 44 provided to penetrate through the axial centers of the clutch 48 and the gear 57b is connected to the power output shaft 51 via the transmission 49. The transmission 49 is capable of changing the reduction ratio of the rotation transmission from the carrier 44c to the power output shaft 51 to a plurality of stages (two stages in the present embodiment), and bears the rotation transmission of the reduction ratio of each stage. The rotation transmission mechanisms 58 and 59 are provided. The reduction ratio of the rotation transmission mechanism 58 is smaller than the reduction ratio of the rotation transmission mechanism 59, and in the following description, the rotation transmission mechanisms 58 and 59 have a low reduction ratio rotation transmission mechanism 58 and a high reduction gear, respectively. It is called a specific rotation transmission mechanism 59.
[0055]
Among the rotation transmission mechanisms 58 and 59, the low reduction ratio rotation transmission mechanism 58 includes a gear 53a on the power output shaft 51, and a gear 53b meshed with the gear 53a and provided coaxially with the carrier 44c. It consists of The gear 53b is supported by a shaft portion 44ca of the carrier 44c and provided so as to be rotatable relative to the shaft portion 44ca. Further, the high reduction ratio rotation transmission mechanism 59 is constituted by a gear 60a rotatably provided integrally with the power output shaft 51, and a gear 60b meshed with the gear 60a and coaxially provided with the carrier 44c. ing. Then, the clutch 61 for performing the disconnection / connection of the rotation transmission between the gear 53b and the shaft portion 44ca of the carrier 44c, and the disconnection / connection of the rotation transmission between the gear 60b and the shaft portion 44ca of the carrier 44c is both It is provided between the rotation transmission mechanisms 58 and 59. The clutch 61 is movable between the gears 53b and 60b in the axial direction of the shaft portion 44ca of the carrier 44c, and is fixed to the shaft portion 44ca of the carrier 44c between the gears 53b and 60b by the movement. A state in which the member 62 and the gear 53b are integrally rotatably connected by spline connection to integrally rotate the gear 53b and the carrier 44c, and a member 62 and the gear 60b are integrally rotatable by spline connection A state in which the gear 60b and the carrier 44c are integrally rotatable so as to be connected, and the member 62 is separated from any of the gears 53b and 60b, thereby blocking the rotation transmission between the carrier 44c and both the gears 53b and 60b. It is operable in the state (state in which the rotation transmission between the carrier 44c and the power output shaft 51 is cut off).
[0056]
Therefore, in the transmission 49, when the gear 60b and the member 62 are connected by the clutch 61, the rotation transmission from the carrier 44c to the power output shaft 51 is performed via the high reduction ratio rotation transmission mechanism 59, The reduction ratio of the rotation transmission is the reduction ratio of the high reduction ratio rotation transmission mechanism 59. Further, when the gear 53b and the member 62 are connected by the clutch 61, the rotation transmission from the carrier 44c to the power output shaft 51 is performed via the low reduction ratio rotation transmission mechanism 58, and the reduction ratio of the rotation transmission Is the reduction ratio of the low reduction ratio rotation transmission mechanism 58.
[0057]
On the other hand, a shaft 45ca of the carrier 45c of the second power distributor 45 provided so as to penetrate the axis of the gear 57c is connected to the power output shaft 51 via the transmission 50. The transmission 50 is capable of changing the reduction ratio of the rotation transmission from the carrier 45c to the power output shaft 51 to a plurality of stages (two stages in the present embodiment), and bears the rotation transmission of the reduction ratio of each stage. The rotation transmission mechanisms 63 and 64 are provided. The reduction ratio of the rotation transmission mechanism 63 is smaller than the reduction ratio of the rotation transmission mechanism 64. In the following description, the rotation transmission mechanisms 63 and 64 have low reduction ratio rotation transmission mechanism 63 and high reduction gear, respectively. It is called a specific rotation transmission mechanism 64.
[0058]
Of these rotation transmission mechanisms 63 and 64, the low reduction ratio rotation transmission mechanism 63 includes a gear 53a on the power output shaft 51, and a gear 53c meshed with the gear 53a and provided coaxially with the carrier 45c. It consists of The gear 53c is supported by a shaft 45ca of the carrier 45c and is provided so as to be rotatable relative to the shaft 45ca. The high reduction ratio rotation transmission mechanism 64 is composed of a gear 60a on the power output shaft 51 and a gear 60c meshed with the gear 60a and coaxially provided with the carrier 45c. And, the clutch 65 for performing the disconnection / connection of the rotation transmission between the gear 53c and the shaft 45ca of the carrier 45c, and the disconnection / connection of the rotation transmission between the gear 60c and the shaft 45ca of the carrier 45c is both It is provided between the rotation transmission mechanisms 63 and 64. Similar to the clutch 61 of the transmission 49, the clutch 65 integrally rotatably connects a member 66 fixed to the shaft 45ca of the carrier 45c between the gears 53c and 60c and the gear 53c by spline connection. A state in which the gear 53c and the carrier 45c are integrally rotatable, and a state in which the member 66 and the gear 60c are integrally rotatably connected by spline connection to integrally rotate the gear 60c and the carrier 45c. , Disconnecting the member 66 from any of the gears 53c and 60c, and interrupting the rotation transmission between the carrier 45c and both the gears 53c and 60c (blocking the rotation transmission between the carrier 45c and the power output shaft 51) State) and is enabled.
[0059]
Therefore, in the transmission 50, when the gear 60c and the member 66 are connected by the clutch 65, rotation transmission from the carrier 45c to the power output shaft 51 is performed via the high reduction ratio rotation transmission mechanism 64, and The reduction ratio of the rotation transmission is the reduction ratio of the high reduction ratio rotation transmission mechanism 64. Further, when the gear 53c and the member 66 are connected by the clutch 65, the rotation transmission from the carrier 45c to the power output shaft 51 is performed via the low reduction ratio rotation transmission mechanism 63, and the reduction ratio of the rotation transmission Is the reduction ratio of the low reduction ratio rotation transmission mechanism 63.
[0060]
The clutches 61 and 65 may be dog clutches or friction clutches in addition to those using spline coupling. Furthermore, the rotation transmission mechanism of each of the transmissions 49 and 50 may perform rotation transmission by, for example, a sprocket and a chain.
[0061]
Further, in the present embodiment, the gear 53 b of the low reduction ratio rotation transmission mechanism 58 of the transmission 49 and the gear 53 c of the low reduction ratio rotation transmission mechanism 63 of the transmission 50 have the same diameter (the same number of teeth). . For this reason, the reduction ratios of the low reduction ratio rotation transfer mechanisms 58 and 63 of both transmissions 49 and 50 are the same. Similarly, the reduction ratios of the high reduction ratio rotation transmission mechanisms 59, 64 of both transmissions 49, 50 are also made identical to each other.
[0062]
Here, the reduction gear ratio of the rotation transmission system of the power transmission device 43 of the present embodiment will be described with reference to Table 1.
[0063]
[Table 1]

[0064]
As shown in Table 1, the reduction ratio of the rotation transmission system from the output shaft 41a of the engine 41 to the ring gear 44r as the input shaft of the first power distributor 44 is k5, and the output shaft 41a of the engine 41 is the second power distributor 45 Reduction gear ratio of the rotation transmission system up to the ring gear 45r which is the input shaft of the motor k6 (in this embodiment, k6 = k5), reduction gear ratio from the ring gear 44r of the first power distributor 44 to the sun gear 44s k7, the second power distributor The reduction ratio from the 45 ring gear 45r to the sun gear 45s is k8. Further, the reduction ratio of the low transmission ratio rotation transmission mechanism 58, 63 of both transmissions 49, 50 (the gear ratio (tooth number ratio) of the gear 53a to the gear 53b or 53c) is k9, the high reduction of both transmissions 49, 50 The reduction ratio of the specific rotation transmission mechanism 59, 64 (the gear ratio (tooth number ratio) of the gear 60a to the gear 60b or 60c) is k10 (> k9). At this time, the reduction ratio of the rotation transmission system (first distributor-side rotation transmission system) from the output shaft 41 a of the engine 41 to the power output shaft 51 via the first power distributor 44 is the reduction ratio of the transmission 49 As a result, as shown in Table 1, k5 · (1 + k7) · k9 or k5 · (1 + k7) · k10 is obtained. Similarly, the reduction ratio of the rotation transmission system (second distributor side rotation transmission system) from the output shaft 41 a of the engine 41 via the second power distributor 45 to the power output shaft 51 is the reduction ratio of the transmission 50 As a result, as shown in Table 1, k6 · (1−k8) · k9 or k6 · (1−k8) · k10 is obtained. Then, k10 = A so that four types of reduction ratios, which are a combination of the first distributor side rotation transmission system and the second distributor side rotation transmission system, have values in geometric progression ² ・ It is assumed to be k9. Here, A is the ratio of the reduction ratio from the output shaft 41 a of the engine 41 to the carrier 44 c of the first power distributor 44 and the reduction ratio from the output shaft 41 a of the engine 41 to the carrier 45 c of the second power distributor 45 It is. In the present embodiment, since k5 = k6, A = (1 + k7) / (1-k8). As above, k10 = A ² · By setting the values of the reduction ratios k9 and k10 of the transmissions 49 and 50 to be k9, four types of reduction ratios k5 · (1 + k7) · k9, k5 · (1 + k7) · k10, k6 · · · When (1−k8) · k9 and k6 · (1−k8) · k10 are arranged in order from the smallest one, those values are in the form of geometric progressions with different values by A times. Hereinafter, the reduction ratios k5, (1 + k7), k9, k5, (1 + k7), k10, k6, (1-k8), k9, k6, (1-k8), k10 are listed in order from the largest value first Reduction ratio R1 (= k5 · (1 + k7) · k10), second reduction ratio R2 (= k6 · (1−k8) · k10), third reduction ratio R3 (= k5 · (1 + k7) · k9), fourth It is called a reduction gear ratio R4 (= k6 · (1−k8) · k9).
[0065]
In the present embodiment, as described above, k10 = A. ² The values of the reduction ratios k9 and k10 of the transmissions 49 and 50 are set to be k9, but it is not necessary to do this. Basically, the first distribution is performed by switching the reduction ratio of the transmission 49 Gear ratios that can be taken by the motor-side rotation transmission system, and gear reduction ratios R2, R4 that can be taken by the second distributor rotation transmission system by switching the reduction ratio of the transmission 50, R1>R2>R3> R4 The values of k5 to k10 may be set so that Further, both of the power distributors 44 and 45 may be configured by a single pinion type planetary gear unit, or both may be configured by a double pinion type planetary gear unit.
[0066]
Similar to the rotation restricting means 10 of the first embodiment, the rotation restricting means 71 is for appropriately preventing the rotation of the ring gear 44a of the first power distributor 44, and includes the one-way clutch 75 and the locking mechanism 76. Have. The functions (operations) of the one-way clutch 75 and the locking mechanism 76 are the same as those of the one-way clutch 19 and the locking mechanism 20 of the rotation restricting means 10 of the first embodiment. Further, the rotation restricting means 72 is for appropriately preventing the rotation of the carrier 45c of the second power distributor 45, similarly to the rotation restricting means 11 of the first embodiment, and the one-way clutch 77 and the locking mechanism 78. And have. The functions (operations) of the one-way clutch 75 and the locking mechanism 76 are the same as those of the one-way clutch 21 and the locking mechanism 22 of the rotation restricting means 11 of the first embodiment.
[0067]
The rotation restricting means 73 and 74 correspond to the rotation restricting means in the present invention. As described below, the rotation restricting means 73 includes a one-way clutch 79 for preventing the rotation of the rotation shaft 46a of the first motor 46 (the rotation shaft of the sun gear 44s of the first power distributor 44) in a predetermined direction. A locking mechanism 80 is provided to turn on / off the function of the one-way clutch 79 (the function of blocking the rotation of the rotary shaft 46 a in one direction). The locking mechanism 80 is engaged with or disengaged from the one-way clutch 79 via an actuator (not shown) by a frictional force or an uneven fitting. Then, in a state where the locking mechanism 80 is engaged with the one-way clutch 79, the locking mechanism 80 locks the fixed side portion of the one-way clutch 79 in a non-rotatable manner to turn on the function of the one-way clutch 79. When the engagement is released, the function of the one-way clutch 79 is turned off in a state in which the one-way clutch 79 can be integrally rotated with the rotation shaft 46 a of the first motor 46. The one-way clutch 79, like the one-way clutches 75 and 77, prevents rotation of the rotation shaft 46a of the first motor 46 in a predetermined direction by a latch mechanism or the like. In this case, when the rotation direction of the output shaft 41a of the engine 41 is the direction of arrow Y9 in the drawing, the rotation direction of the rotation shaft 46a which the one-way clutch 79 allows in the ON state of its function is the direction of arrow Y10. . The rotation direction Y10 of the rotation shaft 46a is the rotation shaft of the first motor 46 when the reduction ratio of the first distributor rotation transmission system is smaller than the reduction ratio of the second distributor rotation transmission system in CVT traveling described later. The direction 46a is to be turned (opposite to the direction of rotation of the ring gear 44r and the carrier 44c).
[0068]
The rotation restricting means 74 includes a one-way clutch 81 for preventing the rotation of the rotation shaft 47a of the second motor 47 (the rotation shaft of the sun gear 45s of the second power distributor 45) in a predetermined direction. And a locking mechanism 82 for turning on / off the function (function for blocking the rotation of the rotary shaft 47a in one direction). The locking mechanism 82 is engaged with or disengaged from the one-way clutch 81 via an actuator (not shown) by a frictional force, an uneven fitting, or the like. And, in a state where the locking mechanism 82 is engaged with the one-way clutch 81 like the locking mechanism 80 of the rotation restricting means 73, the function of the one-way clutch 81 is turned ON and the engagement with the one-way clutch 81 is engaged. Is released, the function of the one-way clutch 81 is turned off. The one-way clutch 81, like the one-way clutches 75 and 77, prevents rotation of the rotation shaft 47a of the second motor 47 in a predetermined direction by a latch mechanism or the like. In this case, the rotation direction of the rotary shaft 47a which the one-way clutch 81 allows in the ON state of its function is the direction of the arrow Y11 in the drawing. The rotation direction Y11 of the rotation shaft 47a is the direction in which the rotation shaft 47a should turn when the reduction ratio of the second distributor rotation transmission system is smaller than the reduction ratio of the first distributor rotation transmission system in CVT traveling described later (The same direction as the rotation direction of the ring gear 45r).
[0069]
The configuration for control of the power transmission device 43 of the present embodiment is the same as that of the first embodiment. That is, referring to FIG. 2, a control device 25 constituted by an electronic circuit such as a microcomputer is provided, and each of the clutches 48, 61, 65 is controlled via an actuator 29 provided correspondingly. Controlled by the device 25, the locking mechanisms 76, 78, 80, 82 are controlled by the control device 25 via the actuators 30 provided correspondingly. Further, the control device 25 controls the operation of the engine 41 via a fuel injection device, a throttle valve, etc. (not shown) as in the first embodiment, and controls each motor 46, via motor drive circuits 27 and 28, respectively. Control of energization between the capacitor 47 and the capacitor 26 is performed.
[0070]
Next, the operation of the power transmission device 43 of the present embodiment will be described in detail. When performing CVT travel (shift travel) in which the vehicle travels with the output of the engine 1 while performing a shift (change of the reduction ratio) between the engine 41 and the power output shaft 51, the clutch 48 is controlled to the connected state Be done. Further, the locking mechanisms 76 and 78 are controlled so as not to block the rotation of the ring gear 44r of the first power distributor 44 and the carrier 45c of the second power distributor 45 (opened state).
[0071]
With the clutch 48 and the locking mechanisms 76 and 78 operated in this manner, the control unit 25 determines the required traveling torque of the vehicle using a map or the like according to the accelerator operation amount AP of the vehicle and the vehicle speed V. At the same time, the shift range of the power transmission 3 is determined using a map or the like according to the required traveling torque and the vehicle speed V. Here, the transmission range is a transmission range between the first reduction ratio R1 and the second reduction ratio R2 (hereinafter referred to as a first transmission range), and a range between the second reduction ratio R2 and the third reduction ratio R3. There is a shift range (hereinafter referred to as a second shift range), and a shift range between the third reduction ratio R3 and the fourth reduction ratio R4 (hereinafter referred to as a third shift range). The first shift range, the second shift range, and the third shift range are basically shift ranges used in the low vehicle speed range, the middle vehicle speed range, and the high vehicle speed range, respectively. The first shift range, the second shift range, and the third shift range are shifted in the dotted area X of FIG. 4A, the dotted area Y of FIG. 4B, and the dotted area Z of FIG. 4C, respectively. It is a shift range that can operate. In each of FIGS. 4 (a) to 4 (c), the curves g1 to g4 indicate the reduction ratios from the engine 41 to the power output shaft 51 as the first reduction ratio R1, the second reduction ratio R2, and the third. It is a graph which shows a relation between running torque and vehicle speed V at the time of making engine 1 run at maximum output, fixing to reduction ratio R3 and 4th reduction ratio R4. V1 to V3 are vehicle speeds corresponding to the maximum number of revolutions of the engine 1 on the curves g1, g2 and g3, respectively.
[0072]
The controller 25 operates the clutches 61 and 65 of the transmissions 49 and 50 as shown in FIGS. 5 to 7 according to the shift range determined as described above. These FIGS. 5 to 7 correspond to the first shift range, the second shift range, and the third shift range, respectively, and when the operating states of the clutches 48, 61, 65 are in the connected state, they are blackened. It represents with and it represents with white that it is a cutting | disconnection state. The black and white meaning also applies to the locking mechanisms 76 and 78 and the one-way clutches 75 and 77. The clutch 48 is in the connected state during the CVT traveling, and therefore, the clutch 48 is in the black state in any of FIGS. 5 to 7. Similarly, since the locking mechanisms 76 and 78 and the one-way clutches 75 and 77 are both in the open state that does not prevent the rotation during CVT travel, the whiteout state is obtained in any of FIGS. 5 to 7. ing. Also, the meaning of black and white is the same for the locking mechanisms 80 and 82, but the operating states of these locking mechanisms 80 and 82 will be described later.
[0073]
In the first transmission range, as shown in FIG. 5, the clutch 61 of the transmission 49 is controlled to connect the gear 60b of the high reduction ratio rotation transmission mechanism 59 to the member 62, and the clutch 65 of the transmission 50 is high. The gear 60 c of the reduction ratio rotation transmission mechanism 64 is controlled to be connected to the member 66. At this time, among the output torque of the engine 41, the torque distributed to the first power distributor 44 is output from the carrier 44c of the first power distributor 44 via the high reduction ratio rotation transmission mechanism 59 of the transmission 49. The torque transmitted to the shaft 51 and distributed to the second power distributor 45 is transmitted from the carrier 45 c of the second power distributor 45 via the high reduction ratio rotation transmission mechanism 64 of the transmission 50. At this time, assuming that the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9, the rotation directions of the rotation shaft 46a of the first motor 46 and the rotation shaft 47a of the second motor 47 are arrow Y12 in FIG. It becomes the direction of Y13.
[0074]
In the second speed range, as shown in FIG. 6, the clutch 61 of the transmission 49 is controlled to connect the gear 53b of the low reduction ratio rotation transmission mechanism 58 to the member 62, and the clutch 65 of the transmission 50. Are controlled to connect the gear 60 c of the high reduction ratio rotation transmission mechanism 64 to the member 66. At this time, of the output torque of the engine 41, the torque distributed to the first power distributor 44 is output from the carrier 44c of the first power distributor 44 via the low reduction ratio rotation transmission mechanism 58 of the transmission 49. The torque transmitted to the shaft 51 and distributed to the second power distributor 45 is transmitted to the power output shaft 51 through the same path as in the first shift range. At this time, assuming that the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9, the rotation directions of the rotation shaft 46a of the first motor 46 and the rotation shaft 47a of the second motor 47 are arrow Y14 in FIG. It becomes the direction of Y15. The rotational direction of each of the rotation shafts 46a and 47a in this case is opposite to that in the first shift range.
[0075]
In the third speed range, as shown in FIG. 7, the clutch 61 of the transmission 49 is controlled to connect the gear 53b of the low reduction ratio rotation transmission mechanism 58 to the member 62, and the clutch 65 of the transmission 50. Is controlled to connect the gear 53 c of the low reduction ratio rotation transmission mechanism 63 to the member 66. At this time, of the output torque of the engine 41, the torque distributed to the first power distributor 44 is transmitted to the power output shaft 51 through the same path as in the second shift range, and distributed to the second power distributor 45. The torque to be transmitted is transmitted from the carrier 45 c of the second power distributor 45 to the power output shaft 51 via the low reduction ratio rotation transmission mechanism 63 of the transmission 50. At this time, assuming that the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9, the rotation direction of the rotation shaft 46a of the first motor 46 and the rotation direction of the rotation shaft 47a of the second motor 47 are respectively the first speed range And the same direction (direction of arrows Y14 and Y15).
[0076]
As in the case of the first embodiment, the control device 25 determines the target output of the engine 41 according to the required traveling torque of the vehicle and the vehicle speed V, and further generates the target output in the determined shift range A set of target output torque and target rotational speed of the most efficient engine 41 (having the least fuel consumption) is determined. Then, the control device 25 controls the opening degree of the throttle valve (not shown) of the engine 41 according to the target output torque as in the first embodiment, and the target rotational speed and the actual rotational speed NE (detected value The target load torque of the engine 41 is determined by correcting the target output torque in accordance with the deviation of. Furthermore, the control device 25 sets the target torque of each of the motors 46 and 47 based on the determined target load torque and the target driving torque to be generated on the power output shaft 51 corresponding to the required traveling torque. ) And (2) are determined based on the following equations (5) and (6).
[0077]
Te = (1 / γ1) · T1 + (1 / γ2) · T2 (5)
Tv = γ4 · T1 + γ4 · T2 (6)
[0078]
Here, γ1 is a reduction ratio from the output shaft 41a of the engine 41 to the first motor 46, and γ2 is a reduction ratio from the output shaft 41a of the engine 41 to the second motor 47. The speed reduction ratios γ1 and γ2 are γ1 = k5 · k7 and γ2 = k6 · k8 when represented using the symbols in Table 1 above. Further, γ3 is a reduction ratio from the rotation shaft 46a of the first motor 46 to the power output shaft 51, and γ4 is a reduction ratio from the rotation shaft 47a of the second motor 47 to the power output shaft 51. The reduction ratios γ3 and γ4 correspond to which of the first to third shift ranges the shift range is. Specifically, in the first transmission range of FIG. 5, the reduction ratio from the carrier 44c of the first power distributor 44 to the power output shaft 51 and the carrier 45c of the second power distributor 45 from the power output shaft 51. The reduction gear ratio is k10 (= reduction gear ratio of high reduction ratio rotation transmission mechanism 59, 64). Therefore, the reduction ratio from the rotation shaft 46a of the first motor 46 to the carrier 44c of the first power distributor 44 is k11, and the reduction ratio from the rotation shaft 47a of the second motor 47 to the carrier 45c of the second power distributor 45 is Assuming that k12, γ3 = k11 · k10 and γ4 = k12 · k10. Here, k11 = (1 + k7) / k7 and k12 = (1-k8) / k8. Further, in the second speed range of FIG. 6, the reduction ratio from the carrier 44c of the first power distributor 44 to the power output shaft 51 and the reduction ratio from the carrier 45c of the second power distributor 45 to the power output shaft 51 are They are k9 and k10 respectively. Accordingly, γ3 = k11 · k9 and γ4 = k12 · k10. Further, in the third shift range of FIG. 7, the reduction ratio from the carrier 44 c of the first power distributor 44 to the power output shaft 51 and the reduction ratio from the carrier 45 c of the second power distributor 45 to the power output shaft 51 are Both are k9 (= reduction ratio of low reduction ratio rotation transmission mechanism 58, 63). Accordingly, γ3 = k11 · k9 and γ4 = k12 · k9.
[0079]
In the power transmission device 43 of the present embodiment, the rotational speed ωe of the output shaft 43a of the engine 43, the rotational speed ωv of the power output shaft 51, and the rotational speeds ω1 of the rotational shafts 46a and 47a of the motors 46 and 47, respectively. The following relational expressions (7) and (8) hold between ω 2 and ω 2.
[0080]
ωe = Ra · ωv−k7 · ω1 (7)
ωe = Rb · ωv + k8 · ω2 (8)
[0081]
Here, a pair (Ra, Rb) of Ra and Rb is (R1, R2) in the first shift range, (R3, R2) in the second shift range, and (R3, R4) in the third shift range. Further, k7 and k8 are the reduction ratios shown in Table 1 above. And in each shift range, max (Ra, Rb)> ωe / ω v> min (Ra, Rb).
[0082]
When the controller 25 determines the target torque of each of the motors 46 and 47, the above-mentioned equation (5), based on the target load torque Te of the engine 41 determined as described above and the target drive torque Tv of the power output shaft 51. The target torques T1 and T2 of the motors 46 and 47 are determined based on (6). Then, the control device 25 controls the conduction current of each of the motors 46 and 47 according to the target torques T1 and T2, and causes the respective motors 46 and 47 to generate the torque of the target torques T1 and T2.
[0083]
As described above, when the engine 41 and the motors 46 and 47 are controlled, basically, in each of the first to third shift ranges, the larger one of the reduction ratios at both ends of the shift range is used. The motor 46 or 47 corresponding to the ratio is controlled to the drive state generating drive torque (powering torque), and the motor 47 or 46 corresponding to the smaller reduction ratio is controlled to the regeneration state (power generation state) to generate regenerative torque Be done. Specifically, in the first shift range, the first motor 46 is controlled to be driven, and the second motor 47 is controlled to be regenerative. In the second shift range, the first motor 46 is controlled to be in the regenerative state, and the second motor 47 is controlled to be in the driven state. Further, in the third shift range, the first motor 46 is controlled to be driven, and the second motor 47 is controlled to be regenerated. In any shift range, as in the first embodiment, the power consumption of the motor 46 or 47 in the driven state and the generated power of the motor 47 or 46 in the regenerative state are constantly balanced as in the first embodiment. (Power consumption 発 電 generated power). At this time, between the output shaft 41a of the engine 41 and the power output shaft 51, the output torque of the engine 41 is, as described above, while the shift operation is performed at the transmission ratio between the reduction ratios at both ends of each shift range. The power is transmitted to the power output shaft 51, and the variable speed travel of the vehicle is performed.
[0084]
On the other hand, the control device 25 controls the locking mechanisms 80, 82 of the rotation restricting means 73, 74 basically in each of the shift ranges as shown in FIGS. That is, in the first transmission range, as shown in FIG. 5, the control device 25 turns off the function of the one-way clutch 79 without engaging the locking mechanism 80 with the one-way clutch 79 as shown in FIG. Is engaged with the one-way clutch 81 to turn on the function of the one-way clutch 81. At this time, although the rotation direction Y12 of the rotation shaft 46a of the first motor 46 is opposite to the rotation allowable direction of the one-way clutch 79, the function of the one-way clutch 79 is turned off. The rotating shaft 46a can be rotated in the direction of the arrow Y12 without any problem. Further, since the rotation direction Y13 of the rotation shaft 47a of the second motor 47 is the same as the rotation allowable direction of the one-way clutch 81, the rotation shaft 47a can be rotated in the direction of the arrow Y13 without any problem.
[0085]
Then, as in the first embodiment, when the engine 41 is in the non-operating state, the one-way clutch 81 in the ON state prevents the rotation shaft 47a of the second motor 47 from rotating in the opposite direction to the arrow Y13. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 decreases only to the rotation speed of R2 · ωv). As a result, as in the first embodiment, the rotational speed of the first motor 46 is prevented from being excessively high. In the first shift range, the reduction ratio (= first reduction ratio R1) of the first distributor-side rotation transmission system closer to the first motor 46 is the deceleration of the second distributor-side rotation transmission system closer to the second motor 47 It is larger than the ratio (= second reduction ratio R2).
[0086]
Further, in the second speed range, as shown in FIG. 6, the control device 25 causes the locking mechanism 80 to be engaged with the one-way clutch 79 to turn on the function of the one-way clutch 79, and Without engaging the one-way clutch 81, the function of the one-way clutch 81 is turned off. At this time, since the rotation direction Y14 of the rotation shaft 46a of the first motor 46 is the same as the rotation allowable direction of the one-way clutch 79, the rotation shaft 46a can be rotated in the direction of the arrow Y14 without any problem. The rotation direction Y15 of the rotation shaft 47a of the second motor 47 is opposite to the rotation allowable direction of the one-way clutch 81, but since the function of the one-way clutch 81 is turned off, the rotation of the second motor 47 is The shaft 47a can be rotated in the direction of the arrow Y15 without any problem.
[0087]
As in the first embodiment, when the engine 41 is inoperative, the one-way clutch 79 in the ON state prevents the rotation shaft 46a of the first motor 46 from rotating in the opposite direction to the arrow Y14. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 decreases only to the rotation speed of R3 · ωv). As a result, as in the first embodiment, the rotational speed of the second motor 47 can be prevented from becoming excessively high. In the second shift range, the reduction ratio (= third reduction ratio R3) of the first distributor side rotational transmission system closer to the first motor 46 is the deceleration of the second distributor side rotational transmission system closer to the second motor 47 It is smaller than the ratio (= second reduction ratio R2). For this reason, contrary to the case of the first shift range, the reverse rotation of the rotating shaft 46a of the first motor 46 is blocked, and the rotational speed of the second motor 47 is prevented from high speed rotation.
[0088]
Further, in the third shift range, as shown in FIG. 7, the control device 25 turns off the function of the one-way clutch 79 without engaging the locking mechanism 80 with the one-way clutch 79, and 82 is engaged with the one-way clutch 81 to turn on the function of the one-way clutch 81. At this time, the rotation direction Y12 of the rotation shaft 46a of the first motor 46 and the rotation direction Y13 of the rotation shaft 47a of the second motor 47 are the same as in the first transmission region, and the operating states of the one-way clutches 79 and 81 are also The rotation shafts 46a and 47a can be rotated in the directions of the arrows Y12 and Y13 without any problem, as in the case of the first transmission region, because they are the same as the second transmission region.
[0089]
Then, similarly to the case of the first transmission range, when the engine 41 is in the non-operating state, the one-way clutch 81 in the ON state prevents the rotation shaft 47a of the second motor 47 from rotating in the opposite direction to the arrow Y13. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 decreases only to the rotation speed of R4 · ωv). As a result, as in the case of the first shift range, the rotational speed of the first motor 46 is prevented from becoming excessively high. While engaging the locking mechanism 80 with the one-way clutch 79, the function of the one-way clutch 79 is turned OFF, and the locking mechanism 82 is engaged with the one-way clutch 81, and the function of the one-way clutch 81 is turned ON. . At this time, although the rotation direction Y12 of the rotation shaft 46a of the first motor 46 is opposite to the rotation allowable direction of the one-way clutch 79, the function of the one-way clutch 79 is turned off. The rotating shaft 46a can be rotated in the direction of the arrow Y12 without any problem. Further, since the rotation direction Y13 of the rotation shaft 47a of the second motor 47 is the same as the rotation allowable direction of the one-way clutch 81, the rotation shaft 47a can be rotated in the direction of the arrow Y13 without any problem.
[0090]
Then, as in the first embodiment, when the engine 41 is in the non-operating state, the one-way clutch 81 in the ON state prevents the rotation shaft 47a of the second motor 47 from rotating in the opposite direction to the arrow Y13. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 decreases only to the rotation speed of R2 · ωv). As a result, as in the first embodiment, the rotational speed of the first motor 46 is prevented from being excessively high. In the third shift range, the reduction ratio (= third reduction ratio R3) of the first distributor side rotational transmission system closer to the first motor 46 is the deceleration of the second distributor side rotational transmission system closer to the second motor 47 It is larger than the ratio (= the fourth reduction ratio R4).
[0091]
Further, when changing the shift range, the following control is performed. When switching the speed range from the first speed range to the second speed range, and when switching from the second speed range to the first speed range, the control process shown in the flowcharts of FIGS. Is executed by In switching from the first speed range to the second speed range, first, in STEP 1a, the speed reduction ratio from the engine 41 to the power output shaft 51 approaches the second speed reduction ratio R2 that is the lower limit speed reduction ratio of the first speed area. Control the torque of each motor 46, 47. Specifically, when the control device 25 sets the gear ratio between the engine 41 and the power output shaft 51 to the second reduction gear ratio R2, the target output torque of the engine 1 that can generate the required traveling torque of the vehicle And a target rotational speed are determined based on the required traveling torque and the vehicle speed V (detection value). Then, the control device 25 controls the opening degree of the throttle valve (not shown) of the engine 1 according to the target output torque, as in the case of steady CVT traveling in each shift range, and The target load torque of the engine 1 is determined by correcting the target output torque in accordance with the deviation from the actual rotational speed NE (the detected value). Furthermore, the controller 25 sets the target torque of each of the motors 46 and 47 based on the determined target load torque and the target driving torque to be generated on the power output shaft 11 corresponding to the required traveling torque. ), Based on (6). Then, the current supplied to each of the motors 46 and 47 is controlled in accordance with the determined target torque. By this control, finally, the generated torque of the first motor 46 becomes almost 0, and the generated torque of the second motor 47 becomes a torque (ト ル ク Te · γ1) substantially balanced with the output torque of the engine 1 . Further, the rotational speed of the second motor 47 is approximately zero. Then, the output torque of the engine 1 is transmitted to the power output shaft 51 only via the second power distributor 46 of the two power distributors 44 and 45.
[0092]
Next, in STEP 2a, the controller 25 disconnects the clutch 61 of the transmission 49 from which the output torque of the engine 1 is not transmitted from the gear 60b of the high reduction ratio rotation transmission mechanism 59, and turns off the high reduction ratio rotation transmission mechanism 59. (The rotation transmission via the high reduction ratio rotation transmission mechanism 59 is disabled). Furthermore, in STEP 3a, the locking mechanism 82 on the second motor 47 side is disconnected from the one-way clutch 81, and the function of the one-way clutch 81 is turned OFF. Then, in STEP 4a, the speed reduction ratio from the engine 41 to the power output shaft 51 is maintained at the second speed reduction ratio. At this time, the generated torque of the second motor 47 is adjusted such that the rotation speed of the engine 41 is maintained at the target rotation speed. Then, in this state, by connecting the clutch 61 of the transmission 49 to the gear 53b of the low reduction ratio rotation transmission mechanism 58 in STEP 5a, the low reduction ratio rotation transmission mechanism 58 is turned ON (low reduction ratio rotation transmission Enables transmission of rotation via mechanism 58). The reduction ratio of the first distributor side rotation transmission system is changed from the first reduction ratio R1 to the third reduction ratio R3 by the processing of STEP 2a to 5a.
[0093]
Next, in STEP 6a, the control device 25 engages the locking mechanism 80 on the first motor 46 side with the one-way clutch 79 to turn on the function of the one-way clutch 79. As a result, the one-way clutches 79 and 81 are brought into the operating state of the second shift range shown in FIG. Thereafter, in STEP 7a, the control device 25 causes the power transmission device 43 to perform the shift operation in the above-described second shift range.
[0094]
Contrary to the above, at the time of switching from the second speed range to the first speed range, the process shown in FIG. 8B is executed by the control device 25. First, in STEP 1b, the torque of each of the motors 46 and 47 is controlled so that the reduction ratio from the engine 41 to the power output shaft 51 approaches the second reduction ratio R2, which is the upper limit reduction ratio of the second shift range, as in STEP 1a. Do. Next, in step 2b, the clutch 61 of the transmission 49 is disengaged from the gear 53b of the low reduction ratio rotation transmission mechanism 58 to turn off the low reduction ratio rotation transmission mechanism 58. Further, in STEP 3 b, the locking mechanism 80 on the first motor 44 side is disconnected from the one-way clutch 79 to turn off the function of the one-way clutch 79. Then, in STEP 4 b, the reduction ratio from the engine 41 to the power output shaft 51 is held at the second reduction ratio, as in STEP 4 a. Next, in STEP 5 b, the clutch 61 of the transmission 49 is connected to the gear 60 b of the high reduction ratio rotation transmission mechanism 59 to turn on the high reduction ratio rotation transmission mechanism 59. Then, after the locking mechanism 82 on the second motor 47 side is engaged with the one-way clutch 81 in STEP 6 b, the function of the one-way clutch 81 is turned ON, and then in STEP 7 b, the first transmission of the power transmission device 43 described above. Make the gear shift operation in the area.
[0095]
Switching between the second speed range and the third speed range is the same as in the case of switching between the first speed range and the second speed range, as shown in FIGS. 9 (a) and 9 (b). The procedure is done. Hereinafter, briefly described, when switching from the second speed range to the third speed range, as shown in FIG. 9A, first, in STEP11a, the engine 41 and power are obtained by the same control process as STEP1a. The speed reduction ratio with the output shaft 51 is made close to the third speed reduction ratio. Next, in STEP 12a, the high reduction ratio rotation transmission mechanism 64 is turned OFF by disconnecting the clutch 65 of the transmission 50 from the gear 60c. Further, at STEP 13a, the function of the one-way clutch 79 on the first motor 46 side is turned off. Then, in STEP14a, the speed reduction ratio from the engine 41 to the power output shaft 51 is maintained at the third speed reduction ratio. At this time, the generated torque of the first motor 44 is adjusted such that the rotation speed of the engine 41 is maintained at the target rotation speed. Next, in STEP 15a, the low speed reduction rotation transmission mechanism 63 is turned ON by connecting the clutch 65 of the transmission 50 to the gear 63c. Next, in STEP 16a, the function of the one-way clutch 81 on the second motor 47 side is turned ON, and in STEP 17a, the shift operation in the above-described third shift range of the power transmission device 43 is performed.
[0096]
In addition, when switching from the third shift range to the second shift range, the reduction ratio from the engine 51 to the power output shaft 51 is first determined in STEP 11 b as shown in FIG. After approaching the third speed reduction ratio, the low speed reduction ratio rotation transmission mechanism 63 is turned OFF by disconnecting the clutch 65 of the transmission 50 from the gear 53 c in STEP 12 b. Further, at STEP 13 b, the function of the one-way clutch 81 on the second motor 46 side is turned off. Then, in STEP14b, the reduction ratio from the engine 41 to the power output shaft 51 is maintained at the third reduction ratio, as in STEP14a. Next, in STEP 15 b, the high reduction ratio rotation transmission mechanism 64 is turned ON by connecting the clutch 65 of the transmission 50 to the gear 60 c. Next, at STEP 16 b, the function of the one-way clutch 79 on the first motor 46 side is turned ON, and at STEP 17 b, the shift operation in the above-described second transmission range of the power transmission device 43 is performed.
[0097]
In the present embodiment, in the first speed range, in the vehicle speed range lower than the vehicle speed V1 of FIG. 4A, the reduction ratio between the engine 41 and the power output shaft 51 when the required traveling torque is large. To be the first reduction ratio R1 which is the upper limit reduction ratio of the first transmission range. In the second shift range, when the shift range is switched to the first shift range, etc., the reduction ratio between the engine 41 and the power output shaft 51 in the vehicle speed range lower than the vehicle speed V2 of FIG. The second speed reduction ratio is set to a second speed reduction ratio R2, which is the upper limit speed reduction ratio of the second speed range. In the third shift range, when the shift range is switched to the second shift range, etc., the reduction ratio between the power output shaft 51 of the engine 41 and the vehicle speed range lower than the vehicle speed V3 in FIG. The third speed reduction ratio is set to a third speed reduction ratio R3 which is the upper limit speed reduction ratio of the third speed range. In these states, the one-way clutch 79 or 81 prevents the reverse rotation of the rotary shaft of the low reduction ratio motor (the second motor 47 in the first and third shift ranges and the first motor 46 in the second shift range). You can not do it. Therefore, in the present embodiment, the first motor 46 when the engine 41 is in the inoperative state when the vehicle is traveled with the reduction ratio R1 in the vehicle speed range lower than the vehicle speed V1 in the first shift range. The first motor 46 when the engine 41 is inoperative when the vehicle is driven with the reduction ratio R3 in the vehicle speed range lower than the maximum value of the rotation speed and the vehicle speed V3 in the third shift range. The larger one of the maximum values of the rotational speed of the first motor 46 is regarded as the allowable maximum rotational speed of the first motor 46. The maximum value of the rotational speed of the first motor 46 when the engine 41 is in the inoperative state when the vehicle is traveled with the reduction ratio R2 in the vehicle speed range lower than the vehicle speed V2 in the second shift range Is the allowable maximum rotational speed of the second motor 47. Therefore, the function of the one-way clutch 81 does not have to be ON in the vehicle speed range lower than the vehicle speed V1 in the first shift range or lower than the vehicle speed V3 in the third shift range. Similarly, in the vehicle speed range lower than the vehicle speed V2 in the second shift range, the function of the one-way clutch 79 may not necessarily be ON.
[0098]
The detailed description is omitted because it is not the subject matter of the present invention, but the power transmission device 43 of the present embodiment does not use the output of the engine 1 as in the first embodiment. The vehicle can also be driven by the driving torque of the first motor 46 or the second motor 47. In this case, without connecting the clutch 65 of the transmission 50 to either of the gears 53c, 60c, both rotation transmission mechanisms 63, 64 of the transmission 50 are in the OFF state. Furthermore, while preventing the rotation of the ring gear 44r of the first power distributor 44 by the locking mechanism 76, the first motor 46 generates a drive torque in the direction of arrow Y10 in FIG. Transmission to the shaft 51 enables traveling of the vehicle (so-called EV traveling). Also, for example, in this state, while the rotation of the carrier 5c of the second power distributor 45 is blocked by the one-way clutch 77, the drive torque is generated in the direction of the arrow Y11 by the second motor 47 to thereby drive the drive torque. The engine 41 can be started by transmitting it to the 41 output shaft 41a. Furthermore, after the start of the engine 41, the output torque of the engine 41 is transmitted to the second motor 47 while the rotation of the carrier 45c of the second power distributor 45 is blocked by the locking mechanism 78, and the second motor 47 To perform regenerative power generation of the second motor 47 (charge of the storage battery 26) by the output of the engine 41 while performing EV travel with the first motor 46 (performing so-called series EV travel) Can)
Brief Description of the Drawings
FIG. 1 is a system configuration diagram schematically showing the entire configuration of a hybrid vehicle provided with a first embodiment of a power transmission device according to the present invention.
FIG. 2 is a block diagram showing a control system of the power transmission device of the first embodiment or the second embodiment.
FIG. 3 is a system configuration diagram schematically showing an entire configuration of a hybrid vehicle provided with a second embodiment of a power transmission device according to the present invention.
FIGS. 4A to 4C are graphs for explaining the shift range of the power transmission device of the second embodiment.
FIG. 5 is a view for explaining the operation of the power transmission device of the second embodiment.
FIG. 6 is a view for explaining the operation of the power transmission device of the second embodiment.
FIG. 7 is a view for explaining the operation of the power transmission device of the second embodiment.
FIGS. 8A and 8B are flowcharts for explaining the operation at the time of switching the shift range of the power transmission device of the second embodiment between the first shift range and the second shift range.
FIGS. 9A and 9B are flowcharts for explaining the operation at the time of switching the shift range of the power transmission apparatus of the second embodiment between the second shift range and the third shift range. FIGS.
[Description of the code]
DESCRIPTION OF SYMBOLS 1, 41 ... Engine, 2, 42 ... Drive wheel, 3, 43 ... Power transmission apparatus, 4, 44 ... 1st power distributor (planet gear apparatus), 5, 45 ... 2nd power distributor (planet gear apparatus) , 4r, 5r, 44r, 45r ... ring gear (input shaft), 4c, 5c, 44c, 45c ... carrier (first output shaft), 4s, 5s, 44s, 45s ... sun gear (second output shaft), 6, 46 ... 1st motor, 7, 47 ... 2nd motor, 49, 50 ... Transmission, 13, 51 ... Power output shaft, 12, 73, 74 ... Rotation regulation means, 23, 79, 81 ... One-way clutch.

Claims (4)

First and second power distributors for transmitting the rotational drive force of the engine to the input shaft, and two of the first output shaft of the two output shafts of the first power distributor and the second power distributor And a second output shaft of the first power distributor, the power output shaft transmitting the rotational driving force from the first output shaft of the two output shafts and outputting the transmitted rotational driving force to the drive wheels of the vehicle And a second motor for applying a driving torque or regenerative torque to a second output shaft of the second power distributor, the first power distributor from the engine The reduction gear ratio of the rotation transmission system leading to the power output shaft and the rotation transmission system reaching the power output shaft from the engine via the second power distributor are configured to have mutually different values. Transmission system of a hybrid vehicle Oite,
Of the first motor and the second motor, a braking state that prevents the rotation of the rotation shaft of the low reduction ratio side motor that applies torque to the second output shaft of the power distribution device of the rotation transmission system with the smaller reduction ratio. And rotation control means operable in an open state for rotating the rotation shaft,
The engine is in a non-operational state during a shift traveling where the vehicle is driven by the output of the engine while performing a shift between the engine and the power output shaft at a reduction ratio between the reduction ratios of the two rotation transmission systems. In this case, the rotation control means is operated in the braking state to prevent the rotation of the rotation shaft of the low reduction ratio motor, and a power transmission device of a hybrid vehicle. The rotation restriction means is configured by a one-way clutch that prevents the rotation shaft of the low reduction ratio side motor from rotating in the opposite direction from the rotation direction of the rotation shaft of the low reduction ratio side motor during the speed change traveling The power transmission device of a hybrid vehicle according to claim 1, characterized in that: A transmission capable of changing the reduction ratio of the rotation transmission system to a plurality of stages is provided in at least one rotation transmission system of the both rotation transmission systems, and the first reduction transmission ratio is changed by the transmission. A state in which the reduction ratio of the rotation transmission system on the power distributor side becomes larger than the reduction ratio of the rotation transmission system on the second power distributor side, and the reduction ratio of the rotation transmission system on the second power distributor side is the first power distribution 2. A power transmission apparatus for a hybrid vehicle according to claim 1, further comprising a state in which the reduction ratio of a rotation transmission system on the side of the motor is larger, wherein the rotation restriction means is provided for each motor. The rotation restricting means corresponding to the first motor is in the midst of shifting while the reduction ratio of the rotation transmission system on the first power distributor side is smaller than the reduction ratio of the rotation transmission system on the second power distributor side. A first one-way clutch that prevents the first motor from rotating in the opposite direction from the direction of rotation of the first motor, and the reduction ratio of the rotation transmission system on the first power distributor side is the second power distributor side A first one-way clutch-off means for stopping the rotation prevention function of the first one-way clutch during the shift traveling in a state larger than the reduction ratio of the rotation transmission system of
The rotation restricting means corresponding to the second motor is in the midst of shifting while the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side. A reduction gear ratio of a second one-way clutch for preventing the second motor from rotating in the opposite direction from the rotational direction of the second motor at the second motor, and a rotation transmission system on the second power distributor side 4. The hybrid according to claim 3, further comprising: second one-way clutch OFF means for stopping the rotation preventing function of the second one-way clutch during the speed change traveling in a state larger than the reduction ratio of the rotation transmission system. Power transmission system of the vehicle.

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