JP5114162B2 - Power transmission system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance capacity reduction effect of a transmission while making it to miniaturization in a power transmission system for transmitting motive power of an engine to a load through the transmission and a transmission mechanism provided in parallel to each other. <P>SOLUTION: In the power transmission system, a planetary gear mechanism 20 provided in parallel to the transmission 14 synthesizes torque from the engine 10 and torque from a motor generator 22 in the state that a torque ratio of those becomes a predetermined ratio and transmits it to a drive wheel 40. The planetary gear mechanism 20 is arranged between the engine 10 and a primary pulley 30, and the motor generator 22 is arranged between the engine 10 and the planetary gear mechanism 20. A starter generator 16 for producing electric energy utilizing motive power from the engine 10 is arranged such that it opposed to and a direction parallel to a secondary pulley 32 and its rotation central axis and is adjacent to a direction perpendicular to the motor generator 22 and its rotation central axis. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a power transmission system that transmits power between an engine and a load.

  Related arts of this type of power transmission system are disclosed in the following Patent Documents 1 to 3 and Non-Patent Document 1. In Patent Documents 1 and 2 and Non-Patent Document 1, a planetary gear mechanism is provided in parallel to a continuously variable transmission that shifts engine power and transmits it to a load. A flywheel is coupled to different rotating elements of the planetary gear mechanism. When the speed change operation of the continuously variable transmission is performed, power is transmitted and received between the engine and the flywheel. For example, during downshifting, the rotational energy of the flywheel is released and used to increase the engine speed. On the other hand, during upshifting, engine power is absorbed by the flywheel. As described above, in Patent Documents 1 and 2 and Non-Patent Document 1, the rotational energy of the flywheel is used to assist the speed change operation of the continuously variable transmission.

  In Patent Document 3, the planetary gear mechanism provided in parallel with the continuously variable transmission combines the torque from the engine and the torque from the motor generator in a state where the torque ratio is a predetermined ratio. Transmit to load. Then, when power is transmitted between the engine and the load via both the continuously variable transmission and the planetary gear mechanism, the power transmitted to the continuously variable transmission and the planetary gear are controlled by controlling the torque of the motor generator. Active distribution of power transmitted to the mechanism is controlled. As a result, the capacity of the continuously variable transmission is reduced and the power transmission efficiency is improved.

  In addition, the power transmission systems of Patent Documents 4 to 7 below are disclosed.

JP-T-2002-513118 Japanese translation of PCT publication No. 2002-543340 JP 2006-327570 A Japanese National Patent Publication No. 11-504415 JP 2002-48213 A JP 2003-247623 A JP-A-2005-59788 Shuiwen Shen, Alex Serrarens, Maarten Steinbuch, Frans Veldpaus, "Coordinated control of a mechanical hybrid driveline with a continuously variable transmission", JSAE Review 22,2001, pp.453-461

  In Patent Documents 1 and 2 and Non-Patent Document 1, release or absorption of rotational energy of the flywheel is passively performed when the transmission gear ratio is changed, and power transmission to the planetary gear mechanism is also passive. To be done. Therefore, the power transmitted to the planetary gear mechanism cannot be actively controlled independently of the shift control of the transmission. Therefore, it is difficult to appropriately control the distribution of the power transmitted to the transmission and the power transmitted to the planetary gear mechanism, and it is difficult to reduce the transmission capacity and improve the power transmission efficiency. There is a problem.

  In Patent Document 3, it is desirable to increase the maximum torque of the motor generator to reduce the maximum torque transmitted from the engine to the transmission in order to improve the capacity reduction effect of the transmission. In order to increase the maximum torque of the motor generator, it is necessary to increase the outer diameter of the motor generator and the length in the rotation axis direction. However, when the length of the motor generator in the rotational axis direction is increased, the axial length of the entire power transmission system is also increased, which tends to increase the size of the power transmission system. Further, when the outer diameter of the motor generator is increased, the motor generator is likely to interfere with other rotating members (for example, the output shaft of the transmission).

  The present invention provides a power transmission system capable of transmitting engine power to a load via both a transmission and a transmission mechanism provided in parallel with each other. The purpose is to improve.

  The power transmission system according to the present invention employs the following means in order to achieve the above-described object.

  A power transmission system according to the present invention includes a first power transmission unit capable of shifting power from an engine by a transmission and transmitting the power to a load, and transmission provided in parallel to the transmission from the engine. A second power transmission unit capable of transmitting to a load via a mechanism, a driven machine that generates energy using power from the engine, and a prime mover that generates power using energy generated by the driven machine And a control device that controls the torque of the prime mover and the torque of the driven machine, and the transmission mechanism combines the torque from the engine and the torque from the prime mover in a state in which the torque ratio is a predetermined ratio. The control device is capable of performing a torque combining operation to be transmitted to the engine, and when the power is transmitted between the engine and the load via both the transmission and the transmission mechanism, By controlling the torque of the driven machine, the power distribution control is performed to control the distribution of the power transmitted to the transmission and the power transmitted to the transmission mechanism. A rotary member and an output rotary member that transmits power to the load. The input rotary member and the output rotary member are spaced apart in a direction perpendicular to the rotation center axis in a state where the rotation center axes are parallel to each other. The input rotation member is disposed opposite to the engine in a direction parallel to the rotation center axis, the transmission mechanism is disposed at a position between the engine and the input rotation member, and the prime mover is disposed between the engine and the transmission mechanism. The gist of the invention is that the driven machine faces the output rotating member and the direction parallel to the rotation center axis thereof and is adjacent to the prime mover and the direction orthogonal to the rotation center axis.

  In one aspect of the present invention, it is preferable to have a speed increasing mechanism that speeds up the power from the engine and transmits it to the driven machine.

  In one aspect of the present invention, it is preferable that a reduction mechanism for reducing the power of the rotor is provided inside the rotor of the prime mover.

In addition, the power transmission system according to the reference example of the present invention includes a first power transmission unit capable of shifting the power from the engine by the transmission and transmitting the power to the load, and the power from the engine in parallel to the transmission. A second power transmission unit capable of transmitting to a load via a transmission mechanism provided in the vehicle, a driven machine that generates energy using power from the engine, and using energy generated by the driven machine A motor that generates power and a control device that controls the torque of the prime mover and the torque of the driven machine, and the transmission mechanism is a state in which the torque ratio between the torque from the engine and the torque from the prime mover is a predetermined ratio The control device is capable of performing a torque combining operation to be combined and transmitted to the load, and the control device is configured to transmit the original power when the power is transmitted between the engine and the load via both the transmission and the transmission mechanism. By controlling the torque of the machine and the torque of the driven machine, power distribution control is performed to control the distribution of power transmitted to the transmission and power transmitted to the transmission mechanism. An input rotating member that is transmitted and an output rotating member that transmits power to a load, wherein the input rotating member and the output rotating member are orthogonal to the rotation center axis in a state in which the rotation center axes are parallel to each other. The input rotation member is disposed opposite to the engine in a direction parallel to the rotation center axis thereof, the transmission mechanism is disposed at a position between the engine and the input rotation member, and the prime mover transmits to the engine. It is arranged at a position between the mechanism and the gist is that the driven machine is arranged at a position between the engine and the prime mover.

  In one aspect of the present invention, it is preferable that a damper for suppressing vibration of the engine is disposed at a position between the engine and the prime mover, and the driven machine is disposed outside the damper.

  In one aspect of the present invention, each of the driven machine and the prime mover includes a rotor and a stator disposed on the radially outer side of the rotor, and the outer diameter of the stator of the driven machine is that of the stator of the prime mover. It is preferable that the stator of the driven machine and the stator of the prime mover have a portion that is larger than the outer diameter and overlaps each other in the radial direction.

  In one aspect of the present invention, the first power transmission unit includes a first intermittent mechanism capable of coupling and releasing the engine, the driven machine, and the load via the transmission, and the second power transmission unit includes The second interrupting mechanism capable of coupling and releasing the engine and the driven machine and the load via the transmission mechanism, and the control device transmits the engine, the driven machine and the load to the transmission by the first interrupting mechanism. It is preferable to execute the power distribution control in a state where the engine, the driven machine, and the load are coupled via the transmission mechanism by the second intermittent mechanism.

  In one embodiment of the present invention, the driven machine is a generator that generates electric energy from the power from the engine, and the prime mover is an electric motor that generates power by using the electric energy generated by the generator. Is preferred.

  According to the present invention, the prime mover and the driven machine can be prevented from interfering with other rotating members, and the outer diameters of the prime mover and the driven machine can be increased. The maximum torque of the prime mover and the driven machine can be increased while reducing the length. As a result, it is possible to improve the capacity reduction effect of the transmission while reducing the axial length of the entire power transmission system and reducing the size.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

“Embodiment 1”
FIG. 1 is a diagram illustrating a schematic configuration of a power output system including a power transmission system according to Embodiment 1 of the present invention. The power output system according to the present embodiment is a hybrid power output system, and will be described below. Engine 10, transmission 14, starter generator 16, planetary gear mechanism 20, motor generator 22, electronic controller 42, clutch C1 , C2 and brake B1. As described below, the power output system according to the present embodiment can transmit the power from the engine 10 to the load by shifting the power from the engine 10 and transmit the power from the engine 10 to the planet. It is also possible to transmit to the load via the gear mechanism 20. The power output system according to this embodiment is used for driving a vehicle, for example.

  The power generated by the engine 10 can be transmitted to the input shaft 26 of the transmission 14 via the clutch C1. The transmission 14 shifts the power transmitted to the input shaft 26 and transmits it to the output shaft 36. The power transmitted to the output shaft 36 of the transmission 14 is transmitted to the drive wheels 40 of the vehicle via the counter gear 38 (intermediate shaft 39), and is used for driving a load such as driving of the vehicle. Note that a damper 11 for suppressing vibration of the engine 10 is connected to the output shaft 10-1 of the engine 10.

  In FIG. 1, a belt type continuously variable transmission (CVT) is shown as an example of the transmission 14. The belt-type continuously variable transmission 14 includes a primary pulley (input rotating member) 30 that is connected to an input shaft 26 and transmits power from the engine 10, and a secondary pulley that is connected to an output shaft 36 and transmits power to driving wheels 40. (Output rotating member) 32, and the primary pulley 30 and the secondary pulley 32 are orthogonal to the input shaft 26 and the output shaft 36 in a state in which their rotation center axes (input shaft 26 and output shaft 36) are parallel to each other. It is arranged at intervals in the direction. An endless belt 34 is wound around the primary pulley 30 and the secondary pulley 32, and the belt-type continuously variable transmission 14 shifts the power from the engine 10 transmitted to the primary pulley 30 to shift the counter gear from the secondary pulley 32. This is transmitted to the drive wheel 40 via 38. The belt-type continuously variable transmission 14 changes the engagement diameter of the endless belt 34 to the primary pulley 30 and the secondary pulley 32 by, for example, oil pressure, thereby changing the gear ratio γ (= rotational speed of the input shaft 26 / output shaft 36). Change the rotation speed). However, the kind of transmission 14 here is not specifically limited, For example, a toroidal type continuously variable transmission may be sufficient.

  The starter generator 16 is fixed to the casing 15 and includes a stator (stator) 16s having a stator winding 16c, and a rotor (rotor) 16r that is disposed to face the stator 16s with a predetermined gap and is rotatable with respect to the stator 16s. And comprising. The stator 16s and the rotor 16r are disposed to face each other in the radial direction orthogonal to the rotor rotation axis, and the stator 16s is disposed on the radially outer side of the rotor 16r. The rotor 16r is connected to the output shaft 10-1 of the engine 10 via a transmission mechanism 17 such as a gear transmission mechanism. The starter generator 16 is provided with a resolver 16a that detects the rotation angle of the rotor 16r. The starter generator 16 can perform a regenerative operation (power generation operation) in which electric energy is generated by being rotationally driven using the power from the engine 10. That is, the starter generator 16 has a function of a generator (driven machine). The electrical energy generated by the regenerative operation of the starter generator 16 is stored in a power storage device such as a battery. During the power generation operation of the starter generator 16, the power from the engine 10 is increased by the transmission mechanism 17 and then transmitted to the rotor 16r. That is, in the power transmission from the output shaft 10-1 of the engine 10 to the rotor 16r, the transmission mechanism 17 functions as a speed increasing mechanism. Furthermore, the starter generator 16 can also generate power based on the electrical energy stored in the power storage device to start the stopped engine 10. That is, the starter generator 16 can also function as an electric motor (prime mover). When the engine 10 is started by the starter generator 16, the power from the rotor 16r is decelerated by the transmission mechanism 17 and then transmitted to the output shaft 10-1 of the engine 10. That is, in the power transmission from the rotor 16r to the output shaft 10-1 of the engine 10, the transmission mechanism 17 functions as a speed reduction mechanism. The torque of the starter generator 16 can be controlled by the electronic control unit 42.

  The planetary gear mechanism 20 is provided in parallel to the transmission 14, and is configured by a single pinion planetary gear having a sun gear S, a carrier CR, and a ring gear R as rotating elements. The sun gear S is coupled to the motor generator 22 and can transmit torque from the motor generator 22. The ring gear R can be coupled to the output shaft 10-1 of the engine 10 and the starter generator 16 via the clutch C2, and can transmit torque from the engine 10. The carrier CR is coupled to the drive wheels 40 and the output shaft 36 of the transmission 14 via an intermediate shaft 39 (counter gear 38).

  The motor generator 22 includes a stator 22s that is fixed to the casing 15 and has a stator winding 22c, and a rotor 22r that is disposed to face the stator 22s with a predetermined gap and is rotatable with respect to the stator 22s. The stator 22s and the rotor 22r are disposed to face each other in the radial direction orthogonal to the rotor rotation axis, and the stator 22s is disposed on the radially outer side of the rotor 22r. The motor generator 22 is provided with a resolver 22a that detects the rotation angle of the rotor 22r. The motor generator 22 is capable of performing a power running operation in which power is generated and output to the sun gear S by being rotationally driven using the electric energy generated by the starter generator 16 or the electric energy stored in the power storage device. is there. Furthermore, the motor generator 22 can also perform a regenerative operation (power generation operation) that generates electrical energy based on the power transmitted to the sun gear S. Thus, the motor generator 22 has the functions of both an electric motor (prime mover) and a generator (driven machine). The electric energy generated by the regenerative operation of the motor generator 22 is stored in the power storage device. The torque of the motor generator 22 can be controlled by the electronic control device 42. Further, the maximum output of the motor generator 22 is set equal (or substantially equal) to the maximum output of the starter generator 16.

  In the planetary gear mechanism 20, the rotational speeds of the three rotating elements of the sun gear S, the carrier CR, and the ring gear R are in a collinear relationship shown in the collinear diagram of FIG. However, in the collinear diagram of FIG. 2, ρ is a gear ratio of the sun gear S and the ring gear R (a constant satisfying 0 <ρ <1). In the alignment chart of FIG. 2, the carrier CR coupled to the drive wheel 40 (the output shaft 36 of the transmission 14) can be coupled to the sun gear S coupled to the motor generator 22 and to the engine 10 and the starter generator 16. It is arranged between the gear R. The planetary gear mechanism 20 is a mechanism having two degrees of freedom of rotation, and when the rotational speeds of two of the three rotational elements of the sun gear S, the carrier CR, and the ring gear R are determined, the remaining The rotational speed of one rotating element is also determined. Therefore, by determining the power of the motor generator 22 (power transmitted to the sun gear S), the power from the engine 10 transmitted to the ring gear R via the clutch C2 is output from the carrier CR to drive wheels 40. Can be communicated to.

  The clutch C1 can be coupled / released to / from the output shaft 10-1 of the engine 10 and the starter generator 16 and the input shaft 26 (primary pulley 30) of the transmission 14 by engaging / disengaging the clutch C1. With the clutch C1, the engine 10, the starter generator 16, and the drive wheels 40 can be coupled and released via the transmission 14. The clutch C2 can connect and release the output shaft 10-1 of the engine 10 and the starter generator 16 with the ring gear R by engaging / disengaging the clutch C2. With the clutch C2, the engine 10, the starter generator 16, and the drive wheel 40 can be coupled and released via the planetary gear mechanism 20. Further, the brake B1 can restrain and release the rotation of the ring gear R by its engagement / release. Here, each of the clutches C1 and C2 functioning as a power interrupting mechanism and the brake B1 functioning as a rotation restraining mechanism can be switched between engagement and disengagement using, for example, oil pressure or electromagnetic force. In FIG. 1, the clutch C1 is a friction clutch such as a wet multi-plate clutch, the clutch C2 is a meshing clutch that engages by meshing teeth such as a dog clutch and a synchro clutch, and the brake B1 is a band brake. An example is shown.

  As shown in FIG. 1, the primary pulley 30 of the transmission 14 is disposed to face the engine 10 in a direction parallel to the rotation center axis thereof, and the rotation center axis of the primary pulley 30 is the rotation center axis of the engine 10. Match. The planetary gear mechanism 20 is disposed at a position between the engine 10 and the primary pulley 30, and the center axis of the planetary gear mechanism 20 coincides with the rotation center axis of the primary pulley 30 and the rotation center axis of the engine 10. Yes. The motor generator 22 is disposed at a position between the engine 10 and the planetary gear mechanism 20, and the rotation center axis of the motor generator 22 coincides with the rotation center axis of the primary pulley 30 and the rotation center axis of the engine 10. Yes. That is, the motor generator 22 is disposed at a position closer to the engine 10 than the planetary gear mechanism 20 and is disposed at a position close to the engine 10. Clutchs C <b> 1 and C <b> 2 are disposed at a position between primary pulley 30 and planetary gear mechanism 20, and damper 11 is disposed at a position between engine 10 and motor generator 22. The starter generator 16 is disposed opposite to the secondary pulley 32 of the transmission 14 in a direction parallel to the rotation center axis thereof, and the rotation center axis of the starter generator 16 coincides with the rotation center axis of the secondary pulley 32. Further, the distance between the starter generator 16 and the secondary pulley 32 is set substantially equal to the distance between the motor generator 22 and the primary pulley 30, and the starter generator 16 is orthogonal to the rotation center axis (output shaft 36) of the secondary pulley 32. It is arranged adjacent to the motor generator 22 in the direction.

  The electronic control unit 42 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, and an input / output port. The electronic control unit 42 includes a signal indicating the throttle opening detected by each sensor (not shown), a signal indicating the rotational speed of the engine 10 (or starter generator 16), a signal indicating the output shaft rotational speed of the transmission 14, And the signal etc. which show the rotational speed of the motor generator 22 are input via the input port. On the other hand, from the electronic control unit 42, a transmission control signal for controlling the transmission gear ratio γ of the transmission 14, an engine control signal for controlling the operating state of the engine 10, and an operating state of the starter generator 16 are controlled. A generator control signal, a motor control signal for controlling the operating state of the motor generator 22, a clutch control signal for controlling the engagement states of the clutches C1, C2 and the brake B1, and the like are output via the output port. ing.

  In the power output system according to the present embodiment configured as described above, a first power transmission path capable of transmitting power from the engine 10 to the drive wheels 40 via the clutch C1 and the transmission 14, A second power transmission path capable of transmitting power from the engine 10 to the drive wheels 40 via the clutch C2 and the planetary gear mechanism 20 is provided. In a state where both the clutches C1 and C2 are engaged, the engine 10 and the drive wheel 40 are connected via both the transmission 14 and the planetary gear mechanism 20 (both the first power transmission path and the second power transmission path). It is possible to transmit power between the two.

  Next, the operation of the power output system according to the present embodiment, particularly the operation of driving a load (vehicle) will be described. In the following description, the rotation direction of the sun gear S, the carrier CR, and the ring gear R of the planetary gear mechanism 20 is the rotation direction of the carrier CR when the vehicle moves forward (upward in the collinear diagram of FIG. 2). The forward rotation direction is set, and the rotation direction of the carrier CR when the vehicle moves backward (downward in the collinear diagram of FIG. 2) is set as the reverse rotation direction. Moreover, in the following description, it demonstrates as what has no loss of motive power for convenience of explanation.

  First, an operation in the case where power is transmitted between the engine 10 and the drive wheel 40 via both the transmission 14 and the planetary gear mechanism 20 will be described. In that case, the electronic control unit 42 controls the brake B1 to the released state and controls the clutches C1 and C2 to the engaged state. That is, as shown in FIG. 3, the engine 10 and the starter generator 16 and the drive wheel 40 are coupled to each other via the transmission 14 by the clutch C1, and the engine 10, the starter generator 16 and the drive wheel 40 are connected to the planet by the clutch C2. It controls to the state couple | bonded via the gear mechanism 20. FIG. In this state, the electronic control unit 42 controls the torque of the motor generator 22 and the torque of the starter generator 16.

Here, the torque of the motor generator 22 (torque of the sun gear S) is T _mg , the torque of the ring gear R is T _in , the torque of the carrier CR is T _out , and the rotational speed of the motor generator 22 (rotational speed of the sun gear S) is ω. _mg , the rotational speed of the engine 10 (rotational speed of the ring gear R) is ω _eng , the rotational speed of the carrier CR is ω _out , the power of the motor generator 22 (power of the sun gear S) is P _mg , and the power of the ring gear R is P _In , when the power of the carrier CR is P _out , the following equations (1) to (4) are established from the nomogram of FIG.

From the expressions (1) and (2), the torque T _in of the ring gear R is determined by the torque T _mg of the motor generator 22, and the power P _in of the ring gear R changes according to the torque T _mg of the motor generator 22. . Therefore, the electronic control unit 42, by changing the torque T _mg of the motor generator 22, it is possible to change the power P _in of the ring gear R.

Further, from equation (3), the torque T _out of the carrier CR is a T _mg (torque of the sun gear S) torque of the ring gear R of the torque T _in the motor generator 22, their torque ratio T _in / T _mg predetermined The torque is synthesized with the ratio 1 / ρ. From the equation (4), the power P _{out of the} carrier CR is a power obtained by synthesizing the power P _in of the ring gear R and the power (power of the sun gear S) P _mg of the motor generator 22.

When the vehicle is driven in the forward direction by the power P _eng of the engine 10 (the drive wheel 40 is driven in the forward direction), the electronic control unit 42 rotates in the forward direction (see FIG. A torque T _{mg (} upward of the nomogram of 2) is applied. As a result, as shown in FIG. 4, a part of the power P _{eng of the} engine 10 is converted into the generated power P _ge by the regenerative operation of the starter generator 16, and the rest is the transmission 14 and the planetary gear mechanism 20. Is distributed and transmitted to both. The power P _in transmitted from the engine 10 to the planetary gear mechanism 20 is combined with the power P _mg of the motor generator 22, and the combined power P _out is transmitted to the drive wheels 40. At this time, the torque T _in from the engine 10 transmitted to the ring gear R and the torque T _mg from the motor generator 22 transmitted to the sun gear S are expressed by the torque ratio T _in / T _mg as a predetermined ratio 1 / ρ. The planetary gear mechanism 20 performs a torque combining operation in which the torque is combined and transmitted from the carrier CR to the drive wheel 40. Further, the power P _eng -P _ge -P _in transmitted from the engine 10 to the transmission 14 is shifted by the transmission 14 and transmitted to the drive wheels 40.

As described above, by changing the torque of the motor generator 22, it is possible to change the power P _in is transmitted to the planetary gear mechanism 20. Then, by changing the torque of the starter generator 16 (regenerative torque), it is possible to change the generated power P _ge of the starter generator 16, changes the power P _eng -P _ge -P _in which is transmitted to the transmission 14 Can be made. Therefore, the electronic control unit 42 controls the torque T _mg of the motor generator 22 and the torque (regenerative torque) T _ge of the starter generator 16, so that the power P _eng −P _ge −P _in transmitted to the transmission 14 is it is possible to perform the power distribution control for controlling distribution of power P _in is transmitted to the planetary gear mechanism 20. At that time, regardless of the speed ratio γ of the transmission 14, the power P _eng −P _ge −P _in transmitted to the transmission 14 and the power P _in transmitted to the planetary gear mechanism 20 are actively distributed. Can be controlled. Furthermore, the power transmitted to the drive wheels 40 can be controlled by the power P _mg of the motor generator 22 and the generated power P _ge of the starter generator 16. When ignoring the power loss, when the power P _mg of the motor generator 22 is equal to the generated power P _ge of the starter generator 16, the power transmitted to the drive wheels 40 is equal to the power P _{eng of the} engine 10. When the power P _mg of the motor generator 22 is larger than the generated power P _ge of the starter generator 16, the power transmitted to the drive wheels 40 is larger than the power P _{eng of the} engine 10, and the power P of the motor generator 22 is increased. _{When mg} is smaller than the generated power _Pge of the starter generator 16, the power transmitted to the drive wheels 40 is smaller than the power _{Peng of the} engine 10. When there is a difference between the power P _mg of the motor generator 22 and the generated power P _ge of the starter generator 16, the difference is absorbed by charging or discharging of the power storage device.

  As shown in the upper collinear diagram of FIG. 5, when the rotation of the sun gear S is in the same direction as the rotation of the ring gear R (mainly at high vehicle speed), the motor generator 22 performs power running operation. (Functions as an electric motor). On the other hand, when the rotation of the sun gear S reversely rotates with the rotation of the ring gear R (mainly at a low vehicle speed) as shown in the lower collinear diagram in FIG. 5, the motor generator 22 is in a regenerative operation. (Functions as a generator). For this reason, the power distribution control is preferably performed mainly at high vehicle speeds.

Further, when the kinetic energy of the vehicle is regenerated (during the deceleration operation of the vehicle), the electronic control unit 42 rotates in the reverse direction to the sun gear S by torque control of the motor generator 22 as shown by the arrow in the collinear diagram of FIG. A torque T _mg (downward in the collinear diagram of FIG. 6) is applied. As a result, the power of the drive wheels 40 is distributed and transmitted to both the transmission 14 and the planetary gear mechanism 20 as shown in FIG. The power transmitted from the drive wheel 40 to the planetary gear mechanism 20 is distributed and transmitted to the starter generator 16 and the motor generator 22. At this time, the torque T _out transmitted from the drive wheel 40 to the carrier CR is distributed to the ring gear R and the sun gear S in a state where the torque ratio T _in / T _mg is a predetermined ratio 1 / ρ, and the starter generator The planetary gear mechanism 20 performs a torque distribution operation to be transmitted to the motor 16 and the motor generator 22, respectively. The power transmitted from the drive wheel 40 to the transmission 14 is transmitted to the starter generator 16. The power transmitted to the starter generator 16 and the motor generator 22 is converted into electric power generated by the regenerative operation of the starter generator 16 and the motor generator 22, respectively.

Even when the kinetic energy of the vehicle is regenerated, the power transmitted to the planetary gear mechanism 20 can be actively controlled by the torque control of the motor generator 22, and transmitted to the transmission 14 by the torque control of the starter generator 16. Power can be actively controlled. Therefore, the electronic control unit 42 controls the torque T _mg of the motor generator 22 and the torque T _ge of the starter generator 16 to distribute the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20. Power distribution control to be controlled can be executed. Further, the regenerative operation of the motor generator 22 and the starter generator 16 can convert the power of the drive wheels 40 into the generated power of the motor generator 22 and the starter generator 16. The electronic control unit 42 determines whether or not the kinetic energy of the vehicle is regenerated based on, for example, the accelerator pedal operation amount or the brake pedal operation amount detected by a sensor (not shown). Whether or not it is time).

  Next, a preferred specific example when the power distribution control is executed by the electronic control unit 42 will be described.

Here, it is possible to improve the power transmission efficiency by performing the power transmission via the planetary gear mechanism 20 rather than performing the power transmission via the transmission (CVT) 14. Further, when the torque transmitted to the transmission 14 is small, the power transmission efficiency in the transmission 14 is reduced. Therefore, the electronic control unit 42, when performing the power distribution control controls the torque T _mg of the torque T _ge and the motor generator 22 of the starter-generator 16 based on the torque Te of the engine 10, that is, transmitted to the transmission 14 It is preferable to control the distribution of the power to be transmitted and the power transmitted to the planetary gear mechanism 20. More specifically, the electronic control unit 42 increases the torque (regenerative torque) T _{ge of the} starter generator 16 and the torque T _mg of the motor generator 22 with respect to the decrease in the torque Te of the engine 10, thereby transmitting the transmission 14. It is preferable to reduce the distribution of power transmitted to the planetary gear mechanism and increase the distribution of power transmitted to the planetary gear mechanism 20. The torque Te of the engine 10 can be estimated from, for example, the throttle opening A detected by a sensor (not shown) and the rotational speed ω _{eng of the} engine 10.

Further, in the continuously variable transmission 14 that changes the speed ratio γ by changing the contact diameter ratio r1 / r2 of the endless belt 34 to the primary pulley 30 and the secondary pulley 32, the contact diameter ratio r1 / r2 is separated from 1. As the power transmission efficiency decreases. Therefore, when executing the power distribution control, the electronic control unit 42 controls the torque T _ge of the starter generator 16 and the torque T _mg of the motor generator 22 based on the contact diameter ratio r1 / r2, thereby allowing the transmission 14 to It is preferable to control the distribution of the transmitted power and the power transmitted to the planetary gear mechanism 20. More specifically, the electronic control unit 42, the contact radius ratio r1 / r2 is to increase the torque T _mg of the torque (regenerative torque) T _ge and the motor generator 22 of the starter generator 16 whereas the distance from the 1 It is preferable to reduce the distribution of power transmitted to the transmission 14 and increase the distribution of power transmitted to the planetary gear mechanism 20. The contact diameter ratio r1 / r2 here can be obtained from, for example, the speed ratio γ (= the rotational speed ω _{eng of the} engine 10 / the rotational speed ω _out of the output shaft 36). Therefore, the electronic control unit 42 distributes the torque T _ge of the starter generator 16 and the torque T _mg of the motor generator 22 (the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20 based on the speed ratio γ. ) Can be controlled. Even when the transmission 14 is a toroidal continuously variable transmission that changes the gear ratio γ by changing the contact diameter ratio r1 / r2 of the roller to the input / output disk, the electronic control unit 42 can control the power distribution. when running in, it is preferable to control the torque T _mg of the torque T _ge and the motor generator 22 of the starter-generator 16 based on the contact radius ratio r1 / r2. The contact diameter ratio r1 / r2 here can be obtained from, for example, the speed ratio γ or the roller tilt angle.

Further, when the maximum torque transmission capacity of the transmission 14 is reduced and set to be smaller than the maximum torque of the engine 10, the torque transmitted from the engine 10 to the transmission 14 exceeds the maximum torque transmission capacity of the transmission 14. Then, slippage occurs in the transmission 14. Therefore, when executing the power distribution control, the electronic control device 42 controls the starter generator 16 so that the torque transmitted from the engine 10 to the transmission 14 does not exceed the maximum torque transmission capacity (predetermined amount) of the transmission 14. It is preferable to control the distribution of the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20 by controlling the torque T _ge and the torque T _mg of the motor generator 22. More specifically, when the electronic control unit 42 determines that the torque Te of the engine 10 is larger than the maximum torque transmission capacity of the transmission 14, the torque Te−T _ge − transmitted from the engine 10 to the transmission 14. T _in it is preferable to control the torque of the starter generator 16 so as to fall below the maximum torque transfer capacity of the transmission 14 (regenerative torque) T _ge and torque _{T mg (= ρ × T in} ) of the motor generator 22. With this control, it is possible to reduce the torque transmitted to the transmission 14 in a high-load traveling state where the torque of the engine 10 is large, and to reduce the maximum torque transmission capacity of the transmission 14.

  If the maximum torque transmission capacity of the transmission 14 can be reduced, the transmission efficiency of the transmission 14 is also improved. Therefore, in a low-load running state where the torque of the engine 10 is small, the power transmission efficiency may be optimal when power is transmitted by the transmission 14 without transmitting power to the planetary gear mechanism 20. In a low-load traveling state where the transmission torque to the transmission 14 is originally reduced, if the torque transmitted to the transmission 14 is further reduced by power distribution control, the transmission efficiency of the transmission 14 is reduced, resulting in a power transmission system. This is because the transmission efficiency as a whole may decrease. Therefore, when the electronic control unit 42 determines that the torque Te of the engine 10 is smaller than the set value (a value sufficiently smaller than the maximum torque transmission capacity of the transmission 14), the electronic control unit 42 does not perform power distribution control (the planetary gear mechanism 20). Power transmission by the transmission 14 is preferable. That is, the electronic control unit 42 preferably performs power distribution control when it is determined that the torque Te of the engine 10 is equal to or greater than a set value.

In the power output system according to the present embodiment, EV (Electric Vehicle) running that drives the vehicle with the power of the motor generator 22 without transmitting the power of the engine 10 to the drive wheels 40 can also be performed. When this EV traveling is performed, the electronic control unit 42 controls the clutches C1 and C2 to the released state and controls the brake B1 to the engaged state. That is, as shown in FIG. 8, the engine 10, the starter generator 16, and the drive wheel 40 are controlled so that the coupling via the transmission 14 and the planetary gear mechanism 20 is released and the rotation of the ring gear R is locked. . In this state, the electronic control unit 42 executes EV traveling control for controlling the power transmitted between the motor generator 22 and the drive wheels 40 by controlling the torque T _mg of the motor generator 22. The EV traveling control is preferably performed mainly at a low vehicle speed.

When the vehicle is driven in the forward direction by the power of the motor generator 22, the electronic control unit 42 causes the torque T _mg in the forward rotation direction to act on the sun gear S by torque control of the motor generator 22. As a result, the power running operation of the motor generator 22 is performed, and the power of the motor generator 22 is shifted (decelerated) by the planetary gear mechanism 20 and transmitted to the drive wheels 40. On the other hand, when regenerating the kinetic energy of the vehicle (when the vehicle is decelerating), the electronic control unit 42 causes the torque T _mg in the reverse direction to act on the sun gear S by torque control of the motor generator 22. As a result, the regenerative operation of the motor generator 22 is performed, and the power of the drive wheels 40 is transmitted to the motor generator 22 via the planetary gear mechanism 20 and converted to the generated power of the motor generator 22.

  When the EV control is executed, the electronic control unit 42 is transmitted between the motor generator 22 and the drive wheels 40 in a state where the operation of the engine 10 and the starter generator 16 is stopped as shown in FIG. Power can be controlled. Alternatively, when executing the EV traveling control, the electronic control unit 42 controls the power transmitted from the engine 10 to the starter generator 16 by the regenerative operation of the starter generator 16 after starting the engine 10 by the starter generator 16. The power transmitted between the motor generator 22 and the drive wheel 40 can also be controlled. With this power control, as shown in FIG. 10, the power of the engine 10 can be converted into the generated power of the starter generator 16, and the motor generator 22 is operated by using the generated power to perform the power running operation. Can be transmitted to the drive wheel 40.

  Here, for example, whether or not to operate the engine 10 and the starter generator 16 can be selected based on the state of charge of the power storage device such as the SOC of the battery. More specifically, the electronic control device 42 stops the operation of the engine 10 and the starter generator 16 when the battery SOC (charged state of the power storage device) is equal to or greater than a set amount when executing EV traveling control. Select the direction. On the other hand, when executing the EV traveling control, if the SOC of the battery is lower than the set amount, the electronic control unit 42 selects the method of operating the engine 10 and performing the regenerative operation of the starter generator 16. Thus, EV traveling can be performed so as to keep the state of charge of the power storage device (SOC of the battery) within an appropriate range. Further, EV traveling can be performed even when the SOC of the battery is low. The SOC of the battery can be estimated based on, for example, a battery current and a battery voltage detected by a sensor (not shown).

In the power output system according to the present embodiment, when the vehicle is driven by the power of the engine 10, the driving of the vehicle can be assisted by the power of the motor generator 22. In that case, the electronic control unit 42 controls the clutch C2 to the released state and controls the clutch C1 to the engaged state. That is, as shown in FIG. 11, the engine 10, the starter generator 16 and the drive wheel 40 are coupled via the transmission 14, and the engine 10, the starter generator 16 and the drive wheel 40 are coupled via the planetary gear mechanism 20. By controlling to the state in which is released, power is transmitted between the engine 10 and the drive wheels 40 via the transmission 14. Furthermore, as shown in FIG. 11, the electronic control unit 42 controls the brake B1 to be in an engaged state, thereby controlling the rotation of the ring gear R to be locked. In this state, the electronic control unit 42 executes power assist control for controlling the power transmitted between the motor generator 22 and the drive wheels 40 by controlling the torque T _mg of the motor generator 22. When this power assist control is executed, the electronic control unit 42 controls the operating state of the engine 10 so that the power of the engine 10 becomes a predetermined value that enables high-efficiency operation, and the required power of the vehicle (load) and the engine 10 are controlled. Can be compensated for by the power of the motor generator 22. The power assist control is preferably performed mainly at high vehicle speeds.

When the required power of the vehicle is larger than the power of the engine 10 when the vehicle is driven in the forward direction by the power of the engine 10, the electronic control unit 42 applies the torque T in the forward direction to the sun gear S by the torque control of the motor generator 22. _{Act mg} . Thus, the power running operation of the motor generator 22 is performed, and the power of the motor generator 22 is shifted (decelerated) by the planetary gear mechanism 20 and transmitted to the drive wheels 40 as shown in FIG. At the same time, the power of the engine 10 is shifted by the transmission 14 and transmitted to the drive wheels 40 as shown in FIG. On the other hand, when the required power of the vehicle is smaller than the power of engine 10, electronic control unit 42 applies torque T _mg in the reverse direction to sun gear S by torque control of motor generator 22. As a result, the regenerative operation of the motor generator 22 is performed, and the power of the drive wheels 40 is transmitted to the motor generator 22 via the planetary gear mechanism 20 and converted to the generated power of the motor generator 22.

In addition, when regenerating the kinetic energy of the vehicle (during the deceleration operation of the vehicle), the electronic control unit 42 causes the torque T _mg in the reverse direction to act on the sun gear S by the torque control of the motor generator 22. As a result, the regenerative operation of the motor generator 22 is performed, and the power of the drive wheels 40 is transmitted to the motor generator 22 via the planetary gear mechanism 20 and converted into the generated power of the motor generator 22 as shown in FIG. . At the same time, by performing the regenerative operation of the starter generator 16, the power of the drive wheels 40 is transmitted to the starter generator 16 via the transmission 14 and converted into the generated power of the starter generator 16 as shown in FIG. 13. . Note that the clutch C1 can be released when the kinetic energy of the vehicle is regenerated. In that case, by performing the regenerative operation of the motor generator 22, as shown in FIG. 14, the power of the drive wheels 40 is transmitted to the motor generator 22 via the planetary gear mechanism 20, and converted into the generated power of the motor generator 22. Is done.

  In addition, the electronic control unit 42 controls the power transmitted from the engine 10 to the starter generator 16 by the regenerative operation of the starter generator 16 (generated power of the starter generator 16) during the power assist control. The power transmitted to the transmission 14 can be controlled, and the power transmitted between the motor generator 22 and the drive wheels 40 can also be controlled. With this power control, as shown in FIG. 15, the power of the engine 10 can be distributed between the generated power of the starter generator 16 and the power transmitted to the transmission 14, and the generated power of the starter generator 16 is used. By performing the power running operation of the motor generator 22, the power of the motor generator 22 can be transmitted to the drive wheels 40. That is, when power is transmitted between the engine 10 and the drive wheel 40, the distribution of power transmitted through the transmission 14 and power transmitted through the starter generator 16 and the motor generator 22 can be controlled. it can.

As described above, when the maximum torque transmission capacity of the transmission 14 is reduced and set to be smaller than the maximum torque of the engine 10, the torque transmitted from the engine 10 to the transmission 14 becomes the maximum torque transmission capacity of the transmission 14. If it exceeds, slippage will occur in the transmission 14. Therefore, when executing the power assist control, the electronic control unit 42 controls the starter generator 16 so that the torque transmitted from the engine 10 to the transmission 14 does not exceed the maximum torque transmission capacity (predetermined amount) of the transmission 14. It is preferable to control the torque _Tge . More specifically, when the electronic control unit 42 determines that the torque Te of the engine 10 is larger than the maximum torque transmission capacity of the transmission 14, the torque Te− _Tge transmitted from the engine 10 to the transmission 14 is It is preferable to control the torque (regenerative torque) _Tge of the starter generator 16 so as to be lower than the maximum torque transmission capacity of the transmission 14. Then, to compensate for the decrease amount of torque transmitted to the drive wheels 40 by the regeneration torque T _ge of the starter generator 16 by power torque T _mg of the motor generator 22.

Further, in the power output system according to the present embodiment, when performing a starting operation of driving the stopped vehicle in the forward direction (driving the stopped driving wheel 40 in the forward rotation direction), the electronic control device 42 is The clutches C1 and C2 are controlled to the released state, and the brake B1 is controlled to the engaged state. In this state, the electronic control device 42 causes the vehicle to start in the forward direction by causing the torque T _mg in the normal rotation direction to act on the sun gear S by torque control of the motor generator 22.

  The electronic control device 42 can perform torque control of the motor generator 22 in a state where the operation of the engine 10 is stopped when executing the start operation. Alternatively, the electronic control device 42 can also perform torque control of the motor generator 22 while the engine 10 is being operated when executing the starting operation. Here, for example, it is possible to select whether or not to operate the engine 10 based on the required torque of the drive wheels 40. More specifically, the electronic control unit 42 selects the one to stop the operation of the engine 10 when the required torque of the drive wheels 40 is equal to or less than a set value when executing the start operation. On the other hand, if the required torque of the drive wheels 40 is larger than the set value when executing the starting operation, the electronic control unit 42 selects the direction for operating the engine 10. As a result, when the current of motor generator 22 increases, power can be generated by starter generator 16 using the power of engine 10, and a reduction in the state of charge of the power storage device (battery SOC) can be suppressed. . Further, when the vehicle suddenly starts, it is possible to quickly switch from EV traveling to traveling using the power of the engine 10. The required torque of the drive wheel 40 can be set from, for example, an accelerator opening detected by a sensor (not shown).

Further, in the power output system according to the present embodiment, when performing a reverse traveling operation for reversing the vehicle, the electronic control unit 42 controls the clutches C1 and C2 to be in a released state and controls the brake B1 to be in an engaged state. . In this state, the electronic control unit 42 causes the vehicle to move backward by applying the torque T _mg in the reverse direction to the sun gear S by torque control of the motor generator 22.

  In the power output system according to the present embodiment, when the engine start operation for starting the stopped engine 10 is executed, the electronic control unit 42 controls the clutches C1 and C2 to be in a released state (although not essential). The brake B1 is controlled to be engaged). In this state, the electronic control unit 42 performs cranking of the engine 10 by transmitting the power of the starter generator 16 to the engine 10 by the power running operation of the starter generator 16. When the engine 10 is cranked, the vibration source and the planetary gear mechanism 20 having the vibration element are separated from the source 10 by releasing the clutches C1 and C2. Can do. The engine starting operation can be performed when the vehicle is stopped, or can be performed when the vehicle is traveling (EV traveling).

  In each operation of the present embodiment described above, the engagement / release of the clutches C1, C2 and the brake B1 is summarized as shown in the following table. However, in the table below, ○ indicates engagement, and the blank indicates release.

In the present embodiment described above, when power is transmitted between the engine 10 and the drive wheels 40 via both the transmission 14 and the planetary gear mechanism 20, the torque _Tge of the starter generator 16 and the motor generator 22 are By controlling the torque T _mg , the distribution of the power P _eng -P _ge -P _in transmitted to the transmission 14 and the power P _in transmitted to the planetary gear mechanism 20 can be actively controlled. For example, in a state where the power transmission efficiency of the transmission 14 is reduced, such as when the torque of the input shaft 26 is small or when the contact diameter ratio r1 / r2 of the endless belt 34 to the primary pulley 30 and the secondary pulley 32 is far from 1. , the torque of the starter generator 16 to increase the torque T _mg of (regenerative torque) T _ge and the motor generator 22, planetary gear mechanism together with reducing distribution of power P _eng -P _ge -P _in which is transmitted to the transmission 14 By increasing the distribution of the power P _in transmitted to the power 20, the power transmission efficiency can be improved. In a state where torque Te of the engine 10 is greater than the maximum torque transfer capacity of the transmission 14, by increasing the torque T _mg of the torque (regenerative torque) T _ge and the motor generator 22 of the starter generator 16, the transmission 14 By reducing the distribution of the transmitted power P _eng -P _ge -P _in and increasing the distribution of the power P _in transmitted to the planetary gear mechanism 20, the maximum torque transmission capacity of the transmission 14 is set to be small. Also, the slippage of the transmission 14 can be suppressed. As described above, according to the present embodiment, the distribution of the power P _eng -P _ge -P _in transmitted to the transmission 14 and the power P _in transmitted to the planetary gear mechanism 20 can be appropriately controlled. The maximum torque transmission capacity of the transmission 14 can be reduced and the power transmission efficiency can be improved. Furthermore, since the power P _mg can be generated in the motor generator 22 using the generated power P _ge of the starter generator 16, it is transmitted to the transmission 14 even when the state of charge of the power storage device (battery SOC) is low. It is possible to actively control the distribution of the power P _eng -P _ge -P _in and the power P _in transmitted to the planetary gear mechanism 20. Furthermore, by setting the maximum output of starter generator 16 to be equal (or substantially equal) to the maximum output of motor generator 22, the generated power of starter generator 16 can be used efficiently for the power of motor generator 22. Therefore, even when the SOC of the battery is low, the generated power P _ge of the starter generator 16 and the power P _mg of the motor generator 22 are increased to distribute the power P _eng −P _ge −P _in transmitted to the transmission 14. a slight proportion can be increased distribution of power P _in is transmitted to the planetary gear mechanism 20, thereby improving the power transmission efficiency.

  In Patent Documents 4 to 6, the input / output shafts of the continuously variable transmission can be connected by another transmission device (for example, a gear or a chain), and the engine power is supplied to both the continuously variable transmission and the transmission device. Through the load. However, in Patent Documents 4 to 6, power transmission through the transmission can be performed only when the gear ratio of the continuously variable transmission is at a specific value. On the other hand, in the present embodiment, power can be transmitted via the planetary gear mechanism 20 regardless of the value of the transmission gear ratio γ of the transmission 14. Therefore, power transmission efficiency can be improved over a wide range of gear ratio γ.

  Further, in order to improve the effect of reducing the maximum torque transmission capacity of the transmission 14, the maximum torque of the starter generator 16 (maximum regenerative torque) and the maximum torque of the motor generator 22 are increased, and the transmission from the engine 10 to the transmission 14 is increased. It is desirable to reduce the maximum torque transmitted to the. The maximum torque of the starter generator 16 and the motor generator 22 is determined by the physique, and the maximum torque can be increased as the length in the rotation axis direction is longer, and the maximum torque can be increased as the outer diameter is larger. However, if the lengths of the starter generator 16 and the motor generator 22 in the rotational axis direction are increased in order to increase the maximum torque of the starter generator 16 and the motor generator 22, the axial length of the entire power transmission system (the left and right sides in FIG. (Direction length) also increases, and the power transmission system tends to increase in size. Further, when the outer diameters of the starter generator 16 and the motor generator 22 are increased in order to increase the maximum torque of the starter generator 16 and the motor generator 22, the starter generator 16 and the motor generator 22 may be connected to other rotating members such as the output shaft 36. It becomes easy to interfere with.

  On the other hand, in the present embodiment, the motor generator 22 is disposed at a position closer to the engine 10 than the planetary gear mechanism 20 and is disposed at a position closer to the engine 10, so that the motor generator 22 can output other output shaft 36 and the like. Interference with the rotating member can be suppressed, and the outer diameter of the motor generator 22 can be increased. As a result, the maximum torque of the motor generator 22 can be increased while reducing the length of the motor generator 22 in the rotation axis direction. And by arranging the starter generator 16 adjacent to the motor generator 22 in the direction orthogonal to the output shaft 36, the starter generator 16 can be prevented from interfering with other rotating members such as the output shaft 36, The outer diameter of the starter generator 16 can be increased. As a result, the maximum torque of the starter generator 16 can be increased while reducing the length of the starter generator 16 in the rotation axis direction. Furthermore, by arranging the starter generator 16 adjacent to the motor generator 22, it is possible to make the casing 15 for fixing the stator 16 s of the starter generator 16 and the stator 22 s of the motor generator 22 common. Also by this, the lengths of the starter generator 16 and the motor generator 22 in the rotation axis direction can be shortened, and further, the number of parts can be reduced. Thus, according to the present embodiment, the maximum torque of the starter generator 16 and the motor generator 22 can be increased, so that the effect of reducing the maximum torque transmission capacity of the transmission 14 can be improved. At the same time, the length of the starter generator 16 and the motor generator 22 in the rotational axis direction can be shortened, so that the axial length of the entire power transmission system can be shortened, and the power transmission system can be downsized. it can. As a result, the mounting property on the vehicle can be improved. Furthermore, since the maximum torque of the starter generator 16 can be increased, the torque when the engine 10 is started by the starter generator 16 can be increased, and the startability of the engine 10 can be improved.

  Furthermore, in the present embodiment, during the power generation operation of the starter generator 16, the power from the engine 10 is increased by the transmission mechanism 17 and then transmitted to the starter generator 16 (rotor 16r). The power generation efficiency can be improved by increasing the power generation efficiency. Further, when the engine 10 is started by the starter generator 16, the power from the starter generator 16 (rotor 16r) is transmitted to the engine 10 after being decelerated by the transmission mechanism 17, so that the torque when starting the engine 10 is further increased. Can be made.

  Further, in the present embodiment, EV traveling in which the vehicle is driven by the power of the motor generator 22 without transmitting the power of the engine 10 to the drive wheels 40 with the clutches C1 and C2 disengaged and the brake B1 engaged. It can be performed. Further, during EV traveling, the power generation operation of the starter generator 16 is performed using the power of the engine 10, so that EV traveling can be performed even when the SOC of the battery is low. Further, in the present embodiment, the maximum torque of the motor generator 22 can be increased, and the power of the motor generator 22 can be decelerated by the planetary gear mechanism 20 and transmitted to the drive wheels 40, so that the vehicle ( A sufficient driving force of the driving wheels 40) can be ensured. Furthermore, since sufficient driving force of the vehicle can be secured by the motor generator 22 even during the starting operation, it is not necessary to provide a starting device such as a torque converter between the engine 10 and the transmission 14. Further, since the driving force of the vehicle can be sufficiently secured by the motor generator 22 even during the reverse traveling operation, a forward / reverse switching mechanism for switching whether to reverse the direction of the torque of the engine 10 is provided with the engine 10 and the transmission 14. It is not necessary to provide it between. As a result, the system can be reduced in size.

  In the present embodiment, as shown in FIG. 16, a speed reduction mechanism 50 can be provided inside the rotor 22 r of the motor generator 22 (in the radial direction). In the example shown in FIG. 16, the speed reduction mechanism 50 includes a planetary gear mechanism (single pinion planetary gear) having a sun gear 50s, a carrier 50c, and a ring gear 50r as rotating elements. In the speed reduction mechanism 50, the ring gear 50r is connected to the rotor 22r, the carrier 50c is connected to the sun gear S of the planetary gear mechanism 20, and the sun gear 50s is fixed to the casing 15, whereby the sun gear 50s rotates. Is restrained. The power of the motor generator 22 (rotor 22r) is transmitted to the sun gear S of the planetary gear mechanism 20 after being decelerated by the reduction mechanism 50. According to the configuration example shown in FIG. 16, the torque transmitted from the motor generator 22 to the sun gear S can be increased by the speed reduction mechanism 50, so that the length of the motor generator 22 in the rotation axis direction can be further reduced. The axial length of the entire power transmission system can be further reduced.

“Embodiment 2”
FIG. 17 is a diagram illustrating a schematic configuration of a power output system including a power transmission system according to the second embodiment of the present invention. In the following description of the second embodiment, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted.

  In the present embodiment, the transmission mechanism 17 is omitted as compared with the first embodiment, and the starter generator 16, the motor generator 22, and the planetary gear mechanism 20 are arranged along the rotation center axis direction of the primary pulley 30. In the disposed state, it is accommodated in a space between the engine 10 and the primary pulley 30. The rotation center axis of the starter generator 16, the rotation center axis of the motor generator 22, and the center axis of the planetary gear mechanism 20 coincide with the rotation center axis of the primary pulley 30 and the rotation center axis of the engine 10. The motor generator 22 is disposed at a position between the engine 10 and the planetary gear mechanism 20, the starter generator 16 is disposed at a position between the engine 10 and the motor generator 22, and the starter generator 16 and the motor generator 22 are connected to the engine 10. It is arranged at a close position. That is, the starter generator 16, the motor generator 22, and the planetary gear mechanism 20 are arranged in this order from the engine 10 side to the primary pulley 30 side. In the example shown in FIG. 17, the outer diameter of the stator 16 s of the starter generator 16 is larger than the outer diameter of the stator 22 s of the motor generator 22, and the length of the starter generator 16 in the rotation axis direction is longer than the length of the motor generator 22 in the rotation axis direction. short. Furthermore, the stator 16s of the starter generator 16 and the stator 22s of the motor generator 22 have portions that overlap each other in the radial direction. In the example shown in FIG. 17, the stator winding 16c of the stator 16s and the stator winding 22c of the stator 22s overlap each other in the radial direction, and the starter generator 16 is arranged so that the stator winding 16c is arranged on the outer side in the radial direction of the stator 22s. And the motor generator 22 is arrange | positioned. Since other configurations and operations are the same as those in the first embodiment, the description thereof is omitted.

  According to the present embodiment, the starter generator 16 and the motor generator 22 are arranged at positions close to the engine 10, thereby preventing the starter generator 16 and the motor generator 22 from interfering with other rotating members such as the output shaft 36. The outer diameters of the starter generator 16 and the motor generator 22 can be increased. Therefore, the maximum torque of the starter generator 16 and the motor generator 22 can be increased while reducing the lengths of the starter generator 16 and the motor generator 22 in the rotation axis direction. As a result, the axial length of the entire power transmission system can be shortened, and the effect of reducing the maximum torque transmission capacity of the transmission 14 can be improved.

  Furthermore, in the present embodiment, the starter generator 16 and the motor generator 22 are arranged so that the stator 16s (stator winding 16c) of the starter generator 16 and the stator 22s (stator winding 22c) of the motor generator 22 overlap in the radial direction. Thus, it is possible to further reduce the length of the entire starter generator 16 and the motor generator 22 in the rotation axis direction. Therefore, the axial length of the entire power transmission system can be further shortened.

  In the present embodiment, as shown in FIG. 18, the starter generator 16 (the stator 16 s and the rotor 16 r) can be arranged outside the damper 11 (outside in the radial direction). Since the damper 11 here can be realized with a known configuration, the detailed configuration is not shown in FIG. 18, but for example, the rotary disc 11a connected to the rotor 16r and the clutch C1 are used. The rotating disk 11b that can be coupled to the input shaft 26 (primary pulley 30) of the transmission 14 and the rotating disk 11a and the rotating disk 11b are connected to each other so that the rotating disks 11a and 11b have elasticity in the rotation direction (circumferential direction). And the member 11c. According to the configuration example shown in FIG. 18, the starter generator 16 and the motor generator 22 can be disposed closer to the engine 10 by disposing the damper 11 inside the rotor 16 r (radially inside) of the starter generator 16. it can. Further, the rotor 16r can also serve as flywheel inertia. Therefore, the axial length of the entire power transmission system can be further shortened.

  In the first and second embodiments described above, a hydraulic pump that functions as a hydraulic motor (prime mover) and a hydraulic pump (driven machine) instead of the motor generator 22 that functions as an electric motor (prime mover) and a generator (driven machine). A hydraulic starter pump that functions as a hydraulic motor (prime mover) and a hydraulic pump (driven machine) may be provided instead of the starter generator 16 that is provided with a motor and functions as an electric motor (prime mover) and a generator (driven machine). The hydraulic starter pump here is capable of generating hydraulic oil energy by being rotationally driven using the power from the engine 10, and the hydraulic oil energy generated by the hydraulic starter pump is an accumulator. Accumulated in. Furthermore, the hydraulic starter pump can also generate power based on the energy of the hydraulic oil accumulated in the accumulator to start the stopped engine 10. Further, the hydraulic pump motor generates power by rotating using the hydraulic oil energy generated by the hydraulic starter pump and the hydraulic oil energy accumulated in the accumulator, and outputs the power to the planetary gear mechanism 20. Is possible. Further, the hydraulic pump motor can generate hydraulic oil energy based on the power transmitted from the planetary gear mechanism 20 and accumulate it in the accumulator. The maximum output of the hydraulic pump motor is set equal (or substantially equal) to the maximum output of the hydraulic starter pump. As the hydraulic pump motor and the hydraulic starter pump here, a variable displacement type can be used. The electronic control unit 42 can control the torque of the hydraulic pump motor and the torque of the hydraulic starter pump by controlling the capacity of the hydraulic pump motor and the capacity of the hydraulic starter pump, respectively.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

1 is a diagram illustrating a schematic configuration of a power output system according to Embodiment 1. FIG. FIG. 3 is a collinear diagram showing the rotation speed of each rotating element of the planetary gear mechanism of the first embodiment. It is a figure explaining the power distribution control in Embodiment 1. FIG. It is a figure explaining the flow of the motive power of the motive power output system which concerns on Embodiment 1. FIG. 3 is a collinear diagram illustrating power distribution control in Embodiment 1. FIG. 3 is a collinear diagram illustrating power distribution control in Embodiment 1. FIG. It is a figure explaining the power distribution control in Embodiment 1. FIG. It is a figure explaining EV traveling control in Embodiment 1. FIG. It is a figure explaining EV traveling control in Embodiment 1. FIG. It is a figure explaining EV traveling control in Embodiment 1. FIG. It is a figure explaining the power assistance control in Embodiment 1. FIG. It is a figure explaining the power assistance control in Embodiment 1. FIG. It is a figure explaining the power assistance control in Embodiment 1. FIG. It is a figure explaining the power assistance control in Embodiment 1. FIG. It is a figure explaining the power assistance control in Embodiment 1. FIG. It is a figure which shows the other schematic structure of the power output system which concerns on Embodiment 1. FIG. It is a figure which shows schematic structure of the power output system which concerns on Embodiment 2. FIG. It is a figure which shows the other schematic structure of the power output system which concerns on Embodiment 2. FIG.

Explanation of symbols

  10 engine, 11 damper, 14 transmission, 15 casing, 16 starter generator, 17 transmission mechanism, 20 planetary gear mechanism, 22 motor generator, 26 input shaft, 30 primary pulley, 32 secondary pulley, 34 endless belt, 36 output shaft, 40 drive wheels, 42 electronic control unit, B1 brake, C1, C2 clutch, CR carrier, R ring gear, S sun gear.

Claims (5)

A first power transmission unit capable of shifting power from the engine by a transmission and transmitting the power to a load;
A second power transmission unit capable of transmitting power from the engine to a load via a transmission mechanism provided in parallel to the transmission;
A driven machine that generates energy using power from the engine;
A prime mover that generates power using the energy generated by the driven machine;
A control device for controlling the torque of the prime mover and the torque of the driven machine;
Have
The transmission mechanism is a mechanism capable of performing a torque combining operation of combining the torque from the engine and the torque from the prime mover in a state where the torque ratio is a predetermined ratio and transmitting the combined torque to the load.
When the power is transmitted between the engine and the load via both the transmission and the transmission mechanism, the control device controls the torque of the prime mover and the torque of the driven machine, thereby transmitting the power transmitted to the transmission. Executing power distribution control for controlling distribution of power transmitted to the transmission mechanism;
The transmission includes an input rotation member that transmits power from the engine and an output rotation member that transmits power to the load, and the input rotation member and the output rotation member are in a state in which their rotation center axes are parallel to each other. Are arranged at intervals in a direction perpendicular to the rotation center axis,
The input rotation member is disposed to face the engine in a direction parallel to the rotation center axis thereof.
The transmission mechanism is disposed at a position between the engine and the input rotating member, the prime mover is disposed at a position between the engine and the transmission mechanism,
A power transmission system in which a driven machine is disposed adjacent to an output rotating member and a direction parallel to a rotation center axis thereof and adjacent to a prime mover and a direction orthogonal to the rotation center axis. The power transmission system according to claim 1,
A power transmission system having a speed increasing mechanism for increasing power from an engine and transmitting it to a driven machine. The power transmission system according to claim 1 or 2,
A power transmission system in which a reduction mechanism for reducing the power of the rotor is provided inside the rotor of the prime mover. The power transmission system according to any one of claims 1 to 3,
The first power transmission unit includes a first intermittent mechanism capable of coupling and releasing the engine and the driven machine and the load via the transmission,
The second power transmission unit includes a second intermittent mechanism capable of coupling and releasing the engine and the driven machine and the load via the transmission mechanism,
The control device connects the engine, the driven machine, and the load via the transmission by the first interrupting mechanism, and connects the engine, the driven machine, and the load via the transmission mechanism by the second interrupting mechanism. A power transmission system that performs distribution control . The power transmission system according to any one of claims 1 to 4 ,
The driven machine is a generator that generates electric energy from the power from the engine.
The prime mover is a power transmission system that is an electric motor that generates power using electrical energy generated by a generator .

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