JP5059173B2 - In-vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve such a problem that a required degree of durability of CVT22 becomes large by using what produces power circulation. <P>SOLUTION: A power split mechanism 20 includes one planetary gear mechanism. While a motor generator 10 is mechanically connected to a sun gear S of the power split mechanism 20 through CVT22, the sun gear S connects to a carrier C mechanically through the CVT22, a clutch C1, and gears G2&alpha; and G2&beta;. A driven wheel 14 is mechanically connected to a ring gear R through the gears G5 and G6 and a differential gear 24. In such a constitution, power circulation occurs between the sun gear S and the carrier C by making the clutch C1 into a fastening condition. When the driven wheel 14 is reversed, the rotating direction of the motor generator 10 is reversed. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention is a rotating body for power split between a drive source and driving wheels, and a plurality of power split rotating bodies rotating in conjunction with each other, and mechanically connected to the power split rotating body. The present invention relates to an in-vehicle power transmission device including a transmission.

  As this type of in-vehicle power transmission device, a combination of a pair of planetary gear mechanisms and a continuously variable transmission has been proposed, as can be seen, for example, in Patent Document 1 below. Specifically, this power transmission device includes a low speed clutch and a high speed clutch for changing the mechanical connection mode between the pair of planetary gear mechanisms. As a result, at low speeds, the low speed clutch is engaged and the high speed clutch is disengaged so that the output shaft can be rotated to zero while the input shaft is rotated using power circulation. The state is made feasible. Further, by operating the gear ratio of the continuously variable transmission, the output shaft can be rotated in both the forward and reverse rotations with the geared neutral state interposed therebetween.

JP 2006-308039 A

  By the way, when the vehicle is driven at a low speed, a large torque is required, for example, starting on a slope. For this reason, during low speed operation, the torque applied to the continuously variable transmission tends to increase. For this reason, the withstand capacity required for the continuously variable transmission tends to increase. In particular, the inventors have found that the torque applied to the continuously variable transmission increases as the amount of change in the total transmission ratio from the drive source to the drive wheels increases when the transmission ratio of the continuously variable transmission is changed. Has been. For this reason, it is likely to be difficult to ensure both a sufficient total transmission ratio and to suppress the withstand capability of the continuously variable transmission.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to generate a power circulation, and to provide an in-vehicle power transmission device that can suitably suppress the tolerance required for the transmission. It is to provide.

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

According to the first aspect of the present invention, there are provided a rotating body for power splitting between a drive source and driving wheels, and a plurality of power splitting rotating bodies that rotate in conjunction with each other, and the power splitting rotating body mechanically An in-vehicle power transmission device including a transmission connected to the power wheel, wherein the power split rotator includes a rotator mechanically coupled to the drive wheel, and a pair of rotators other than the rotator. The speed ratio, which is the ratio of the rotational speed of the drive wheel to the rotational speed of the rotational shaft of the drive source, can be changed by changing the speed ratio of the transmission. The pair of rotating bodies by outputting power from the driving source in a state in which the power of the driving source can be transmitted to the driving wheels to a rotating body that is mechanically coupled to the driving wheels via the rotating body. The power circulation that power flows from one to the other In this case, a value used as a gear ratio, which is a ratio of the rotational speed of the drive wheel to the rotational speed of the rotational shaft of the drive source at this time, falls within one of the positive and negative regions with zero as a boundary. It is limited.

  According to the power circulation, it is possible to realize a geared neutral state and to reverse the drive wheels (the values that the gear ratio can take are set to both the above regions) while fixing the rotation direction of the drive source. However, in the present invention, since the value to be used for the speed ratio is limited to the above-mentioned area 1, the speed ratio is variable as compared with the premise that the values for both areas are used. The amount can be reduced. For this reason, the torque applied to the transmission can be reduced, and as a result, the tolerance required for the transmission can be reduced.

  According to a second aspect of the present invention, in the first aspect of the present invention, the driving source is connected to a rotating body that is mechanically connected to the driving wheel via another rotating body of the power split rotating body. When power is output from the drive source in a state where power can be transmitted to the drive wheels, power circulation occurs in which power flows from one of the pair of rotating bodies to the other, and the rotation of the drive source at this time A setting means is provided for setting a structurally possible value of a transmission gear ratio, which is a ratio of the rotational speed of the drive wheel to the rotational speed of the shaft, in a positive or negative region with zero as a boundary. And

  In the above invention, since the value that the gear ratio can take in the structure is set in the above-mentioned region 1, the range in which the transmission can be structured is sufficiently effective when the gear ratio is operated in the region 1. Can be used.

  According to a third aspect of the present invention, in the second aspect of the present invention, the drive source is a rotating electrical machine.

  The invention according to claim 4 is the invention according to claim 3, further comprising bidirectional control means for making the rotational direction of the rotating electrical machine bidirectional.

  In the above invention, since the bidirectional control means is provided, the rotation direction of the drive wheels can be reversed even though the value that the gear ratio can take is within the above-mentioned region 1.

  The invention according to claim 5 is the invention according to claim 2 or 3, wherein the mechanical connection mode between at least one of the driving source and the driving wheel and the rotating body for power splitting is changed. The apparatus further comprises reversing means for reversing the sign of the speed ratio.

  In the above invention, by providing the reversing means, the rotation direction of the drive wheels can be reversed, although the value that can be taken by the speed ratio is within the above-mentioned region 1.

  The invention according to claim 6 is the invention according to any one of claims 2 to 5, wherein the setting means sets a minimum value of an absolute value of the speed ratio in the area of any one to be larger than zero. It is characterized by being set.

  In the said invention, it can be set as the structure which produces a creep force on the predetermined rotation direction of a driving wheel by setting it as the structure which cannot implement | achieve geared neutral. For this reason, the situation where the rotation direction of the drive wheel due to the creep force is reversed due to secular change or the like can be preferably avoided. In addition, it becomes possible to realize a vehicle that is particularly familiar to users who are familiar with conventional automatic transmission vehicles.

  The invention according to claim 7 is the invention according to any one of claims 2 to 6, wherein the transmission is a belt-type continuously variable transmission including a pulley and a belt, and the setting means includes: The speed change device is configured such that the distance between the minimum value of the absolute value of the speed change ratio and zero in any one of the areas is increased by secular change.

  In the above invention, since the creep phenomenon is set to be remarkable due to secular change, it is possible to reliably avoid the situation where the rotation direction when the drive wheel rotates due to the creep phenomenon is reversed due to secular change.

The invention according to claim 8 is the invention according to any one of claims 2 to 7 , wherein the drive source is a rotating electrical machine, and one of the rotating bodies for power split includes: An internal combustion engine as a drive source other than the rotating electrical machine is mechanically connected, and further includes power transmission control means for controlling transmission and interruption of power between the internal combustion engine and the first rotating body. To do.

  In the said invention, an internal combustion engine can be started using the motive power of one rotary body by providing a power transmission control means.

According to a ninth aspect of the present invention, in the eighth aspect of the invention, the power transmission control means includes an electronically controlled shut-off means for shutting off power transmission between the first rotating body and the internal combustion engine. It is characterized by that.

  In the above invention, by providing the shut-off means, it is possible to avoid the transmission of power from one rotating body to the rotating shaft of the internal combustion engine before starting the internal combustion engine. It is possible to avoid wasteful energy consumption due to the rotational force being applied to the rotary shaft before.

Invention of claim 1 0, wherein, in the invention of claim 9, wherein the power transmission control means, and said blocking means separately from the first is a rotary section input side to the output side the an internal combustion engine side A one-way transmission mechanism that transmits power on condition that the relative rotational speed is not negative is provided.

  When torque is generated as combustion starts in the combustion chamber of the internal combustion engine, the rotational speed of the rotary shaft of the internal combustion engine increases rapidly. Here, since a sudden increase in torque accompanying the start of combustion occurs in a very short time, it is very difficult to perform control for detecting the start of combustion and releasing the mechanical connection between the internal combustion engine and one rotating body. Or impossible. And when this rotation fluctuation | variation is transmitted to the 1 rotary body, there exists a possibility that a torque pulsation may arise in a power transmission device. On the other hand, according to the one-way transmission mechanism, when the rotation speed of the rotation shaft of the internal combustion engine increases and the rotation speed on the output side of the one-way transmission mechanism exceeds the rotation speed on the input side, the rotation shaft of the internal combustion engine No power is transmitted to the rotating body 1. In the above invention, by utilizing such a function of the one-way transmission mechanism, when torque pulsation is generated at the start of combustion in the combustion chamber of the internal combustion engine, this torque pulsation is experienced by the driver via the one rotating body. This can be suitably avoided.

Invention of claim 1 1, wherein, in the invention according to any one of claims 8 to 10, the power transmission control means for controlling transmission and interruption of power between the rotating member of the said internal combustion engine 1 In addition to the first power transmission control means, the second power transmission control means for controlling power transmission between the internal combustion engine and a rotary body other than the first rotary body of the power split rotary bodies. Is further provided.

  In the above invention, when one rotating body is a starting rotating body mechanically connected to the internal combustion engine when starting the internal combustion engine, a rotating body other than the one rotating body transmits the driving force of the internal combustion engine. A transmission rotor is mechanically coupled to the internal combustion engine. Thus, by making the starting rotator different from the transmitting rotator, it is possible to operate the internal combustion engine in an efficient operating region as soon as possible after starting the internal combustion engine.

The invention of claim 1 wherein, in the invention according to any one of claims 1 to 1 1, wherein the power split rotary member is a sun gear constituting the planetary gear mechanism, that the carrier and the ring gear Features.

The invention of claim 1 3, wherein, in the invention according to any one of claims 1 to 1 2, wherein the power split rotary body, the first as the pair of rotating bodies rotating body and the second A rotating body and a third rotating body mechanically coupled to the drive wheel, wherein the first rotating body and the second rotating body are mutually connected without any other power splitting rotating body. As a mechanical coupling path for rotating in conjunction with each other, a path including the transmission is provided, and the drive source is mechanically connected to a path including the transmission.

  In the said invention, the power circulation from which the motive power output from one of a pair of rotary body flows to the other through the said path | route provided with a transmission device arises.

Invention of claim 14, wherein, in the invention of claim 1 3, wherein said drive source is mechanically coupled to the first rotating body and the second rotating member is a rotating electrical machine, the power split An internal combustion engine as a drive source different from the rotating electrical machine is mechanically connected to one of the rotating bodies for rotation, and the first rotating body, the second rotating body, and the third rotating body A first mode in which a rotating body constitutes one planetary gear mechanism, and a transmission is mechanically coupled to both the first rotating body and the second rotating body; the second rotating body; 3 is further provided with a switching mechanism for switching between a second mode in which a transmission is mechanically connected to both of the rotating bodies, and the transmission ratio from the internal combustion engine to the drive wheel is a dependent variable, and the transmission ratio of the transmission is independent. For the function to be a variable, the first mode and the second mode It is characterized in that the signs of the first-order differential values of the function by the independent variable in each of the nodes are set to be opposite to each other.

1 is a system configuration diagram according to a first embodiment. FIG. The figure which shows the motive power transmission aspect at the time of vehicle start in the embodiment. The figure which shows the power transmission mode at the time of EV driving | running | working concerning the embodiment. The figure which shows the power transmission mode at the time of engine starting concerning the embodiment. The figure which shows the power transmission mode at the time of engine driving | running | working concerning the embodiment. The figure which shows the gear ratio and transmission efficiency of the power transmission device concerning the embodiment. The figure which shows the power transmission mode at the time of the reverse concerning the embodiment. The figure for demonstrating the setting of CVT concerning the embodiment. The figure for demonstrating the setting of CVT concerning 2nd Embodiment. The system block diagram concerning 3rd Embodiment. The system block diagram concerning 4th Embodiment. The system block diagram concerning 5th Embodiment. The system block diagram concerning 6th Embodiment. The system block diagram concerning 7th Embodiment. The figure which shows the modification concerning each said embodiment. The figure which shows the modification concerning each said embodiment. The figure which shows the modification concerning each said embodiment. The figure which shows the modification concerning each said embodiment. The figure which shows the modification concerning each said embodiment. The figure which shows the modification concerning each said embodiment. The figure used for the quantitative description in the said 1st Embodiment.

<First Embodiment>
Hereinafter, a first embodiment of an in-vehicle power transmission device according to the present invention will be described with reference to the drawings.

  FIG. 1A shows a system configuration diagram according to this embodiment, and FIG. 1B shows a skeleton diagram of a power split device in this system.

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

  The power split mechanism 20 includes one planetary gear mechanism, and includes a sun gear S, a carrier C, and a ring gear R as a power split rotor. And the rotating shaft 10a of the motor generator 10 is mechanically connected to the sun gear S of the power split mechanism 20 via a continuously variable transmission (CVT22). A ring gear R is mechanically connected to the sun gear S via a CVT 22, a clutch C2, and a gear G5. For this reason, the motor generator 10 is also mechanically coupled to the ring gear R via the clutch C2 and the gear G5. In other words, the motor generator 10 and the ring gear R have a path that does not include the other power split rotating body that constitutes the power split mechanism 20 as a mechanical coupling path for rotating in conjunction with each other. . Incidentally, a mechanical type is assumed as the CVT 22 in this embodiment. Specifically, a belt type using a metal belt or a rubber belt is assumed. The gear G5 is a means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, and the means (counter gear) for inverting the sign of the rotational speed between the input side and the output side. is there. Further, the clutch C2 is an electronically controlled cutoff means that is hydraulically driven to cut off the transmission of power between the input side and the output side. The input side and the output side mean the energy input side and the energy output side, respectively, but this relationship is not fixed but can be changed.

  The drive wheel 14 is mechanically connected to the ring gear R of the power split mechanism 20. Specifically, the drive wheel 14 is mechanically coupled to the ring gear R via gears G5 and G6 and a differential gear 24. Here, the gear G6 is a means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, but means for maintaining the same sign of the rotational speed on the input side and the output side (forward rotation) Gear).

  A sun gear S is mechanically coupled to the carrier C of the power split mechanism 20 via a gear G2α, a gear G2β, a clutch C1, and a CVT22. Here, the gear G2α and the gear G2β are means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, and both reverse the signs of the rotational speed between the input side and the output side. Means (counter gear). The clutch C1 is an electronically controlled cutoff means that is hydraulically driven to cut off transmission of power between the input side and the output side. Note that either the input side or the output side of the clutch C1 and the clutch C2 are directly connected to the same single rotation shaft.

  Further, the crankshaft (rotary shaft 12a) of the engine 12 is mechanically coupled to the carrier C through a one-way bearing 26 and a clutch C3. The one-way bearing 26 is a one-way transmission mechanism that transmits power on condition that the relative rotation speed on the carrier C side (input side) with respect to the rotation speed on the rotation shaft 12a side (output side) is not negative. In other words, unless the rotational speed on the output side is greater than the rotational speed on the input side, the output side is swung by the input side. On the other hand, the clutch C3 is an electronically controlled interruption means for interrupting transmission of power between the input side and the output side. Specifically, in this embodiment, a normally open type is used.

  A sun gear S can be mechanically connected to the rotating shaft 12 a of the engine 12 via a clutch 28. Here, the clutch 28 is an electronically controlled cutoff means that is hydraulically driven to cut off the transmission of power between the input side and the output side. For this reason, the engine 12 is mechanically coupled to the ring gear R via the clutch 28, the CVT 22, the clutch C2, and the gear G5.

  Note that the gears G2α, G2β, G5, and G6 may actually be a means that includes a plurality of gears and converts the rotational speed ratio between the input side and the output side at a fixed ratio.

  The control device 40 is a control device that controls the power transmission device. Specifically, the control device 40 controls the power transmission mode by operating the clutches C1, C2, and C3, the clutch 28, and the CVT 22, the process that controls the control amount of the engine 12, and the power conversion circuit 42. Is performed to control the control amount of the motor generator 10.

In particular, the control device 40 may select either mode 1 in which the clutch C1 is engaged and the clutch C2 is released, or mode 2 in which the clutch C1 is released and the clutch C2 is engaged. Process to realize the state. In the following, the processing unique to “mode 1” will be described, then processing specific to “mode 2” will be described, then “switching from mode 1 to mode 2” will be described, and finally “vehicle The “retreat process” will be described.
"Mode 1"
FIG. 2 illustrates a vehicle start process performed by the motor generator 10 according to the present embodiment. Here, FIG. 2A shows a power transmission path at the start, and FIG. 2B shows a nomographic chart of the power split mechanism 20 at this time together with the rotational speed of the engine 12. In FIG. 2B, the negative direction of the rotational speed of the ring gear R is defined as forward movement, because the gear G5 is a counter gear. In the nomograph, the arrow indicates the direction of torque.

  As shown in the figure, in this case, the clutch C3 is released and the engine 12 is stopped. In this case, the rotational speed of the power split rotator provided in power split mechanism 20 is controlled by the rotational speed of motor generator 10 and the gear ratio of CVT 22. That is, in the nomograph, the rotational speed of the sun gear S, the rotational speed of the carrier C, and the rotational speed of the ring gear R are aligned on a straight line. For this reason, by determining the rotation speed of the sun gear S and the rotation speed of the carrier C, the rotation speed of the ring gear R that is the remaining rotating body is uniquely determined.

  Here, in the present embodiment, in mode 1, as shown in FIG. 2 (c), the signs of power (power) of the sun gear S and the carrier C that are rotating bodies other than the ring gear R constituting the power split mechanism 20 Are different from each other, and power circulation occurs between the sun gear S and the carrier C. That is, the power output from the carrier C flows to the sun gear S through a path including the gears G2α, G2β and CVT22. When this power circulation occurs, the rotational speed of the drive wheel 14 can be made extremely low while the motor generator 10 is operating, and at this time, the torque applied to the drive wheel 14 can be made high torque. . Therefore, high torque can be generated when the motor generator 10 starts without increasing the size of the motor generator 10. Incidentally, the sign of the power of each power split rotator defines positive when the power split rotator performs work on the outside of the power split mechanism 20. For a quantitative explanation that the torque applied to the drive wheels 14 is high torque, refer to the section “Regarding generation of high torque in mode 1” in <Remarks> at the end of this specification.

In mode 1 in which power circulation occurs, a so-called geared neutral state in which the rotational speed of the drive wheels 14 is normally zero with the drive source (motor generator 10) being operated, or the rotational speed of the drive source is It is possible to make the rotational speed of the drive wheel 14 bidirectional with the reference sign fixed, which is one of the merits of generating power circulation. However, in the present embodiment, for the reason described later, the process of inverting the sign of the rotational speed of the drive wheel 14 using power circulation is not performed.
"Mode 2"
FIG. 3A shows a power transmission path at the time of so-called EV running in which the vehicle is driven by only the motor generator 10 in mode 2, and FIG. 3B shows an alignment chart at that time. At this time, the clutch C3 is in a released state.

  As shown in the figure, in this case, power is transmitted between the motor generator 10 and the drive wheels 14 via the clutch C2 and the gear G6 without passing through the power split mechanism 20. This is because the torques of the carrier C, the sun gear S and the ring gear R are proportional to each other (see <Remark> formulas (c1) and (c2) at the end of the present specification), so that the torque is applied to the carrier C. This is because no torque is applied to the sun gear S and the ring gear R when there is not.

  In this state, the power of the motor generator 10 is directly transmitted to the drive wheels 14 without passing through the CVT 22, so that power loss can be reduced.

  FIG. 4A shows a power transmission path when the engine 12 is started in mode 2, and FIG. 4B shows an alignment chart at that time.

  As shown in the drawing, when the clutch C3 is in the engaged state, torque can be transmitted via the power split mechanism 20. That is, the rotational energy of the starting rotating body (carrier C) for starting the engine 12 is transmitted to the rotating shaft 12 a of the engine 12 by the one-way bearing 26. FIG. 4C shows symbols such as the power of each rotating body of the power split mechanism 20. As illustrated, in this case, the power sign of the sun gear S and the power sign of the ring gear R are different from each other, and power circulation occurs between the sun gear S and the ring gear R. That is, the power output from the ring gear R flows into the sun gear S. For this reason, even when the absolute values of the output of the motor generator 10 and the drive wheels 14 are not zero, the rotational speed of the carrier C is set to zero or extremely low, or the absolute value of the power of the carrier C is a small value. Can be. For this reason, even if the clutch C3 is switched to the engaged state when the rotating shaft 12a of the engine 12 is stopped, the rotational speed difference on the input side with respect to the output side of the one-way bearing 26 can be made extremely small. For this reason, it is possible to suitably suppress the occurrence of vibration in the power split mechanism 20 due to the switching of the clutch C3 to the engaged state.

  The clutch C3 is preferably engaged when the rotational speed of the engine 12 is equal to or lower than the minimum rotational speed for stably maintaining the engine 12 in an operating state. In other cases, combustion control may be started in the rotating engine 12.

  Incidentally, in order to make the rotation speed of the carrier C zero even though the absolute values of the outputs of the motor generator 10 and the drive wheels 14 are not zero, it is a condition that the above power circulation occurs. If the rotational speed of the carrier C becomes zero in spite of the fact that the power circulation state is not realized in the loop path between the ring gear R and the sun gear S, the motor generator 10 and the driving wheels are considered from the viewpoint of energy conservation law. This is because all the power of 14 must be consumed as heat energy in the power split mechanism 20.

  FIG. 5 (a) shows a power transmission path when the vehicle is driven by the engine 12 in mode 2, and FIG. 5 (b) shows an alignment chart at that time.

  As shown in the figure, when the rotational speed of the engine 12 increases and the rotational speed on the input side of the clutch 28 becomes the rotational speed on the output side, the driving force of the engine 12 is changed by switching the clutch 28 to the engaged state. It is output to the output side of the clutch 28. However, in this case, power is transmitted between the motor generator 10 and the engine 12 and the drive wheels 14 without the power split mechanism 20 by disengaging the clutch C3. That is, the power of the engine 12 is transmitted to the drive wheels 14 after the rotational speed thereof is changed by the CVT 22, and the power of the motor generator 10 is transmitted to the drive wheels 14 without passing through the CVT 22.

When the engine 12 travels, the motor generator 10 does not necessarily function as an electric motor, and may function as a generator, for example. Instead of this, the motor generator 10 may be stopped to stop driving.
"Switching from mode 1 to mode 2"
FIG. 6A shows the relationship between the total transmission ratio from the engine 12 to the drive wheel 14 and the transmission ratio of the CVT 22, and FIG. 6B shows the total transmission from the motor generator 10 to the drive wheel 14. The relationship between the ratio and the transmission ratio of the CVT 22 is shown. As shown in the drawing, in mode 1, the CVT 22 can be changed from a very low speed to a high speed by continuously changing the gear ratio of the CVT 22. And it switches to mode 2 by becoming a predetermined gear ratio. As a result, the variable range of the total gear ratio can be expanded for the engine 12.

  That is, as shown in FIG. 6A, the total gear ratio from the engine 12 to the drive wheels 14 can be increased by changing the gear ratio of the CVT 22 in mode 1. Then, by switching to the mode 2 at the mode switching point P and switching the changing direction of the transmission ratio of the CVT 22 in the reverse direction (return processing), the total transmission ratio can be further increased.

  This setting is realized by setting the sign of the change speed of the total gear ratio with respect to the change in the gear ratio of the CVT 22 to be opposite to each other in the mode 1 and the mode 2. This condition is a condition in which the signs of the values in the mode 1 and the mode 2 are opposite to each other with respect to the differential value by the CVT 22 transmission ratio of the function having the transmission ratio of the CVT 22 as an independent variable and the total transmission ratio as a dependent variable. is there. Means for realizing this is the gears G2α, G2β, and G5. Specifically, whether or not the folding process can be realized is determined by the sign of the product of these gear ratios. It should be noted that the conditions for enabling the loopback process are derived in the column “About the loopback process” of <Remarks> at the end of this specification.

  In the present embodiment, the mode switching is performed under the condition that the total speed ratio in which the rotational speed of the motor generator 10 or the engine 12 is the input rotational speed and the rotational speed of the drive wheels 14 is the output rotational speed does not change. In this case, the rotation speed of the pair of rotating bodies connected by the clutch C1 and the rotation speed of the pair of rotating bodies connected by the clutch C2 are switched under the same condition. For this reason, since switching between the mode 1 and the mode 2 can be performed via the state in which both the clutches C1 and C2 are in the engaged state, so-called torque loss that causes a period in which torque is not transmitted to the drive wheels 14 is avoided. can do.

  Means that make it possible to avoid torque loss are the gears G2α, G2β, and G5 shown in FIG. That is, the rotational speeds of the sun gear S, the carrier C, and the ring gear R of the power split mechanism 20 are all the same or all different. Here, in this embodiment, since the signs of the rotational speeds of the sun gear S and the ring gear R are set to be opposite to each other on the nomograph, the sun gear S, the carrier C, and the ring are used except when the rotational speed is zero. The rotational speeds of the gear R are all different. For this reason, it is impossible to achieve a state where the rotational speeds of the pair of rotating bodies connected by the clutch C1 and the rotating speeds of the pair of rotating bodies connected by the clutch C2 are equal to each other only by the CVT 22. For this reason, at least one of the gear G5 between the ring gear R and the clutch C2 of the power split mechanism 20 and the gears G2α and G2β between the carrier C and the clutch C1 of the power split mechanism 20 depends on the rotational speed of the carrier C and the ring gear R. It is necessary as a means for compensating for the difference from the rotational speed of. Incidentally, the conditions of the gear ratio of the gears G2α, G2β, G5 and CVT22 for preventing torque loss are derived in the column “Switching conditions not causing torque loss” in the remarks column at the end of this specification. Yes.

  As described above, in the present embodiment, by switching between mode 1 and mode 2, the variable range of the total gear ratio can be expanded, so that the CVT 22 can be reduced in size. Furthermore, in mode 2, power circulation basically does not occur, so that the power transmission efficiency, which is the ratio of input energy to output energy, can be increased as compared with the case of only mode 1. FIG. 6C shows the relationship between the total gear ratio and transmission efficiency. As shown in the figure, in mode 1, there is a region where the transmission efficiency is very low, but in mode 2, the transmission efficiency is sufficiently high. In FIG. 6C, the transmission efficiency of mode 1 immediately before switching to mode 2 is higher than the transmission efficiency of mode 2, but this is switched to mode 2 when only mode 1 is selected. It does not mean that transmission efficiency can be increased compared to the case.

As described above, in the present embodiment, by adopting mode 1, although the transmission efficiency is low, the torque to be applied to the drive wheels 14 can be increased, so that the motor generator 10 can be reduced in size. By switching to mode 2 in a region where the rotational speed of the drive wheel 14 is equal to or higher than a predetermined value, there is an advantage that the transmission efficiency can be improved and the variable region of the total gear ratio can be expanded. Moreover, when the mode is switched to mode 2, the power split mechanism 20 is not necessary for transmitting the driving force to the drive wheels 14, but gives the engine 12 initial rotation using the carrier C that is no longer used. It becomes possible. For this reason, the means for starting the engine 12 can be configured by diverting a member that is not used in the mode 2.
"Reverse processing of vehicle"
As shown in FIGS. 6 (a) and 6 (b), in the present embodiment, the setting is made such that the sign of the total gear ratio is not reversed despite the occurrence of power circulation in mode 1.
More specifically, the minimum value of the total gear ratio is set slightly larger than zero (by a margin amount Δ) so that the geared neutral state cannot be realized. This is a setting for reducing the tolerance required for the CVT 22. That is, in view of the fact that the maximum speed ratio required for the vehicle is fixed, the maximum speed ratio in mode 1 (the speed ratio at the switching point P) is also naturally limited and cannot be reduced unavoidably. . For this reason, when the sign of the total gear ratio is reversed in mode 1 to cover even the inversion of the drive wheels 14, the variable amount of the total gear ratio in mode 1 becomes large. On the other hand, the inventors have found that the torque applied to the CVT 22 increases as the variable amount of the total gear ratio increases. For this reason, the tolerance of CVT22 can be reduced by reducing the variable amount of a total gear ratio. Incidentally, the quantitative explanation that the torque applied to the CVT 22 increases as the variable amount of the total gear ratio increases is described in “Relationship between the variable amount of the total gear ratio and the CVT tolerance” in the remarks at the end of the specification. It is.

  FIG. 7 shows the reverse processing of the vehicle according to the present embodiment. As shown in FIG. 7A, mode 1 is used even when the vehicle is moving backward. However, as shown in FIG. 7B, in this case, the rotation direction of the motor generator 10 is opposite to that when the vehicle is moving forward. In the present embodiment, since the clutch 28 is provided, it is possible to avoid a situation in which the engine 12 is driven by bringing the clutch 28 into a released state.

  The margin amount Δ shown in FIG. 6A and FIG. 6B is set so that the sign of the total gear ratio is not reversed regardless of the CVT 22 over time. In this way, by providing the margin amount Δ, the creeping force for moving the vehicle forward is generated by releasing the brake of the vehicle and starting the motor generator 10. Depending on the secular change, this creep force can be prevented from being reversed to that which causes the vehicle to move backward. Moreover, since the creep force for moving the vehicle forward is the same as that in a conventional vehicle equipped with an automatic transmission (AT), it is easy to realize a vehicle that is particularly familiar to users who are familiar with vehicles equipped with an AT. .

  Next, the influence of aging of the CVT 22 will be described with reference to FIG. In the present embodiment, as shown in FIGS. 8A and 8B, a stopper that restricts the displacement of the pulley (secondary pulley 22b) on the output side of the CVT 22 (the carrier C side of the power split mechanism 20) is used. Is provided. Incidentally, FIG. 8A and FIG. 8B schematically show the stopper, and in fact, a known configuration including a torque cam or the like is adopted.

  In the case of the above configuration, as shown in FIG. 8C and FIG. 8D, the belt 22c of the CVT 22 is worn and its width is reduced, so that the position of the belt 22c on the side having the stopper is the rotation center side. It will shift to. However, since the length of the belt 22c itself does not change, the position of the belt 22c on the side having no stopper (the pulley on the input side of the CVT 22: the primary pulley 22a) is shifted to the outer peripheral side. For this reason, the speed ratio (Rp / Rs) defined by the ratio of the distance Rp from the center of the primary pulley 22a to the belt 22c with respect to the distance Rs from the center of the secondary pulley 22b to the belt 22c is shifted to the larger side. . In other words, it shifts to the high speed gear side. For this reason, the minimum value of the total gear ratio shown in FIG. 6 shifts to a smaller value side due to the secular change of CVT 22. In view of such a phenomenon, the margin amount Δ is set so that the minimum value of the total gear ratio does not fall below zero even with aging.

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

  (1) The value that the total gear ratio in mode 1 can take in the structure is set in a region larger than zero. Thereby, the tolerable amount required for the CVT 22 can be suitably reduced.

  (2) The rotation direction of the motor generator 10 can be controlled in both directions. Thereby, in the mode 1, the rotation direction of the drive wheel 14 can be reversed.

  (3) The minimum value of the total gear ratio is set larger than zero. Thereby, it can be set as a structure where a creep phenomenon occurs in the forward direction of the vehicle structurally.

  (4) When the engine 12 is started by applying the torque of the starting rotating body (carrier C) of the power split mechanism 20 to the engine 12, the sun gear S that is another power split rotating body included in the power split mechanism 20. In addition, power circulation occurs between the ring gear R and the ring gear R. This makes it easy to set the rotational speed of the starting rotating body (carrier C) of the engine 12 to zero or an extremely low speed. As a result, vibration is generated in the power split mechanism 20 when the initial rotation is applied to the engine 12. It can suppress suitably.

  (5) In mode 2, the rotating bodies other than the starting rotating body (carrier C) among the power split rotating bodies were mechanically connected by the CVT 22. Thus, by operating the gear ratio of the CVT 22, it is possible to control the inclination of the nomograph regarding the rotational speed of the power split rotor, so even if the drive wheels 14 take various speeds, The rotational speed of the starting rotating body (carrier C) can be controlled by operating the speed ratio.

  (6) In mode 2, the clutch C3 is in a released state except when the engine 12 is started. As a result, power can be transmitted between the motor generator 10 and the engine 12 and the drive wheels 14 without using the power split mechanism 20.

  (7) In mode 2, the motor generator 10 was directly connected to the drive wheels 14 without the CVT 22 interposed. Thereby, power transmission efficiency between motor generator 10 and drive wheel 14 can be increased.

  (8) The engine 12 and the sun gear S are mechanically coupled, and after the engine 12 is started, the torque of the engine 12 is applied to the sun gear S side (CVT 22). As described above, the starting rotator mechanically coupled when the engine 12 is started is different from the transmitting rotator mechanically coupled when the driving force of the engine 12 is transmitted. After the engine is started, the engine 12 can be operated in an efficient operation region as early as possible.

  (9) In Mode 2, CVT 22 was interposed between engine 12 and drive wheel 14. Thereby, in the mode 2, when the output of the engine 12 is transmitted to the drive wheels 14, the rotational speed of the engine 12 can be changed by the CVT 22.

  (10) A clutch 28 is provided between the engine 12 and the sun gear S. As a result, the driving force of the engine 12 can be transmitted, and the engine 12 can be prevented from being driven during reverse.

  (11) Mode 1 and mode 2 were switched. Thereby, the mechanical connection of each of the motor generator 10, the engine 12, and the drive wheels 14 and the power split rotating body can be made more appropriate in accordance with these drive states.

  (12) The common CVT 22 can be used in both the first mode and the second mode. Thereby, the number of parts can be reduced.

  (13) With respect to a function in which the total transmission ratio from the drive source (engine 12) to the driving wheels 14 is a dependent variable and the transmission ratio of the CVT 22 is an independent variable, the above-described independent variable in each of the first mode and the second mode is used. The first differential values of the function were set to be opposite to each other. As a result, the turn-back process becomes possible, and the variable range of the total gear ratio can be expanded. Furthermore, since the gear ratio can be increased in this way, the CVT 22 itself can be downsized.

  (14) Means (gears G2α, G2β, G5) for compensating for the difference in rotational speed between the carrier C and the ring gear R when switching between the first mode and the second mode are provided. Thereby, when switching between the first mode and the second mode, a situation in which the transmission of torque is interrupted can be suitably avoided.

  (15) An electronically controlled clutch C3 for interrupting transmission of power between the engine 12 rotating body for starting (carrier C) and the engine 12 is provided. As a result, it is possible to avoid the transmission of power from the starting rotating body (carrier C) to the engine 12 before starting the engine 12, and as a result, the rotating shaft 12a rotates before the engine 12 is started. It is possible to avoid wasteful energy consumption due to the application of force.

  (16) A one-way bearing 26 is provided that transmits power on condition that the relative rotational speed on the side of the starting rotary body (carrier C) that is the input side with respect to the rotational speed on the engine 12 side that is the output side is not negative. . Thereby, even when the rotational speed of the rotating shaft 12a of the engine 12 rapidly increases due to the generation of torque accompanying the start of combustion in the combustion chamber of the engine 12, at this time, the engine 12 is transferred to the starting rotating body. Torque is not transmitted. This is because the rotational speed on the output side (engine 12 side) is higher than the rotational speed on the input side of the one-way bearing 26, so that power cannot be transmitted from the output side of the one-way bearing 26 to the input side. Because. And thereby, it can avoid suitably that a torque pulsation is sensed by a driver via the starting rotary body.

(17) The clutch C1 and the clutch C2 are directly connected to one rotating shaft. As a result, the clutch C1 and the clutch C2 can be disposed close to each other, and the power transmission device itself can be easily downsized.
<Second Embodiment>
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 9 shows the setting of the CVT 22 according to the present embodiment.

  As shown in FIGS. 9A and 9B, in the present embodiment, the stopper is provided on the primary pulley 22a side so that the gear ratio of the CVT 22 is shifted to the low-speed gear side due to secular change. . In this case, as shown in FIG. 9C, the minimum value of the total gear ratio shifts to the high speed side due to the secular change of the CVT 22. For this reason, in this embodiment, even when the minimum value of the total gear ratio is set to zero at the time of product shipment, a situation in which an unintended creep phenomenon that causes the vehicle to reverse due to aging does not occur. it is conceivable that. However, the minimum value may be set slightly larger than zero even when the product is shipped.

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

(18) The shaft side provided with the stopper of the CVT 22 is selected so that the minimum value of the total gear ratio increases with the aging of the CVT 22. As a result, it is possible to reliably avoid the situation where the drive wheels 14 are reversed during creep due to secular change.
<Third Embodiment>
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

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

  As illustrated, in the present embodiment, the clutch C4 is provided between the sun gear S and the CVT 22, and the clutch C5 is provided between the sun gear S and the vehicle body. Here, the clutches C4 and C5 are electronically controlled cutoff means that are hydraulically driven to cut off transmission of power between the input side and the output side. As a result, the clutch C4 is released and the clutch C5 is engaged, so that one of the pair of rotating bodies (the sun gear S and the carrier C) mechanically connected to the motor generator 10 (here, the sun gear S) is Can be fixed. Accordingly, as shown in FIG. 10B, on the collinear diagram, the rotating body (ring gear R) mechanically coupled to the drive wheel 14 and the pair of rotating bodies (sun gear S and carrier C) The sign of the slope of the straight line connecting the respective rotation speeds can be reversed, so that the vehicle can be moved backward.

  According to the present embodiment described above, in addition to the effects according to the effects (1) and (3) to (17) of the first embodiment, the following effects can be further obtained. Become.

(19) The sign of the total gear ratio was reversed by changing the mechanical connection mode of the power split rotor. Thereby, the rotation direction of the drive wheel 14 can be reversed.
<Fourth Embodiment>
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

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

  As illustrated, in the present embodiment, the compressor 50 of the in-vehicle air conditioner is mechanically coupled to the sun gear S of the power split mechanism 20. In order to allow the compressor 50 to be driven even when the vehicle is stopped, the minimum value of the total gear ratio is set to be negative as shown in FIG. As a result, the geared neutral state can be reliably realized regardless of the secular change. Therefore, the power of the motor generator 10 can be transmitted to the compressor 50 via the sun gear S with the drive wheels 14 stopped.

  According to this embodiment described above, in addition to the effects according to the effects (1), (2), (4) to (17) of the first embodiment, the following effects are further obtained. It will be obtained.

  (20) The minimum value of the total gear ratio is made negative. As a result, the geared neutral state can be reliably realized, and the compressor 50 can be driven using the power splitting rotating body as a power source while stopping the drive wheels 14.

(21) The CVT 22 is interposed between the compressor 50 and the motor generator 10. Thereby, the variable displacement control of the compressor 50 can be performed by the CVT 22.
<Fifth Embodiment>
Hereinafter, a fifth embodiment will be described with reference to the drawings, focusing on differences from the first embodiment.

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

  As shown in the figure, the power split mechanism 20 according to this embodiment includes a first planetary gear mechanism 20a and a second planetary gear mechanism 20b. Here, the ring gear R of the first planetary gear mechanism 20a and the carrier C of the second planetary gear mechanism 20b are mechanically coupled, and the sun gear S and the second planetary gear of the first planetary gear mechanism 20a are also connected. The sun gear S of the mechanism 20b is mechanically coupled. The rotating shaft 10a of the motor generator 10 is mechanically connected to the ring gear R of the second planetary gear mechanism 20b. Further, the drive wheel 14 is mechanically coupled to the ring gear R of the first planetary gear mechanism 20a and the carrier C of the second planetary gear mechanism 20b via a gear G6 and a differential gear 24.

  Further, the carrier C of the first planetary gear mechanism 20a can be mechanically coupled to the crankshaft (rotary shaft 12a) of the engine 12 via the one-way bearing 26 and the clutch C3. A clutch 28 is provided between the sun gear S of the first planetary gear mechanism 20 a and the sun gear S of the second planetary gear mechanism 20 b and the rotating shaft 12 a of the engine 12. The sun gear S of the first planetary gear mechanism 20a and the sun gear S of the second planetary gear mechanism 20b are mechanically coupled to the rotating shaft 10a of the motor generator 10 via the CVT 22, the clutch C1, and the gear G3. Here, the gear G3 is means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, and means for reversing the sign of the rotational speed between the input side and the output side (counter gear). ).

  The sun gear S of the first planetary gear mechanism 20a and the sun gear S of the second planetary gear mechanism 20b are connected to the ring gear R and the second planetary gear mechanism of the first planetary gear mechanism 20a via the CVT 22, the clutch C2, and the gear G4. It is mechanically connected to the carrier C of 20b.

Even with such a configuration, power circulation can be generated in mode 1 in which the clutch C1 is in the engaged state and the clutch C2 is in the released state. That is, in this case, the power output from the sun gear S of the second planetary gear mechanism 20b is input to the ring gear R of the second planetary gear mechanism 20b via the CVT 22, the clutch C1, and the gear G3. For this reason, high torque can be applied to the drive wheels 14 when the carrier C of the second planetary gear mechanism 20b rotates at a very low speed (when the drive wheels 14 rotate at a very low speed). However, even in this embodiment, the power circulation is not used to reverse the sign of the rotational speed of the drive wheel 14 without reversing the rotation direction of the motor generator 10, and the lower limit value of the total gear ratio is slightly lower than zero. To a large setting. Thereby, the tolerance of CVT22 can be reduced like the said 1st Embodiment.
<Sixth Embodiment>
Hereinafter, the sixth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

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

  As illustrated, in the present embodiment, the sun gear S, the carrier C and the ring gear R of the first planetary gear mechanism 20a and the sun gear S, the carrier C and the ring of the second planetary gear mechanism 20b are used as the power split rotor. Six rotating bodies of gear R are provided, and power is divided by these.

  The motor generator 10 is mechanically coupled to the sun gear S of the first planetary gear mechanism 20a, mechanically coupled to the carrier C of the second planetary gear mechanism 20b via the gear G3, and via the CVT 22. It is mechanically coupled to the sun gear S of the second planetary gear mechanism 20b. Here, the gear G3 is a means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, but the means for maintaining the same sign of the rotational speed on the input side and the output side (forward rotation) Gear).

  On the other hand, the drive wheel 14 is mechanically connected to the ring gear R of the first planetary gear mechanism 20a via a differential gear 24 and a gear G7. Here, the gear G7 is a means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, and means for reversing the sign of the rotational speed between the input side and the output side (counter gear). ).

  Further, the carrier C of the first planetary gear mechanism 20a and the ring gear R of the second planetary gear mechanism 20b are mechanically coupled via a gear G5 and a clutch C1. The carrier C of the first planetary gear mechanism 20a and the sun gear S of the second planetary gear mechanism 20b are mechanically connected via a clutch C2 and a gear G4. Here, each of the gears G4 and G5 is means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, and reverses the sign of the rotational speed between the input side and the output side. Means (counter gear).

  Further, the rotary shaft 12a of the engine 12 is mechanically connected to the ring gear R of the second planetary gear mechanism 20b via a one-way bearing 26 and a clutch C3. The rotating shaft 12a of the engine 12 is mechanically connected to the carrier C of the second planetary gear mechanism 20b via the clutch 28.

Even with such a configuration, power circulation can be generated in mode 1 in which the clutch C1 is in the engaged state and the clutch C2 is in the released state. That is, in this case, the power output from the carrier C of the first planetary gear mechanism 20a is transmitted through the clutch C1, the ring gear R of the second planetary gear mechanism 20b, and the sun gears S and CVT22 of the second planetary gear mechanism 20b. It is input to the sun gear S of the one planetary gear mechanism 20a. For this reason, high torque can be applied to the drive wheel 14 when the carrier C of the first planetary gear mechanism 20a rotates at a very low speed (when the drive wheel 14 rotates at a very low speed). However, in this embodiment, power circulation is not used for reversing the sign of the rotational speed of the drive wheel 14 without reversing the rotation direction of the motor generator 10, and by reversing the motor generator 10 in mode 1. The drive wheel 14 is reversed. The lower limit value of the total gear ratio is set to be slightly larger than zero. Thereby, the tolerance of CVT22 can be reduced like the said 1st Embodiment.
<Seventh Embodiment>
Hereinafter, the seventh embodiment will be described with reference to the drawings with a focus on differences from the sixth embodiment.

  FIG. 14 shows a system configuration diagram according to the present embodiment. In FIG. 14, components corresponding to those shown in FIG. 13 are given the same reference numerals for convenience.

  As illustrated, in the present embodiment, a clutch C4 is provided between the differential gear 24 and the gear G7, and a gear G8 and a clutch C5 are connected in parallel to the clutch C4. Here, the gear G8 is a means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio, but means for maintaining the same sign of the rotational speed on the input side and the output side (forward rotation) Gear). The clutches C4 and C5 are electronically controlled interruption means for interrupting transmission of power between the input side and the output side.

According to such a configuration, while the rotation direction of the motor generator 10 is fixed, the clutch C4 is engaged and the clutch C5 is released, and the clutch C4 is released and the clutch C5 is engaged. Thus, the rotation direction of the drive wheel 14 can be reversed.
<Other embodiments>
Each of the above embodiments may be modified as follows.
"Bidirectional control means"
The bidirectional control means is not limited to that performed in mode 1, but may be performed in mode 2, for example.
"About reversing means"
The inversion means is not limited to those exemplified in the above embodiments. For example, in the nomograph, the rotational speed of a pair of rotating bodies mechanically connected to the motor generator 10 and the rotational speed of a rotating body mechanically connected to the drive wheels 14 are aligned on a straight line. You may change the gear ratio of the transmission means of fixed transmission ratio interposed between a pair of rotary bodies so that the inclination of the said straight line may be changed. FIG. 15A shows an example in which such a method is adopted in the first embodiment. That is, the clutch C4 and the gear G7 are connected in parallel to the clutch C1 and the like, and the gear G7 is set so that the rotation speed on the carrier C side is larger than the rotation speed on the motor generator 10 side (particularly, the gear G2β is also set). In the case of similar gears, the degree of increase is larger than this). As a result, the clutches C1 and C2 are released and the clutch C4 is engaged, whereby the power transmission path shown in FIG. 15B is formed. As shown in FIG. The reverse process can be performed without inversion.

  Further, for example, when the clutches C1 and C2 are in the released state, a path that directly connects the motor generator 10 and the drive wheels 14 is configured, and the path includes a gear ratio fixed speed change means that reverses the rotation speed. May be. FIG. 16A shows an example in which such a method is adopted in the first embodiment. That is, the gear G7 and the clutch C4 are connected in parallel to the clutch C2, and the gear G7 is a means for converting the ratio of the rotational speed between the input side and the output side at a fixed ratio. Means for inverting the sign. As a result, the clutches C1 and C2 are released and the clutch C4 is engaged, whereby a power transmission path shown in FIG. 16B is formed. As shown in FIG. The reverse process can be performed without inversion. In the case of this configuration, the reverse process can be performed by the engine 12 by setting the clutch 28 to the engaged state.

  Further, for example, in the nomograph, the rotational speeds of the three rotators are arranged in a straight line, and the sign of the rotational speed of the rotator mechanically connected to the drive wheels and at least one other rotator In a configuration in which the signs of the rotational speeds of the three rotating bodies are different from each other, the mechanical connection mode of these rotating bodies may be changed so that the rotational speeds of the three rotating bodies are equal. FIG. 17A shows an example in which such a method is adopted in the first embodiment. Specifically, a clutch C4 for engaging and releasing the ring gear R and the sun gear S is provided. As a result, the clutches C1 and C2 are released and the clutch C4 is engaged, whereby a power transmission path shown in FIG. 17B is formed. As shown in FIG. The reverse process can be performed without inversion. In the case of this configuration, the reverse process can be performed by the engine 12 by setting the clutch 28 to the engaged state.

  This technique is not only realized by providing a clutch between the sun gear S and the ring gear R, but also provided with a clutch C4 between the carrier C and the sun gear S, as shown in FIG. As shown in FIG. 18 (c), this can also be realized by providing a clutch C4 between the carrier C and the ring gear R.

Furthermore, for example, in the third embodiment, the inverting means in the seventh embodiment may be used.
“Setting the variable range of the total gear ratio”
The setting that the minimum value of the total gear ratio is positive is not limited to the one that generates a creep force comparable to that of a conventional AT vehicle. For example, depending on the setting of the gear ratio, it may be physically impossible to set the minimum value to zero. In this case, if the minimum value is set to be positive, it can be avoided that the creep force reverses the drive wheels 14.

  The setting in which the minimum value of the total gear ratio is negative is not limited to the case where the rotational force of the power split rotator is used as a drive source for the auxiliary machine. Even if there is no such application, for example, if the minimum value of the total gear ratio is set to be negative, the geared neutral state can be reliably realized. For example, the above setting is effective. Even if the vehicle is not indispensable to realize the geared neutral state, if only the region where the total gear ratio is zero or more is used, the region where the total gear ratio is negative can be reduced. The merit that it can reduce is produced.

In the fourth embodiment, the minimum value of the total gear ratio may be zero. Even in this case, as illustrated in the first embodiment, if a stopper is provided on the secondary pulley 22b side of the CVT 22, the minimum value of the total gear ratio becomes smaller due to secular change. The state can be realized reliably.
"About the power split rotor that is mechanically connected to the auxiliary machine"
For example, instead of the configuration shown in FIG. 11, the configuration shown in FIG. 19 may be adopted. Here, an example in which the compressor 50 is mechanically coupled between the motor generator 10 and the CVT 22 has been shown. This configuration is excellent in improving the power transmission efficiency from the motor generator 10 to the compressor 50. That is, when power transmission is performed via the CVT 22, the efficiency tends to decrease. For this reason, as illustrated in FIG. 19, transmission efficiency can be improved by not interposing the CVT 22.
“Auxiliary machines that use the rotational force of the power split rotor as a drive source”
This kind of auxiliary machine is not limited to the compressor of the in-vehicle air conditioner. For example, a brake pump that generates hydraulic pressure for applying a braking force to the drive wheels 14 or the like, a water pump for cooling water of the engine 12, a cooling fan, or the like may be used.
"First power transmission control means"
The power transmission control means for transmitting and interrupting torque between the engine 12 and the starting rotating body of the power split mechanism 20 to start the engine 12 includes a clutch C3 and a one-way bearing 26. Not exclusively. For example, only the clutch C3 may be provided. In this case, for example, if the clutch C3 is disengaged prior to the start of combustion of the engine 12 after initial rotation is applied to the rotating shaft 12a of the engine 12, torque that rapidly increases at the start of combustion in the engine 12 is transmitted to the power split mechanism 20. This can be suitably avoided. Further, for example, only the one-way bearing 26 may be provided.

  A clutch C3 may be provided on the input side of the one-way bearing 26.

  Furthermore, as a one-way transmission mechanism for transmitting power on condition that the relative rotational speed of the starting rotary body (input side) of the power split mechanism 20 with respect to the rotary shaft 12a side (output side) of the engine 12 is not negative, Not only the bearing 26 but a one-way clutch may be used. Further, the power is not limited to the input side being slid without sliding on the output side, and power may be applied while sliding.

The shut-off means for shutting off the power transmission on the path for transmitting power from the power split mechanism 20 to the rotating shaft 12a of the engine 12 to start the engine 12 is not limited to the normally open clutch C3. For example, a normally closed clutch may be used.
"Second power transmission control means"
The second power transmission control means for controlling the power transmission between the transmission rotating body of the power split mechanism 20 and the engine 12 so as to apply the torque of the engine 12 to the drive wheels 14 is not limited to the clutch 28. For example, a one-way transmission mechanism such as a one-way clutch or a one-way bearing may be used. FIG. 20A shows an example in which the one-way bearing 29 is added in the first embodiment, and FIG. 20B shows an example in which the clutch 28 is changed to the one-way bearing 29 in the first embodiment. . In the example shown in FIG. 20B, since the engine 12 is driven in the reverse rotation direction during the reverse process, it is desirable that the lubricating oil be lubricated even during the reverse rotation. Further, in order to reduce the load on the engine 12, the intake valve and the exhaust valve may be electromagnetically driven valves, and both of them may be fixed in the open state during the reverse processing.
"Power split mechanism"
The power split mechanism is not limited to those exemplified in the above embodiments. For example, the sun gear S, the carrier C, and the ring gear R may be interchanged in the configurations illustrated in FIG. 1, FIG. 12, and FIG. Even in this case, the same effects as those of the above embodiments can be obtained by setting the gears interposed between the planetary gear mechanism and the motor generator 10, the engine 12, and the drive wheels 14.
"Power split rotor"
In the above embodiment, the planetary gear mechanism that constitutes the power split rotator employs a mechanism in which the rotation speed of the carrier C can be zero when the signs of the rotation speeds of the sun gear S and the ring gear R are different from each other. Not limited to this. For example, when the signs of the rotational speeds of the sun gear S and the ring gear R are the same, those that can cause the rotational speed of the carrier C to be zero may be used. This planetary gear mechanism can be realized by a planetary gear mechanism having a so-called double pinion (see, for example, JP-A-2001-108073).

Moreover, it is not restricted to what constitutes a planetary gear mechanism, for example, it may constitute a differential gear.
“Types of transmissions”
The mechanical continuously variable transmission is not limited to a belt type, and may be, for example, a traction drive type. Moreover, not only a mechanical type but a hydraulic type may be used. Furthermore, it is not limited to a continuously variable transmission, but may be a stepped transmission.
"Other"
The effect of (1) and the like of the first embodiment can be obtained even when the torque loss occurs when switching between mode 1 and mode 2. In this case, a half clutch may be used by gradually increasing the fastening force on the side of the clutches C1 and C2 that switches from the released state to the engaged state. However, under conditions where the priority of quick mode switching is higher than the shock associated with mode switching, such as during fail-safe processing, the shift of the CVT 30 in which the total gear ratio is different between mode 1 and mode 2 In the ratio, mode switching may be forcibly performed without performing the gradual increase process of the fastening force.

  -Mode 2 does not necessarily have to be provided.

  The vehicle is not limited to a hybrid vehicle including the motor generator 10 and the engine 12 as a power generation device. For example, an electric vehicle including only the motor generator 10 may be used. Moreover, the vehicle provided with two or more rotary electric machines for vehicle travel may be sufficient. In this case, some rotating electric machines may be used only as a generator. In this case, the electric power generated by the generator is used for an electric motor as a power generation device.

The rotating electric machine is not limited to a three-phase AC rotating electric machine, and may be, for example, a brushed DC motor or an induction motor.
<Remarks>
In the case of deriving various relationships with respect to the configuration described in the first embodiment, it is sufficient to derive in the general configuration shown in FIG. Here, the gear G1 corresponds to the CVT 22. Incidentally, the difference between the configuration shown in FIG. 21 and the configuration shown in the first embodiment is that the first embodiment has no gear G4 and has gears G2a and G2b. Although the configuration in the figure is a generalization of the configuration of the first embodiment, the gears G2a and G2b are combined into the gear G2 because the gear interposed between the clutch C1 and the carrier C is used. This is because it can be generalized as the gear G2. That is, from the configuration of this figure to the first configuration, the total gear ratio of the gears G2a and G2b of the first embodiment is set to the gear ratio r2 of the gear G2 of the configuration of FIG. The ratio r4 may be “1”. The gear ratio ri (i = 1 to 6) is a ratio of the rotational speed of b to the rotational speed of a in the drawing.

  Here, the ratio Zs / Zr of the number of teeth Zs of the sun gear S to the number of teeth Zr of the ring gear R of the power split mechanism 20 is defined as a ratio ρ, and the torques of the ring gear R, sun gear S, and carrier C are torques Tr, Ts, Assuming Tc and these rotational speeds as rotational speeds wR, wS, and wC, the following equation is established.

Tr = −Tc / (1 + ρ) (c1)
Ts = −ρTc / (1 + ρ) (c2)
ρwS− (1 + ρ) wC + wR = 0 (c3)
“Generation of high torque in mode 1”
When the motor generator 10 is used as a drive source, IN2 is the supply power in the figure. Now, assuming that the torque of the motor generator 10 is the torque Tm and the energy conservation law is established from the relationship shown in FIG. 2C, the following equation is established (however, the idealization ignoring the mass of the gear G2 is performed). Is going).

wC (Tm + r1Tc) = − wSTs (c4)
The following equation (c5) is obtained by eliminating the torques Ts and Tc from the equation (c4) using the equations (c1) and (c2).

Tr = 1 / {r2 (1 + ρ) −ρ (wS / wC)} (c5)
According to the above equation (c5), it is understood that the torque Tr of the ring gear R can be very large by approximating the ratio “wS / wC” to “r2 (1 + ρ) / ρ”. In other words, it can be seen that the torque transmitted to the drive wheels 14 can be very large.

“Total transmission ratio in mode 1”
1. When the drive source is an engine In mode 1, there is a relationship expressed by the following equation (c6) between the rotational speed wS of the sun gear S and the rotational speed wC of the carrier C.

wC = r1, r2, wS (c6)
On the other hand, the rotational speed wG6b on the output side of the gear G6 can be expressed by the following equation (c7).

wG6b = r6 · r5 · wR (c7)
By substituting the above formulas (c6) and (c7) into the above formula (c3), the following formula (c8) is obtained.

wG6b = r6 · r5 · {r1 · r2 · (1 + ρ) −ρ} wS (c8)
Therefore, the total gear ratio is expressed by the following equation (c9).

(Total transmission ratio) = r6 · r5 · {r1 · r2 · (1 + ρ) −ρ} (c9)
2. When the drive source is the motor generator 10 In this case, since the input shaft is the output side of the gear G1, the following equation is obtained by using the right side of the above equation (c8) divided by the gear ratio r1. Can be derived.

(Total transmission ratio) = r6 · r5 · {r2 · (1 + ρ) −ρ / r1} (c10)
“Total transmission ratio in mode 2”
In mode 2, when the drive source is the engine, the total gear ratio is expressed by the following equation (c11) by considering the paths of the gears G1, G4, and G6.

(Total transmission ratio) = r1, r4, r6 (c11)
"Switching conditions that do not cause torque loss"
The condition is that the rotational speed wG1b of the gear G1 matches both the rotational speed wG2a of the gear G2 and the rotational speed wG4a of the gear G4. This can be expressed by the following equation.

wC / r2 = wS · r1 = wR · r5 / r4 (c12)
In the above formula (c12), for example, the rotational speeds wS and wR of the sun gear S and the ring gear R are expressed by the rotational speed wC of the carrier C and substituted into the above formula (c3) to obtain the following formula (c13 )

r1 = ρr5 / {r2r5 (1 + ρ) −r4} (c13)
That is, if the gear ratio r1 of the CVT 22 (gear G1) is set to take the value on the right side of the above equation (c13), it is possible to perform switching while avoiding torque loss when the condition (c13) is satisfied. .

"Wrapping process"
This may be performed under the condition that the product of mode 1 and mode 2 is negative with respect to a value obtained by differentiating the function having the total transmission ratio as a dependent variable and the gear ratio r1 as an independent variable by the gear ratio r1.

  When the above formulas (c9) and (c11) are used, this is the condition shown in the following formula (c14).

{R6 · r5 · r2 · (1 + ρ)} · {r4 · r6} <0
That is, r5 · r4 · r2 <0 (c14)
Incidentally, in the first embodiment, since the gear G5 and the gears G2a and G2b are counter gears, the gear ratio r2> 0, the gear ratio r5 <0, and since the gear G4 is excluded, the gear ratio r4 = 1. Yes, this condition is met.

“Relationship between total gear ratio variable and CVT tolerance”
This consideration makes it possible to realize geared neutral and to calculate the torque applied to the CVT 22 when geared neutral is realized. This is because, assuming that the output of the drive source is constant, the torque applied to the drive wheel 14 is considered to be maximum when the geared neutral state is reached because of the energy conservation law. It is because it is thought that it is a geared neutral state to become the maximum.

  In this case, when the torque TOUT of the drive wheels 14 is used, the torques T (G1a) and T (G1b) on the input side and output side of the gear G1 are as follows.

T (G1a) = Ts = ρTr = ρr5r6TOUT (c15)
T (G1b) = T (G1a) / r1 = ρr5r6TOUT / r1 (c16)
Here, as can be seen from the above equation (c10), the variable amount of the total gear ratio is proportional to “ρr5r6”. On the other hand, the torques T (G1a) and T (G1b) are also proportional to “ρr5r6”. For this reason, the torque applied to the CVT 22 increases as the variable amount of the total gear ratio increases.

  It should be noted that the technique for deriving an equation such as torque and discussing the relationship between the variable amount of the total gear ratio and the CVT tolerance is also applicable to the configuration and the like according to the previous seventh embodiment.

  DESCRIPTION OF SYMBOLS 20 ... Power split mechanism, S ... Sun gear (one embodiment of rotating body for power split), C ... Carrier (one embodiment of rotating body for power split), R ... Ring gear (one embodiment of rotating body for power split) ), C3... Clutch (one embodiment of shut-off means), 26... One-way bearing (one embodiment of one-way transmission mechanism), 28... Clutch (one embodiment of second power transmission control means).

Claims (14)

A rotating body for power split between a drive source and a drive wheel, and a plurality of power split rotating bodies rotating in conjunction with each other, and a transmission mechanically connected to the power split rotating body In-vehicle power transmission device with
The power split rotator comprises a rotator mechanically coupled to the drive wheel, and a pair of rotators other than the rotator.
The speed ratio, which is the ratio of the rotational speed of the drive wheel to the rotational speed of the rotational shaft of the drive source, can be changed by changing the speed ratio of the transmission.
Power from the drive source is transmitted from the drive source in a state in which the power of the drive source can be transmitted to the drive wheel to a rotary body mechanically coupled to the drive wheel via another rotary body of the power splitting rotary body. Is output, and power circulation occurs in which power flows from one of the pair of rotating bodies to the other, and the speed change is the ratio of the rotational speed of the drive wheel to the rotational speed of the rotational shaft of the drive source at this time. A vehicle-mounted power transmission device characterized in that a value used as a ratio is limited to one of positive and negative regions with zero as a boundary.   Power from the drive source is transmitted from the drive source in a state in which the power of the drive source can be transmitted to the drive wheel to a rotary body mechanically coupled to the drive wheel via another rotary body of the power splitting rotary body. Is output, and power circulation occurs in which power flows from one of the pair of rotating bodies to the other, and the speed change is the ratio of the rotational speed of the drive wheel to the rotational speed of the rotational shaft of the drive source at this time. The in-vehicle power transmission device according to claim 1, further comprising setting means for setting a value that the ratio can take in a structure within a positive or negative region with zero as a boundary.   The in-vehicle power transmission device according to claim 2, wherein the drive source is a rotating electrical machine.   The in-vehicle power transmission device according to claim 3, further comprising bidirectional control means for making the rotational direction of the rotating electrical machine bidirectional.   It further comprises reversing means for reversing the sign of the gear ratio by changing a mechanical connection mode between at least one of the driving source and the driving wheel and the power split rotator. The in-vehicle power transmission device according to claim 2 or 3.   6. The vehicle-mounted device according to claim 2, wherein the setting unit sets a minimum value of the absolute value of the transmission ratio in any one of the regions to be larger than zero. Power transmission device. The transmission is a belt-type continuously variable transmission including a pulley and a belt,
The said setting means comprises the said transmission so that the distance between the minimum value of the absolute value of the said gear ratio in any one of the said area | regions, and zero may expand according to a secular change. The vehicle-mounted power transmission device according to any one of 2 to 6. The drive source is a rotating electrical machine,
An internal combustion engine as a drive source other than the rotating electrical machine is mechanically coupled to one of the power split rotators.
The in-vehicle power transmission device according to any one of claims 2 to 7 , further comprising power transmission control means for controlling transmission and interruption of power between the internal combustion engine and the first rotating body. . 9. The in-vehicle power transmission device according to claim 8, wherein the power transmission control means includes an electronically controlled shut-off means for shutting off power transmission between the first rotating body and the internal combustion engine. The power transmission control means is a one-way transmission that transmits power on the condition that the relative rotational speed of the input side, which is the first rotating body side, is not negative with respect to the output side, which is the internal combustion engine side, separately from the shut-off means. The in-vehicle power transmission device according to claim 9, further comprising a mechanism. In addition to the first power transmission control means that is a power transmission control means for controlling transmission and interruption of power between the internal combustion engine and the first rotating body,
Claim 8, characterized by further comprising a second power transmission control means for controlling the transmission of power between the rotating body and the internal combustion engine other than the rotary body of said one of said power split rotary member The vehicle-mounted power transmission device according to any one of 10 . The in-vehicle power transmission device according to any one of claims 1 to 11, wherein the power split rotor is a sun gear, a carrier, and a ring gear constituting a planetary gear mechanism. The power split rotator includes a first rotator and a second rotator as the pair of rotators, and a third rotator mechanically coupled to the drive wheels,
A path comprising the transmission as a mechanical coupling path for the first rotating body and the second rotating body to rotate in conjunction with each other without passing through another power splitting rotating body;
The driving source, vehicle power transmission device according to any one of claims 1 to 1 2, characterized in that it is mechanically coupled to the path comprising the transmission. The drive source mechanically coupled to the first rotating body and the second rotating body is a rotating electrical machine;
An internal combustion engine as a drive source different from the rotating electrical machine is mechanically coupled to one of the power split rotors,
The first rotating body, the second rotating body, and the third rotating body constitute one planetary gear mechanism,
A first mode in which a transmission is mechanically connected to both the first rotating body and the second rotating body, and a transmission is mechanically connected to both the second rotating body and the third rotating body. A switching mechanism for switching between the second mode connected to
A function having a gear ratio from the internal combustion engine to the drive wheel as a dependent variable and an independent variable as the gear ratio of the transmission is a first order of the function by the independent variable in each of the first mode and the second mode. vehicle power transmission device according to claim 1 3, wherein the sign of the differential value each other are set to be opposite to each other.

Images