JP6030505B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device that transmits power between an internal combustion engine and a drive wheel of a vehicle.

  Conventionally, as this type of power transmission device, for example, the one disclosed in Patent Document 1 is known. This power transmission device includes a continuously variable transmission that applies the principle of a so-called four-bar link. The continuously variable transmission includes an input shaft and an output shaft connected to a crankshaft of an internal combustion engine and a drive wheel of a vehicle, an eccentric disk and an outer member respectively connected to the input shaft and the output shaft, an eccentric disk and an outer shaft. A connecting rod for connecting the members to each other and a one-way clutch provided between the output shaft and the outer member are provided. The eccentric disk is configured to be able to change the amount of eccentricity with respect to the input shaft, and rotates together with the input shaft by transmission of power from the input shaft.

  In this continuously variable transmission, when the eccentric disk rotates with respect to the input shaft by transmission of power from the internal combustion engine to the input shaft, the connecting rod swings the outer member accordingly. In this case, the outer member and the output shaft are connected by the one-way clutch only when the outer member rotates in one direction with respect to the output shaft, whereby the output shaft rotates. As described above, the power of the internal combustion engine is transmitted to the output shaft in a shifted state via the input shaft, the eccentric disk, the connecting rod, and the outer member. The speed ratio of the continuously variable transmission is changed steplessly by changing the eccentric angle of the eccentric disk with an actuator and changing the swing angle of the outer member that swings as described above.

  Further, in this type of continuously variable transmission, the transmission of power from the output shaft to the outer member is interrupted by the one-way clutch, so that the power of the drive wheels cannot be transmitted to the internal combustion engine. The internal combustion engine using can not be started. For this reason, in the above-described conventional power transmission device, the first gear is provided on the crankshaft of the internal combustion engine, and the second gear is provided on the output shaft connected to the drive wheel, and these first and second gears are provided. Are engaged with each other, and when the internal combustion engine is started using the power of the drive wheels, the power of the drive wheels is transmitted to the internal combustion engine via the second and first gears.

Special table 2012-026181

  As described above, in the conventional power transmission device, power is transmitted from the drive wheels to the internal combustion engine only through the second and first gears. For this reason, for example, when power is transmitted from the drive wheels to the internal combustion engine via the second and first gears during the fuel cut operation of the internal combustion engine that accompanies the deceleration traveling of the vehicle, the transmission of the power is not performed. When the rotational speed of the drive wheels is high at the start, the rotational speed of the internal combustion engine increases greatly and becomes excessive (over rev), and a shock occurs due to excessive braking force by the engine brake, and drivability deteriorates. There is a risk of

  The present invention has been made in order to solve the above-described problems, and it is possible to appropriately apply an engine brake to drive wheels while the vehicle is traveling at a reduced speed, thereby improving drivability. In addition, an object is to provide a power transmission device that can prevent over-rotation of the internal combustion engine.

In order to achieve the above object, the invention according to claim 1 includes a first transmission device T1 for steplessly shifting the power of the internal combustion engine 3 and transmitting it to the drive wheels DW and DW of the vehicle V; A second transmission device T2, T2A, T2B, and T2C that is provided in parallel with the first transmission device T1 and transmits the power in stages between the internal combustion engine 3 and the drive wheels DW. The transmission T1 is configured to be able to change the amount of eccentricity with respect to the input shaft 11 and the input shaft 11 and the input shaft 11 connected to the internal combustion engine 3 and the drive wheel DW, respectively, and by transmitting power from the input shaft 11 A rotating input side member (the eccentric disk 18 in the embodiment (hereinafter the same in this section)), an actuator for changing the amount of eccentricity of the input side member with respect to the input shaft 11 (transmission actuator 14), and the output shaft 12 One end portion and the other end portion are rotatably supported by the output side member (outer ring 21), the input side member, and the output side member, which are rotatably connected to each other, and the other end as the input side member rotates. And connecting the connecting rod 19 that swings the output side member, between the output shaft 12 and the output side member, when the output side member rotates in one direction with respect to the output shaft 12, A first one-way clutch (one-way clutch 23) that is cut off when the side member rotates in the other direction with respect to the output shaft 12, and the second transmission devices T2, T2A, T2B, and T2C The first rotating element (the first sun gear 62, the second sun gear 72, the first to third sun gears 142, 152, 162), the second rotating element (the first carrier 65, the second ring gear 73, the second 1 carrier 45, a second carrier 155, a third ring gear 163), a third rotating element (first ring gear 63, first ring gear 143) and a fourth rotating element (second carrier 76, second ring gear 153), The rotational speed of the fourth rotational element is configured to satisfy a collinear relationship in which the rotational speeds of the fourth rotational elements are arranged in this order on a single straight line in the collinear diagram. First differential devices (first planetary gear device 61, second planetary gear device 71, first planetary gear device 141, second planetary gear device 151, and third planetary gear device 161) connected to the drive wheels DW, respectively. A power transmission changing device (third planetary gear device 81, brake 111, clutch 171) capable of changing the power transmitted between the first rotating element and the internal combustion engine, and a first for braking the third rotating element. 1 brake 91, 121, second brakes 101 and 131 for braking the fourth rotating element, one rotating element among the first to fourth rotating elements, and the other rotating element for the second rotation A second one-way clutch (one-way clutch) that is connected when the rotation speed of the element is higher than the rotation speed of the first rotation element and is cut off when the rotation speed of the second rotation element is lower than the rotation speed of the first rotation element. OW) .

  According to this configuration, the first transmission is a continuously variable transmission that applies a so-called four-bar link principle. In the first transmission, as the input side member rotates in an eccentric state with respect to the input shaft by the input of power from the internal combustion engine to the input shaft, the connecting rod is connected to the output side via the other end. Rock the member.

  A first one-way clutch is provided between the output side member and the output shaft. The first one-way clutch is provided between the output shaft and the output side member. Connect when rotating in the direction, shut off otherwise. As described above, the power transmitted from the internal combustion engine to the input shaft is transmitted to the output shaft in a shifted state via the input side member, the connecting rod, and the output side member. In this case, by changing the eccentric amount of the input side member with respect to the input shaft by the actuator, the swing angle of the output side member is changed, thereby changing the speed ratio of the first transmission device steplessly. .

  Further, in the first transmission, power can be transmitted from the internal combustion engine to the drive wheels. On the contrary, power transmission from the drive wheels to the internal combustion engine is performed by the first one-way clutch described above. Can not be done. According to the above-described configuration, the second transmission for shifting and transmitting the power stepwise between the internal combustion engine and the drive wheels is provided in parallel with the first transmission.

  The second transmission has a first differential having first to fourth rotating elements. The rotational speeds of the first to fourth rotating elements satisfy the collinear relationship arranged in this order on a single straight line in the collinear diagram. The first rotating element is connected to the internal combustion engine, and the second rotating element is connected to the drive wheels. From the above, the rotational speed relationship among the first to fourth rotating elements, the internal combustion engine, and the drive wheels is expressed as a collinear chart shown in FIG. 98, for example. In the figure, the distance from the horizontal line indicating the value 0 to the white circle on the vertical line corresponds to the number of rotations of each rotation element. The same applies to other nomographs described later.

  The power transmitted between the first rotating element and the internal combustion engine is changed by the power transmission changing device, and the third and fourth rotating elements are braked by the first and second brakes, respectively. Therefore, while the vehicle is traveling at a reduced speed, the power transmission changing device transmits power between the first rotating element and the internal combustion engine, and the third or fourth rotating element is braked by the first or second brake. As can be seen from 98, the power of the driving wheel due to inertia is applied via the second rotating element and the first rotating element with the braking force of the first or second brake acting on the third or fourth rotating element as a reaction force. Can be transmitted to the internal combustion engine. Therefore, the braking force by the engine brake transmitted to the first rotating element can be appropriately transmitted to the drive wheels.

  In this case, when the rotational speed of the drive wheel is relatively high, the braking of the third rotational element by the first brake is released, and the fourth rotational element is braked by the second brake, so that the The ratio of the rotational speed of the one-rotation element and the internal combustion engine can be reduced. As a result, the transmission of power between the internal combustion engine and the drive wheels via the second transmission can be performed at a higher speed gear stage, so that an increase in the rotational speed of the internal combustion engine can be suppressed, and consequently the internal combustion engine It is possible to prevent excessive braking of the engine and excessive braking force due to engine braking.

  Further, when the rotational speed of the drive wheel is relatively low, the braking of the fourth rotating element by the second brake is released, and the third rotating element is braked by the first brake, so that it is transmitted to the first rotating element. The ratio of the braking force transmitted to the driving wheel with respect to the braking force can be increased. As a result, power can be transmitted between the internal combustion engine and the drive wheels via the second transmission device at a lower speed, so that the braking force generated by the engine brake can be sufficiently transmitted to the drive wheels. Can do. As described above, the engine brake can be appropriately applied to the drive wheels during the vehicle traveling at a reduced speed, thereby improving drivability and preventing the engine from over-rotating.

  Further, when the power of the internal combustion engine is transmitted to the drive wheels via the first transmission while the vehicle is traveling, the transmission of power between the internal combustion engine and the first rotating element is blocked by the power transmission change device. Thus, transmission of the power of the internal combustion engine to the drive wheels via the second transmission can be interrupted. Thereby, the transmission of the power of the internal combustion engine to the drive wheels via the first transmission can be performed without hindrance.

FIG. 98 shows the case where the first rotating element is directly connected to the internal combustion engine and the second rotating element is directly connected to the drive wheel. However, this is merely an example and is connected via a gear, a chain, a sprocket, or the like. Of course, you can do it.
Further, according to the configuration described above, when the rotation speed of the second rotation element is higher than the rotation speed of the first rotation element, one rotation element among the first to fourth rotation elements and the other rotation element The two one-way clutches are connected between the two rotating elements. While the vehicle is traveling at a reduced speed, the power transmission change device transmits power between the first rotating element and the internal combustion engine, and when the braking by the first and second brakes is released, the braking force by the engine brake changes the power transmission. By being transmitted to the first rotating element via the device, the rotational speed of the first rotating element is reduced with respect to the second rotating element. Since this and the braking of the 3rd and 4th rotation elements are cancelled | released, the rotation speed of a 2nd rotation element becomes higher than the rotation speed of a 1st rotation element, and, thereby, 1st-4th A second one-way clutch connects between one of the rotating elements and the other rotating element. Thereby, as a result of the first to fourth rotating elements rotating integrally, the braking force by the engine brake transmitted to the first rotating element is also transmitted to the second rotating element.
In this case, since the first to fourth rotating elements rotate integrally, as described above, unlike the case where the third or fourth rotating element is braked by the first or second brake, the rotational speed of the first rotating element is It does not become higher than the rotation speed of the second rotation element, and thereby it is possible to prevent excessive rotation of the internal combustion engine and excessive braking force due to engine braking. Also, unlike the hydraulic or electromagnetic clutch, the second one-way clutch is automatically switched according to the relationship between the rotational speeds of the first rotating element and the second rotating element, so that the above-described operation is performed. Above, no special control of the second one-way clutch itself is necessary.

Invention provides a power transmission device according to claim 1, the dynamic force transmission changing unit, the fifth rotating element capable of transmitting power between each other (the third sun gear 82), the sixth rotary element according to claim 2 (Third ring gear 83) and a seventh rotation element (third carrier 86), and the rotational speeds of the fifth to seventh rotation elements are arranged in this order on a single straight line in the alignment chart. A second differential device (third planetary gear device 81) connected to the internal combustion engine 3 and a sixth rotational element connected to the first rotational element, respectively, and a braking force. , And a brake 111 for braking the seventh rotating element.

  According to this configuration, the power transmission change device has the second differential device, and the rotation speeds of the fifth to seventh rotation elements of the second differential device are on a single straight line in the nomograph. The collinear relationships arranged in this order are satisfied. The fifth rotating element is connected to the internal combustion engine, and the sixth rotating element is connected to the first rotating element. Thus, the 1st rotation element is connected with the internal-combustion engine via the 2nd differential. From the above, the rotational speed relationship among the first to seventh rotating elements, the internal combustion engine, and the drive wheels is expressed as a collinear chart shown in FIG. 99, for example. In the same figure, the thick solid line shows the rotational speed relationship between the first to fourth rotating elements, and the thick dashed line shows the rotational speed relationship between the fifth to seventh rotating elements. Since the seventh rotating element is braked by the brake, as is apparent from FIG. 99, the braking force of this brake is changed to connect the internal combustion engine connected to the fifth rotating element and the sixth rotating element. The power transmitted to the first rotating element that has been made can be freely changed.

  FIG. 99 shows the case where the fifth rotating element is directly connected to the internal combustion engine and the second rotating element is connected to the drive wheel. However, FIG. 99 is merely an example, and is connected via a gear, a chain, a sprocket, or the like. Of course, you can do it.

The invention according to claim 3 is the power transmission device according to claim 1, wherein the first differential gear (the first planetary gear device 141, the second planetary gear device 151, and the third planetary gear device 161) is the first To a fourth rotating element (third carrier 166) capable of transmitting power to the fourth rotating element, and the rotation speeds of the first to fifth rotating elements are arranged in this order on a single straight line in the alignment chart. The second transmission devices T2B and T2C further include third brakes 181 and 211 for braking the fifth rotation element.

  According to this configuration, the first differential device further includes the fifth rotation element in addition to the first to fourth rotation elements, and the rotation speeds of the first to fifth rotation elements are as shown in the collinear diagram. It satisfies the collinear relationship arranged in this order on a single straight line. From the above, the rotational speed relationship among the first to fifth rotating elements, the internal combustion engine, and the drive wheels is expressed as a collinear chart shown in FIG. 100, for example. Further, the fifth rotating element is braked by the third brake.

Further, during deceleration traveling of the vehicle, when the rotational speed of the driving wheels is very high, as well as transferring power between the internal combustion engine and the first rotating element by movement force transmission changing unit, the third by the first or second brake Alternatively, when the fourth rotation element is braked, the rotation speed of the first rotation element to which the internal combustion engine is connected becomes higher than the rotation speed of the second rotation element, and as a result, the rotation speed of the internal combustion engine is greatly increased. There is a risk of excessive engine braking and excessive braking force due to engine braking.

  In this case, the braking of the first and second brakes is released, and the fifth rotating element is braked by the third brake, so that the driving wheel of the driving wheel is compared with the case where the fourth rotating element is braked by the second brake. The ratio of the rotational speed of the first rotational element and the internal combustion engine to the rotational speed can be reduced, whereby the increase in the rotational speed of the internal combustion engine is suppressed, and consequently the braking force due to over-rotation of the internal combustion engine and engine braking is reduced. Excessive increase can be prevented.

  Note that FIG. 100 shows the case where the first rotating element is directly connected to the internal combustion engine and the second rotating element is connected to the driving wheel, but this is merely an example and is connected via a gear, a chain, a sprocket, or the like. Of course, you can do it.

According to a fourth aspect of the present invention, in the power transmission device according to any one of the first to third aspects, the first brake prevents the third rotating element from rotating in one direction and in the other direction. A third one-way clutch (first brake 91) capable of executing a first blocking operation that allows rotation and a first releasing operation that releases the first blocking operation to allow rotation of the third rotating element; The second brake blocks the rotation of the fourth rotating element in one direction and allows the second rotating operation to rotate in the other direction, and the second blocking operation to allow the rotation of the fourth rotating element. It is characterized by comprising a fourth one-way clutch (second brake 101) capable of executing a second releasing operation for releasing the operation.

  According to this configuration, the first brake blocks the rotation of the third rotating element in one direction and allows the first blocking operation that allows the rotation of the third rotating element in the other direction and the rotation of the third rotating element. In order to achieve this, the third one-way clutch is configured to be capable of executing the first release operation for releasing the first blocking operation. The second brake blocks the rotation of the fourth rotating element in one direction and the second blocking operation for allowing the rotation in the other direction and the rotation of the fourth rotating element to allow the rotation of the fourth rotating element. It is comprised by the 4th one-way clutch which can perform the 2nd cancellation | release operation | movement which cancels | releases 2 block | prevention operation | movement.

  As is apparent from FIG. 98 described above, when the power of the internal combustion engine is transmitted to the drive wheels via the first transmission during the traveling of the vehicle, the rotational speed of the drive wheels is relatively low, thereby When the rotation speed of the second rotation element connected to the drive wheel is lower than the rotation speed of the first rotation element connected to the internal combustion engine, the third and fourth rotation elements determined by the relationship between the two rotation speeds The direction of rotation is the reverse direction. From this state, when the vehicle shifts to decelerating and the braking force by the engine brake is transmitted to the first rotating element while the braking of the first and second brakes is released, it is transmitted to the second rotating element. The inertia torque of the driving wheel is transmitted to the third and fourth rotating elements by using the braking force by the engine brake transmitted to the first rotating element as a reaction force, whereby the third and fourth rotating elements are transmitted. Will rotate forward.

  Therefore, for example, in the case described above, the braking force by the engine brake is reduced by the forward rotation of the third rotating element by the first blocking operation of the third one-way clutch, so that the braking force by the third one-way clutch is increased. The reaction force can be appropriately transmitted to the drive wheels. In this case, the forward rotation of the third rotating element by the third one-way clutch is automatically performed when the rotational direction of the third rotating element is changed to the forward direction by the action of the engine brake. Unlike the case where the OFF type clutch is used, the above-described operation can be performed without always monitoring the rotation speed of the third rotation element.

  As is clear from FIG. 98, when the power of the internal combustion engine is transmitted to the drive wheels via the first transmission device while the vehicle is running, the rotational speed of the drive wheels is about medium speed. When the rotational speed of the second rotating element connected to the drive wheel is slightly lower than the rotational speed of the first rotating element connected to the internal combustion engine, the third and second speeds determined by the relationship between the rotational speeds of the two rotating elements are determined. The rotation directions of the four rotation elements are the forward rotation direction and the reverse rotation direction, respectively. From this state, when the vehicle shifts to decelerating and the braking force by the engine brake is transmitted to the first rotating element while the braking of the first and second brakes is released, it is transmitted to the second rotating element. The inertia torque of the driving wheel is transmitted to the third and fourth rotating elements by using the braking force by the engine brake transmitted to the first rotating element as a reaction force, whereby the third and fourth rotating elements are transmitted. Both of them will rotate normally.

  For this reason, for example, in the case described above, the third rotation element is allowed to rotate normally by the first release operation of the third one-way clutch, and the fourth rotation element is positively moved by the second blocking operation of the fourth one-way clutch. By preventing the rolling, the braking force by the engine brake can be appropriately transmitted to the drive wheels using the braking force by the fourth one-way clutch as a reaction force. Also in this case, prevention of forward rotation of the fourth rotating element by the fourth one-way clutch is automatically performed when the rotational direction of the fourth rotating element is changed from the reverse rotation direction to the normal rotation direction by the action of the engine brake. Therefore, unlike the case where the ON / OFF type clutch is used, the above-described operation can be performed without always monitoring the rotation speed of the fourth rotation element.

Further, as described in the invention according to claim 1, when the first to fourth rotating elements are integrally rotated by the second one-way clutch, the fifth brake is used as the fifth brake as described in the invention according to claim 3 . When braking the rotating element, the third and fourth rotating elements rotate forward. In these cases, the first and second releasing operations of the third and fourth one-way clutches allow normal rotation of the third and fourth rotating elements, whereby the operations described in the inventions according to claims 1 and 3 Can be performed without hindrance.

According to a fifth aspect of the present invention, in the power transmission device according to any one of the first to third aspects, a failure determination means (ECU2, FIG. 28) for determining whether or not the first transmission device T1 has failed, When it is determined by the determination means that the first transmission device T1 is out of order, the failure-time control means (ECU2, FIG. 47) that controls the operation of the power transmission change device and the first and second brakes 121 and 131. , FIG. 50, FIG. 90, FIG. 93), and the control means for failure is between the internal combustion engine 3 and the first rotating element when the vehicle V is stopped and the internal combustion engine 3 is operated. The power transmission changing device is controlled so as to cut off power transmission (step 83, step 211), and when the internal combustion engine 3 is in operation and the vehicle V is started, the third rotation element is braked. First brake 121 The power transmission is changed so that the power transmitted from the internal combustion engine 3 to the first rotating element gradually increases with the control (step 133, step 263) and release of the braking by the second brake 131 (step 132, step 261). The apparatus is controlled (step 89, step 212).

  According to this configuration, when the failure of the first transmission device is determined by the failure determination means and when it is determined that the first transmission device has failed, the power transmission change device, the first and second power transmission devices, The operation of the brake is controlled by the failure control means. Specifically, when it is determined that the first transmission device has failed, when the vehicle is stopped and the internal combustion engine is operated, power transmission between the internal combustion engine and the first rotating element is performed. The power transmission change device is controlled to shut off. As a result, it is possible to appropriately start and idle the internal combustion engine without driving the drive wheels while the first transmission device is malfunctioning and the vehicle is stopped.

  Further, when it is determined that the first transmission device has failed, when the internal combustion engine is in operation and the vehicle is started, the third rotation element is braked by the first brake, and the braking by the second brake is performed. The power transmission changing device is controlled so that the power transmitted from the internal combustion engine to the driving wheels gradually increases. As a result, during the failure of the first transmission device, as is apparent from the collinear diagram of FIG. 98 described above, power can be transmitted from the internal combustion engine to the drive wheels via the second transmission device, and is also transmitted to the drive wheels. Therefore, the vehicle can be started properly without causing engine stall and shock.

  Further, in this case, since the third rotating element is braked by the first brake, the second rotating element with respect to the torque transmitted to the first rotating element is compared with the case where the fourth rotating element is braked by the second brake. The ratio of transmitted torque can be increased. Therefore, when the vehicle is started by transmitting power to the drive wheels via the second transmission, a larger torque can be transmitted to the drive wheels, and thus the startability of the vehicle can be improved.

According to a sixth aspect of the present invention, in the power transmission device according to the fifth aspect , the failure-time control means performs the first rotation from the internal combustion engine 3 while the internal combustion engine 3 is in operation and the vehicle V is running. The power transmission changing device is controlled so that power is transmitted to the element (step 147, step 275), and braking by the first brake 121 is released (step 145, step 272), and the fourth rotating element is braked. Thus, the second brake 131 is controlled (step 146, step 274).

  According to this configuration, when it is determined that the first transmission device has failed, power is transmitted from the internal combustion engine to the first rotating element while the internal combustion engine is operating and the vehicle is running. As described above, the power transmission changing device is controlled, the braking by the first brake is released, and the fourth rotating element is braked by the second brake. As a result, as is apparent from the alignment chart shown in FIG. 98 during the failure of the first transmission, the first gear connected to the drive wheel is compared with the case where the third rotation element is braked by the first brake. The ratio of the rotation speed of the first rotation element to the rotation speed of the two-rotation element is reduced, and the reduction ratio of the power transmitted from the internal combustion engine to the drive wheels via the second transmission can be reduced. The number of rotations of the wheel can be increased.

It is a figure showing roughly the power transmission device by a 1st embodiment of the present invention with the vehicle to which this is applied. It is a skeleton figure which shows a 1st transmission. FIG. 3 is a diagram showing a cross section taken along line III-III in FIG. 2 when the gear ratio of the first transmission is in a top state. It is a figure which shows the cross section along line III-III of FIG. 2 about the case where the gear ratio of a 1st transmission is in a neutral state. It is a figure for demonstrating operation | movement of the 1st transmission when a gear ratio is a top state. It is a figure for demonstrating operation | movement of a 1st transmission device when a gear ratio is in a neutral state. It is a skeleton figure which shows the 2nd transmission by 1st Embodiment. It is a fragmentary sectional view of the 2nd brake. It is a block diagram which shows ECU etc. of the power transmission device by 1st Embodiment. FIG. 8 is a collinear diagram showing a rotational speed relationship between various types of rotary elements when the gear stage of the second transmission shown in FIG. 7 is the first gear stage. FIG. 8 is a collinear diagram showing a rotational speed relationship between various types of rotary elements when the gear stage of the second transmission shown in FIG. 7 is a second gear stage. FIG. 8 is a collinear diagram showing a rotational speed relationship between various types of rotary elements when the gear stage of the second transmission shown in FIG. 7 is a third gear stage. FIG. 10 is a flowchart illustrating a process for controlling the operation of the second transmission device during deceleration traveling of the vehicle, which is executed by the ECU shown in FIG. 9. It is a flowchart which shows the subroutine of the process for performing the 1st control mode of step 3 of FIG. FIG. 8 is a collinear diagram illustrating a relationship in rotational speed between various types of rotary elements of the second transmission device illustrated in FIG. 7 during traveling of the vehicle immediately before starting the first control mode. FIG. 8 is a collinear diagram showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 7 during execution of the first control mode. It is a flowchart which shows the subroutine of the process for performing the 2nd control mode of step 5 of FIG. FIG. 8 is a collinear diagram illustrating a relationship in rotational speed between various types of rotary elements of the second transmission device illustrated in FIG. 7 during travel of the vehicle immediately before starting the second control mode. FIG. 8 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device illustrated in FIG. 7 during execution of a second control mode. It is a flowchart which shows the subroutine of the process for performing the 3rd control mode of step 7 of FIG. FIG. 8 is a collinear diagram showing a relationship in rotational speed between various types of rotary elements of the second transmission device shown in FIG. 7 during traveling of the vehicle immediately before starting the third control mode. FIG. 8 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device illustrated in FIG. 7 during execution of a third control mode. It is a flowchart which shows the subroutine of the process for performing the 4th control mode of step 8 of FIG. FIG. 8 is a collinear diagram showing a relationship in rotational speed between various types of rotary elements of the second transmission device shown in FIG. 7 during traveling of the vehicle immediately before starting the fourth control mode. FIG. 10 is a collinear diagram showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 7 during execution of a fourth control mode. FIG. 10 is a flowchart showing a process for stopping idling of the engine during deceleration traveling of the vehicle, which is executed by the ECU shown in FIG. 9. FIG. 27 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission shown in FIG. 7 during execution of the process shown in FIG. 26. FIG. 10 is a flowchart showing a process for determining a failure of the first transmission, which is executed by the ECU shown in FIG. 9. FIG. 10 is a flowchart illustrating a process for controlling the operation of the second transmission device during failure of the first transmission device, which is executed by the ECU shown in FIG. 9. FIG. 30 is a collinear diagram illustrating a relationship in rotational speed between various types of rotary elements of the second transmission device illustrated in FIG. 7 when the engine is started while the vehicle is stopped by the process illustrated in FIG. 29. FIG. 30 is a collinear diagram illustrating a relationship between a rotational speed and a torque balance relationship between various types of rotary elements of the second transmission device illustrated in FIG. 7 when the vehicle is started by the process illustrated in FIG. 29. It is a skeleton figure which shows the 2nd transmission by 2nd Embodiment. It is a block diagram which shows ECU etc. of the power transmission device by 2nd Embodiment. It is a flowchart which shows the process for performing 1st control mode by ECU shown in FIG. FIG. 33 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 32, as the vehicle is traveling just before starting the first control mode. FIG. 33 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 32 during execution of the first control mode. It is a flowchart which shows the process for performing 2nd control mode by ECU shown in FIG. FIG. 33 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 32 when the vehicle is traveling just before the start of the second control mode. FIG. 33 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 32 during execution of the second control mode. It is a flowchart which shows the process for performing 3rd control mode by ECU shown in FIG. FIG. 33 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 32, during traveling of the vehicle immediately before starting the third control mode. FIG. 33 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 32 during execution of the third control mode. It is a flowchart which shows the process for performing the 4th control mode by ECU shown in FIG. FIG. 33 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 32 when the vehicle is running just before starting a fourth control mode. FIG. 33 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 32, during execution of the fourth control mode. FIG. 34 is a flowchart showing a process for stopping idling of the engine while the vehicle is decelerating, which is executed by the ECU shown in FIG. 33. FIG. 34 is a flowchart showing a process for controlling the operation of the second transmission device during failure of the first transmission device, which is executed by the ECU shown in FIG. 33. FIG. 49 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 32 when the engine is started while the vehicle is stopped by the process shown in FIG. 47. FIG. 49 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 32 when the vehicle is started by the process shown in FIG. 47. FIG. 34 is a flowchart showing a process for changing the gear position of the second transmission device during a failure of the first transmission device, executed by the ECU shown in FIG. 33. FIG. 33 is a collinear diagram illustrating a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device illustrated in FIG. 32 when the second gear is set to the second gear. . It is a skeleton figure which shows the 2nd transmission by 3rd Embodiment. It is a block diagram which shows ECU etc. of the power transmission device by 3rd Embodiment. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements when the gear stage of the second transmission shown in FIG. 52 is the first gear. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements when the gear stage of the second transmission shown in FIG. 52 is the second gear. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements when the gear stage of the second transmission shown in FIG. 52 is the third gear. FIG. 54 is a flowchart that shows processing for controlling the operation of the second transmission during deceleration traveling of the vehicle, which is executed by the ECU shown in FIG. 53; FIG. 58 is a flowchart showing a subroutine of a process for executing a first control mode in step 152 of FIG. 57. FIG. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 52 during travel of the vehicle immediately before starting the first control mode. FIG. 53 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 52 during execution of the first control mode. It is a flowchart which shows the subroutine of the process for performing the 2nd control mode of step 154 of FIG. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 52 during travel of the vehicle immediately before starting the second control mode. FIG. 53 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 52 during execution of the second control mode. FIG. 58 is a flowchart showing a subroutine of processing for executing a third control mode in step 156 of FIG. 57. FIG. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 52 during traveling of the vehicle immediately before starting the third control mode. FIG. 53 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 52 during execution of the third control mode. FIG. 58 is a flowchart showing a subroutine of processing for executing a fourth control mode in step 157 of FIG. 57. FIG. FIG. 53 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 52 during travel of the vehicle immediately before starting the fourth control mode. FIG. 53 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 52, during execution of the fourth control mode. FIG. 54 is a flowchart showing processing for stopping idling of the engine during deceleration traveling of the vehicle, which is executed by the ECU shown in FIG. 53. FIG. 71 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission shown in FIG. 52 during the execution of the process shown in FIG. 70. FIG. 54 is a flowchart showing a process for controlling the operation of the second transmission device during failure of the first transmission device, which is executed by the ECU shown in FIG. 53. FIG. 73 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 52 when the engine is started while the vehicle is stopped by the process shown in FIG. 72. FIG. 73 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission shown in FIG. 52 when the vehicle is started by the process shown in FIG. 72. It is a skeleton figure which shows the 2nd transmission by 4th Embodiment. It is a block diagram which shows ECU etc. of the power transmission device by 4th Embodiment. 77 is a flowchart showing a process for executing a first control mode by an ECU shown in FIG. 76. FIG. 76 A collinear chart showing a rotational speed relationship between various rotary elements of the second transmission device shown in FIG. 75 when the vehicle is traveling just before the start of the first control mode. FIG. 76 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 75 during execution of the first control mode. 77 is a flowchart showing a process for executing a second control mode by the ECU shown in FIG. 76. FIG. 76 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 75, as the vehicle is running just before starting the second control mode. FIG. 76 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 75 during execution of the second control mode. 77 is a flowchart showing a process for executing a third control mode by the ECU shown in FIG. 76. FIG. 76 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 75, as the vehicle is traveling just before starting the third control mode. FIG. 76 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 75 during execution of the third control mode. 77 is a flowchart showing a process for executing a fourth control mode by the ECU shown in FIG. 76. FIG. 76 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second transmission device shown in FIG. 75, as the vehicle is traveling just before starting the fourth control mode. FIG. 76 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 75 during execution of the fourth control mode. FIG. 77 is a flowchart showing processing for stopping idling of the engine during deceleration traveling of the vehicle, which is executed by the ECU shown in FIG. 76. FIG. 77 is a flowchart showing a process for controlling the operation of the second transmission during a failure of the first transmission, executed by the ECU shown in FIG. 76. FIG. 76 A collinear chart showing a rotational speed relationship between various types of rotary elements of the second speed change device shown in FIG. 75 when the engine is started while the vehicle is stopped by the process shown in FIG. 90. FIG. 76 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission shown in FIG. 75 when the vehicle is started by the process shown in FIG. 90. 77 is a flowchart showing a process for changing a gear position of the second transmission device during failure of the first transmission device, executed by the ECU shown in FIG. 76. FIG. 76 A collinear chart showing a rotational speed relationship and a torque balance relationship between various types of rotary elements of the second transmission device shown in FIG. 75 when the gear position of the second transmission device is set to the second gear stage. . It is a skeleton figure which shows the modification of a 2nd transmission. It is a figure which shows the relationship of the rotation speed between the various rotation elements of the 2nd transmission shown in FIG. It is a skeleton figure which shows another modification of a 2nd transmission. It is a figure for demonstrating operation | movement of the 2nd transmission by this invention. It is another figure for demonstrating operation | movement of the 2nd transmission by this invention. It is another figure for demonstrating operation | movement of the 2nd transmission by this invention.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. An internal combustion engine (hereinafter referred to as “engine”) 3 shown in FIG. 1 is a gasoline engine mounted on a vehicle V as a power source, and a fuel injection operation by a fuel injection valve (hereinafter referred to as “injector”) 3 a and an ignition plug The ignition operation (not shown) is controlled by the ECU 2 described later (see FIG. 9).

  As shown in FIG. 1, the power transmission device according to the first embodiment of the present invention transmits power between the engine 3 and the drive wheels DW and DW of the vehicle V, and is provided in parallel with each other. A first transmission device T1 and a second transmission device T2 are provided.

  The first transmission T1 is a continuously variable transmission that applies the principle of a four-bar link, and continuously changes the power of the engine 3 and transmits it to the drive wheels DW and DW. 2 and 3, the first transmission T1 includes an input shaft 11 and an output shaft 12 that are parallel to each other, and a plurality of (four in this example) provided between the input shaft 11 and the output shaft 12. ) A transmission unit 10 is provided.

  The input shaft 11 is directly connected to a crankshaft (not shown) of the engine 3 and extends coaxially. A hollow rotary shaft 13 is rotatably fitted to the input shaft 11, and a speed change actuator 14 is provided between the input shaft 11 and the rotary shaft 13. The speed change actuator 14 is a combination of a motor and a planetary gear mechanism (both not shown). When the motor is rotated, the relative angle of the rotary shaft 13 to the input shaft 11 changes according to the rotation angle. Is configured to do. When power is transmitted to the input shaft 11, the rotary shaft 13 rotates integrally with the input shaft 11 while maintaining a relative angle with respect to the input shaft 11.

  The output shaft 12 is hollow and is connected to the differential gear DF via the starting clutch 5 and further connected to the drive wheels DW and DW via the left and right drive shafts DS and DS (see FIG. 1). One drive shaft DS is coaxially passed through the output shaft 12. The starting clutch 5 connects between the output shaft 12 and the differential device DF at the time of fastening, and shuts off when released. As shown in FIG. 9, the start clutch 5 is connected to the ECU 2, and the operation of the start clutch 5 is controlled by the ECU 2.

  The four transmission units 10 are arranged along the input shaft 11 and have the same configuration. Each transmission unit 10 includes a first pinion 15 provided integrally with the input shaft 11, a carrier 16 provided integrally with the rotary shaft 13, and two second pinions 17, 17 supported by the carrier 16, An eccentric disk 18 and a connecting rod 19 are provided.

  The carrier 16 has a crank shape that surrounds the first pinion 15 and extends from the rotary shaft 13 toward one side in the radial direction. As shown in FIG. 2, the extending direction of the carrier 16 from the rotation shaft 13 is shifted by 90 ° between the four transmission units 10. For example, in FIG. 2, the leftmost carrier 16 extends upward, the second carrier 16 from the left extends to the back of the drawing, the third carrier 16 from the left extends downward, and the rightmost carrier 16. Extends to the front side of the drawing.

  The second pinions 17 and 17 have the same diameter and the same number of teeth as the first pinion 15 and are rotatably supported by pinion pins 16 a and 16 a provided integrally with the carrier 16. With the above configuration, the first pinion 15 and the second pinions 17 and 17 are arranged in a plane perpendicular to the input shaft 11 so that their three centers form an equilateral triangle.

  The eccentric disk 18 has a circular eccentric hole 18a, and a ring gear 18b is formed on the peripheral surface thereof. The first pinion 15 and the second pinions 17 and 17 are accommodated in the eccentric hole 18a and meshed with the ring gear 18b.

  The connecting rod 19 includes a triangular rod portion 19a and a ring portion 19b provided on one end side of the rod portion 19a. The ring portion 19b rotates on the outer peripheral portion of the eccentric disk 18 via a ball bearing 20. Fits freely.

  The transmission unit 10 further includes an outer ring 21, an inner shaft 22, a one-way clutch 23 having a spring 24 and a roller 25 on the output shaft 12 side. The outer ring 21 is rotatably provided outside the output shaft 12, and is connected to the other end of the rod portion 19a of the connecting rod 19 via a pin 19c.

  The inner shaft 22 is provided integrally with the output shaft 12 and is disposed inside the outer ring 21. The inner shaft 22 has four protrusions that protrude outward and are in contact with the outer ring 21. Between the inner shaft 22 and the outer ring 21, four wedge shapes are formed by an L-shaped plane formed by two adjacent protrusions of the inner shaft 22 and an arc surface of the inner periphery of the outer ring 21. A space is defined. The springs 24 and the rollers 25 of the one-way clutch 23 are respectively accommodated in these wedge-shaped spaces, and the rollers 25 are urged by the springs 24 toward the tapered portion side of the wedge-shaped spaces.

  Next, the operation of the first transmission device T1 configured as described above will be described. First, the operation of one transmission unit 10 will be described. When the motor of the speed change actuator 14 is rotated in a state where the input shaft 11 is not rotating, the rotation shaft 13 is rotated relative to the input shaft 11 according to the rotation angle. The integrated carrier 16 and the second pinions 17 and 17 supported by the carrier 16 rotate around the axis line L1 of the input shaft 11 (hereinafter referred to as “input axis line”). Accordingly, the center (hereinafter referred to as “carrier center”) OC of the equilateral triangle formed by the first pinion 15 and the second pinions 17 and 17 rotates around the input axis L1 by the same angle as the rotation shaft 13.

  As a result, the center of the eccentric hole 18a of the eccentric disk 18 engaged with the first pinion 15 and the second pinion 17 and 17 via the ring gear 18b also rotates at the same angle as the rotary shaft 13, and accordingly the eccentric disk 18 The distance between the center OD of 18 and the input axis L1, that is, the eccentric amount D of the eccentric disk 18 relative to the input shaft 11 is changed.

  For example, FIGS. 3 and 5 show a state in which the center OD of the eccentric disk 18 is on the opposite side of the input axis L1 with respect to the carrier center OC. In this state, the eccentric amount D of the eccentric disk 18 with respect to the input shaft 11 is maximized, and the first transmission device T1 is in the top state in which the rotational speed of the output shaft 12 is maximum and the speed ratio is minimum. 4 and 6 show a state in which the center OD of the eccentric disk 18 coincides with the input axis L1. In this state, the eccentric amount D of the eccentric disk 18 with respect to the input shaft 11 becomes 0, and the first transmission device T1 enters a neutral state in which the rotational speed of the output shaft 12 is 0 and the speed ratio is infinite.

  Next, the operation when the first transmission device T1 is set to the top state of FIG. 3 will be described with reference to FIG. In this top state, when the power of the engine 3 is transmitted, when the input shaft 11 rotates counterclockwise in the figure, the first pinion 15 rotates (rotates) integrally with the input shaft 11. Further, the rotary shaft 13 rotates integrally with the input shaft 11, and accordingly, the second pinions 17 and 17 supported by the carrier 16 rotate around the input axis L1 in the same direction as the input shaft 11 at the same speed ( Revolve). As a result, each time the input shaft 11 rotates once, the eccentric disk 18 rotates once counterclockwise (arrow A direction) while being eccentric about the input axis L1.

  FIGS. 5A and 5C show a state in which the center OD of the eccentric disk 18 is at a position farthest from the outer ring 21 and a position closest thereto. When the eccentric disk 18 rotates from the position (a) to the position (c) through the intermediate position (b) as the input shaft 11 rotates, the connecting rod is rotatably fitted to the eccentric disk 18 during the rotation. 19 moves to the outer ring 21 side, presses the outer ring 21 via the pin 19c at the tip, and rotates it counterclockwise (arrow B direction).

  Thus, when the outer ring 21 rotates in the direction of arrow B, each roller 25 of the one-way clutch 23 is engaged with the tapered portion of the wedge-shaped space between the outer ring 21 and the inner shaft 22, so that the outer ring 21 is Connected to the inner shaft 22. Thereby, the rotation of the outer ring 21 is transmitted to the output shaft 12 via the inner shaft 22, so that the output shaft 12 rotates in the same counterclockwise direction as the outer ring 21.

  Thereafter, as the input shaft 11 further rotates, when the eccentric disk 18 rotates from the position (c) through the intermediate position (d) to the position (a), the connecting rod 19 is connected to the outer ring 21 and It moves to the opposite side, pulls the outer ring 21 via the pin 19c, and rotates it clockwise (arrow B ′ direction).

  When the outer ring 21 rotates in the direction of the arrow B ′ as described above, each roller 25 of the one-way clutch 23 is released from the tapered portion of the wedge-shaped space while compressing the spring 24, so that the outer ring 21 is moved to the inner shaft 22. The rotation of the outer ring 21 is not transmitted to the output shaft 12.

  As described above, as the input shaft 11 rotates, the eccentric disk 18 rotates while decentering around the input axis L1, whereby the connecting rod 19 reciprocates, and the outer ring 21 moves to the position (a in FIG. ) And position (c). The rotation of the input shaft 11 is intermittently transmitted to the output shaft 12 only when the outer ring 21 is rotated counterclockwise from the position (a) to the position (c) by the one-way clutch 23.

  On the other hand, when the first transmission device T1 is set to the neutral state of FIG. 4, the center OD of the eccentric disk 18 coincides with the input axis L1, and the eccentric amount D of the eccentric disk 18 with respect to the input shaft 11 is zero. It has become. Therefore, as shown in FIG. 6, the eccentric disk 18 rotates around the input axis L <b> 1 as the carrier 16 and the second pinions 17 and 17 rotate as the input shaft 11 rotates. The position of the center OD of the disk 18 does not change at all. As a result, since the reciprocating motion of the connecting rod 19 and the swinging of the outer ring 21 do not occur, the rotation of the input shaft 11 is not transmitted to the output shaft 12, and the rotational speed of the output shaft 12 becomes zero.

  As is clear from the above operation, the eccentric amount D of the eccentric disk 18 corresponds to the length of the input link of the four-bar linkage mechanism, and the swing angle of the outer ring 21 is determined according to the eccentric amount D. The gear ratio of the first transmission device T1 is determined. Therefore, by changing the relative angle of the rotating shaft 13 with respect to the input shaft 11 and changing the eccentric amount D of the eccentric disk 18 by the motor of the transmission actuator 14, the gear ratio of the first transmission device T1 is shown in FIG. It is set steplessly between the top state (minimum transmission ratio) and the neutral state (infinite transmission ratio) shown in FIG. As shown in FIG. 9, the transmission actuator 14 is connected to the ECU 2, and the operation of the transmission actuator 14 is controlled by the ECU 2.

  Further, as described above, between the four transmission units 10, the extending direction of the carrier 16 from the rotating shaft 13, that is, the phase of the eccentric disk 18 is shifted by 90 ° from each other. Therefore, transmission of power from the input shaft 11 to the output shaft 12 is intermittently performed by the one-way clutch 23 in each transmission unit 10, but is alternately performed between the four transmission units 10. As a whole of the device T1, power transmission from the input shaft 11 to the output shaft 12 is continuously performed without interruption.

  Next, the second transmission device T2 will be described. The second transmission device T2 transmits power by shifting the power stepwise between the engine 3 and the drive wheels DW and DW. As is apparent from the operation of the first transmission T1 described above, the transmission of power from the drive wheels DW and DW to the engine 3 is interrupted by a one-way clutch 23 provided between the output shaft 12 and the outer ring 21. . For this reason, the second transmission device T2 is mainly used to transmit power from the drive wheels DW and DW to the engine 3 so that the engine brakes are applied to the drive wheels DW and DW while the vehicle V is traveling at a reduced speed. Further, it is used to transmit power from the engine 3 to the drive wheels DW and DW so that the vehicle V travels when the first transmission device T1 fails.

  As shown in FIGS. 1 and 7, the second transmission device T2 includes a first sprocket SP1, a second sprocket SP2, and a chain CH, a first rotating shaft 51 and a first planetary gear device 61 that are provided coaxially with each other. The second planetary gear device 71 and the third planetary gear device 81 are provided. The first to third planetary gear devices 61, 71, 81 are arranged between the first transmission device T1 and the differential device DF, and are arranged in this order from the left side. The input shaft 11 and the output shaft 12 of the first transmission device T1 described above are used in combination as the input shaft and the output shaft of the second transmission device T2, respectively. In FIG. 7, the chain CH is omitted for convenience. The same applies to FIGS. 32, 52, 75, 95 and 97 of other embodiments described later.

  As shown in FIG. 1, the first sprocket SP <b> 1 is provided coaxially and integrally with the input shaft 11, and is rotatable integrally with the input shaft 11 and the crankshaft of the engine 3. As shown in FIGS. 1 and 7, the first rotation shaft 51 of the second transmission device T2 is formed hollow, and the output shaft 12 of the first transmission device T1 is rotatably disposed therein. Has been. Further, the first rotating shaft 51 is integrally provided with a second sprocket SP2 coaxially, and both 51 and SP2 are rotatable together. The second sprocket SP2 has a larger diameter than the first sprocket SP1 described above, and a chain CH is wound around both the sprockets SP1 and SP2.

  As shown in FIG. 7, the first planetary gear device 61 is a single pinion planetary gear device, and includes a first sun gear 62, a first ring gear 63 provided on the outer periphery of the first sun gear 62, and both gears 62. , 63 and a plurality of pinion gears 64, and a rotatable first carrier 65 that rotatably supports the pinion gear 64.

  The second planetary gear device 71 is a double pinion planetary gear device, and includes a second sun gear 72, a second ring gear 73 provided on the outer periphery of the second sun gear 72, and a plurality of gears engaged with the second sun gear 72. A first pinion gear 74; a plurality of second pinion gears 75 meshing with the first pinion gear 74 and the second ring gear 73; and a rotatable second carrier 76 that rotatably supports the first and second pinion gears 74, 75. doing. The ratio of the number of teeth of the second sun gear 72 to the deviation between the number of teeth of the second ring gear 73 and the number of teeth of the second sun gear 72 is greater than the ratio of the number of teeth of the first sun gear 62 to the number of teeth of the first ring gear 63. It is set to a large value.

  The first and second sun gears 62 and 72 are integrally provided coaxially with the hollow second rotating shaft 52 and are rotatable integrally with the second rotating shaft 52. The second rotating shaft 52 is located between the first rotating shaft 51 and the differential device DF, and is disposed coaxially with the first rotating shaft 51 and the output shaft 12, and in the first transmission device T <b> 1. The output shaft 12 is rotatably arranged. The first carrier 65 is coaxially connected to the output shaft 12 via a flange or the like, and the second ring gear 73 is coaxially connected to the first carrier 65 via a flange or the like. As described above, the second ring gear 73, the first carrier 65, and the output shaft 12 are rotatable together.

  The third planetary gear device 81 is a double pinion type planetary gear device, like the second planetary gear device 71, and a plurality of first gears meshed with the third sun gear 82, the third ring gear 83, and the third sun gear 82. A pinion gear 84; a plurality of second pinion gears 85 meshing with the first pinion gear 84 and the third ring gear 83; and a rotatable third carrier 86 for rotatably supporting the first and second pinion gears 84, 85. Yes.

  The third sun gear 82 is provided integrally with the first rotating shaft 51 so as to be coaxial with the first rotating shaft 51, and is rotatable integrally with the first rotating shaft 51. The third ring gear 83 is coaxially connected to the second rotating shaft 52 through a flange or the like, and can rotate integrally with the second rotating shaft 52, the first and second sun gears 62, 72. It is.

  A first brake 91 is attached to the first ring gear 63, and a second brake 101 is attached to the second carrier 76. The first brake 91 is configured by combining two roller-type one-way clutches provided with a disengagement mechanism so that the rotational directions blocked by these two one-way clutches are opposite to each other. is there. The second brake 101 is composed of a roller type one-way clutch provided with a disengagement mechanism. First, the second brake 101 having a simpler configuration will be described.

  As shown in FIG. 8, the second brake 101 has an inner 102, an outer 103, a plurality of rollers 104, and an electromagnet 105. For convenience, hatching is omitted in FIG. The inner 102 is integrally provided on the second carrier 76 coaxially. The outer periphery of the inner 102 is formed with the same number of recesses 102a as the above-described rollers 104. Each recess 102a accommodates a roller 104 and a return spring 102b for biasing the roller 104 in the circumferential direction. Has been. The outer 103 is made of a magnetic material, is formed in a ring shape, is rotatably supported by the case CA, and is provided on the outer periphery of the inner 102 with a slight gap between the inner 102 and the outer 103. It has been. The electromagnet 105 is provided integrally with the case CA and faces the outer 103 with a predetermined gap.

  In the second brake 101 having the above configuration, when an electric current is supplied to the electromagnet 105, an electromagnetic force of the electromagnet 105 is thereby generated, whereby the outer 103 is fixed to the case CA. In this state, the second brake 101 functions as a general mechanical one-way clutch. Specifically, when power for forward rotation is transmitted to the inner 102, the roller 104 comes into contact with the wall portion of the recess 102 a of the inner 102 and the inner peripheral surface of the outer 103, and engages both 102, 103. (See FIG. 8). Accordingly, the inner 102 is connected to the case CA via the roller 104 and the outer 103, so that the inner 102 and the second carrier 76 integral with the inner 102 are prevented from rotating forward. In FIG. 8, the forward rotation direction of the inner 102 is indicated by a thick arrow.

  On the other hand, when the reverse power is transmitted to the inner 102, the roller 104 moves in the recess 102 a against the urging force of the return spring 102 b and does not engage with the inner 102 and the outer 103. By blocking between 102 and the case CA, the inner carrier 102 and the second carrier 76 integrated therewith are allowed to reverse.

  Further, when the supply of current to the electromagnet 105 is stopped, the outer 103 becomes rotatable with respect to the case CA, whereby both the forward rotation and the reverse rotation of the inner 102 and the second carrier 76 integrated therewith can be performed. Permissible. As described above, in the second brake 101, the forward rotation of the second carrier 76 is prevented (braking) and the forward rotation preventing operation for allowing the reverse rotation and the rotation (forward / reverse rotation) of the second carrier 76 are performed. In order to allow it, the cancellation | release operation | movement which cancel | releases forward rotation prevention operation | movement is executable. As shown in FIG. 9, the second brake 101 is connected to the ECU 2. When the drive signal from the ECU 2 is input, the above-described forward rotation prevention operation is executed, and when the drive signal is not input. Execute the release operation.

  As described above, the first brake 91 is a combination of two roller-type one-way clutches provided with a disengagement mechanism, and the basic configuration is the same as that of the second brake 101. The first brake 91 will be briefly described. Although not shown, each one-way clutch of the first brake 91 has an inner, an outer, a roller, and an electromagnet, like the second brake 101, and the inner is provided integrally with the first ring gear 63. Yes.

  As shown in FIG. 9, the first brake 91 is connected to the ECU 2, and when the first and second drive signals from the ECU 2 are input to the first brake 91, the outers of both one-way clutches are in the case. Fixed to CA. In this case, the first brake 91 is configured such that the rotational directions blocked by the two one-way clutches are opposite to each other as described above, so that the inner of both the one-way clutches and the first integrated with the inner one Both forward rotation and reverse rotation of the ring gear 63 are prevented. That is, in this case, the first brake 91 functions as a mechanical two-way clutch that prevents both forward rotation and reverse rotation of the first ring gear 63.

  When the first drive signal is input to the first brake 91 and the second drive signal is not input, the outer one of the one-way clutch is fixed to the case CA and the outer one of the other one-way clutch is fixed. Becomes rotatable with respect to the case CA. Thereby, the forward rotation of the inner of both one-way clutches and the first ring gear 63 integrated therewith is prevented and the reverse rotation is allowed. That is, in this case, the first brake 91 functions as a mechanical one-way clutch that prevents only the first ring gear 63 from rotating forward.

  When the second drive signal is input to the first brake 91 and the first drive signal is not input, the outer one of the other one-way clutch is fixed to the case CA and the outer one of the one-way clutch is fixed. Becomes rotatable with respect to the case CA. As a result, the reverse rotation of the inner parts of both one-way clutches and the first ring gear 63 integrated therewith is prevented and forward rotation is allowed. That is, in this case, the first brake 91 functions as a mechanical one-way clutch that prevents only the reverse rotation of the first ring gear 63.

  Further, when both the first and second drive signals are not input to the first brake 91, the outers of both one-way clutches are rotatable with respect to the case CA. Thereby, both forward rotation and reverse rotation of the inner of both one-way clutches and the first ring gear 63 integrated therewith are allowed.

  As described above, the first brake 91 prevents (brakes) forward rotation of the first ring gear 63, and prevents forward rotation that allows reverse rotation, and prevents (brakes) reverse rotation of the first ring gear 63. In addition, it is possible to execute a reverse rotation prevention operation that allows forward rotation and a release operation that cancels the forward rotation and reverse rotation prevention operation in order to allow rotation (forward rotation / reverse rotation) of the first ring gear 63.

  The third carrier 86 is attached with a brake 111 that can change the braking force. The brake 111 is configured by an electromagnetic clutch or the like, and has an inner provided integrally with the third carrier 86 and an outer provided integrally with the stationary case CA. The brake 111 brakes the third carrier 86 by connecting the third carrier 86 and the case CA when the brake 111 is engaged, while blocking the third carrier 86 and the case CA when releasing the third carrier 86. Release the braking of the carrier 86. As shown in FIG. 9, the brake 111 is connected to the ECU 2, and the degree of engagement of the brake 111, that is, the braking force, is controlled by the ECU 2.

  A one-way clutch OW is provided between the first sun gear 62 and the first carrier 65. The one-way clutch OW is a roller type general one-way clutch, and is connected between the first sun gear 62 and the first carrier 65 when the rotation speed of the first carrier 65 is higher than the rotation speed of the first sun gear 62. When the rotational speed of the first carrier 65 is lower than the rotational speed of the first sun gear 62, the first carrier 65 is shut off.

  As described above, in the second transmission device T2, the first and second sun gears 62 and 72 of the first and second planetary gear devices 61 and 71 are integrated with each other, and the first carrier 65 and the second ring gear 73 are integrated with each other. It is freely rotatable. Further, as is well known, in the single pinion type first planetary gear device 61, the rotation speed of the first sun gear 62, the rotation speed of the first carrier 65, and the rotation speed of the first ring gear 63 are single in the collinear diagram. It satisfies the collinear relationship in this order on the straight line. Furthermore, in the double pinion type second planetary gear device 71, the rotational speed of the second sun gear 72, the rotational speed of the second ring gear 73, and the rotational speed of the second carrier 76 are arranged on a single straight line in the collinear diagram. Meets collinear relationships in order. Further, the ratio of the number of teeth of the second sun gear 72 to the deviation between the number of teeth of the second ring gear 73 and the number of teeth of the second sun gear 72 is the ratio of the number of teeth of the first sun gear 62 to the number of teeth of the first ring gear 63. Is set to a larger value.

  From the above, the rotational speeds of the first and second sun gears 62 and 72, the rotational speeds of the first carrier 65 and the second ring gear 73, the rotational speed of the first ring gear 63, and the rotational speed of the second carrier 76 are the same. In the diagram, the collinear relationship arranged in this order on a single straight line is satisfied. As described above, the first and second planetary gear devices 61 and 71 constitute four rotating elements whose rotational speeds are collinear with each other.

  Further, in the double pinion type third planetary gear device 81, as in the second planetary gear device 71, the rotation speeds of the third sun gear 82, the third ring gear 83, and the third carrier 86 are a single straight line in the collinear diagram. It satisfies the collinear relationship in the above order. As described above, the third planetary gear device 81 constitutes three rotating elements whose rotational speeds are collinear with each other. Further, the third ring gear 83, the first and second sun gears 62, 72 are rotatable together with each other.

  The third sun gear 82 is connected to the crankshaft via the first rotating shaft 51, the second sprocket SP2, the chain CH, the first sprocket SP1, and the input shaft 11, and the first and second sprocket SP1. If the deceleration due to SP2 is ignored, the rotational speeds of the engine 3 and the third sun gear 82 are equal to each other. Further, the first carrier 65 and the second ring gear 73 are connected to the left and right drive wheels DW and DW via the output shaft 12, the differential device DF, and the left and right drive shafts DS and DS. For this reason, if the deceleration by the differential device DF is ignored, the rotation speeds of the first carrier 65 and the second ring gear 73 are equal to the rotation speeds of the drive wheels DW and DW.

  From the above, the relationship among the rotational speeds among the various rotary elements in the engine 3, the drive wheels DW and DW, and the second transmission T2 is expressed as in the alignment charts shown in FIGS. In these collinear diagrams, a thick solid line indicates the rotational speed relationship between the four rotating elements constituted by the first and second planetary gear devices 61 and 71, and a thick one-dot chain line indicates the third planetary gear. The relationship of the rotation speed between the three rotation elements comprised by the gear apparatus 81 is shown.

  As is clear from these nomographs, the power of the engine 3 transmitted to the third sun gear 82 is transmitted to the third ring gear 83 using the braking force of the brake 111 acting on the third carrier 86 as a reaction force, Further, it is transmitted to the first and second sun gears 62 and 72. Therefore, by changing the braking force of the brake 111, the power transmitted between the engine 3 and the first and second sun gears 62 and 72 changes. For example, when the brake 111 is released, even if the power of the engine 3 is transmitted to the third sun gear 82, the third carrier 86 rotates idly, so the third ring gear 83, the first and second sun gears 62, 72 have the engine The power of 3 is not transmitted. That is, in this case, transmission of power between the engine 3 and the first and second sun gears 62 and 72 is interrupted by the third planetary gear device 81 and the brake 111.

  Further, as shown in FIG. 10, the speed ratio of the second transmission device T2 (the rotational speed of the input shaft 11 / the rotational speed of the output shaft 12) brakes the third carrier 86 by the engagement of the brake 111, and the one-way clutch OW. The first sun gear 62 and the first carrier 65 are disconnected from each other, and the second carrier 76 is allowed to rotate by the release operation of the second brake 101, and the first ring gear is operated by the forward rotation or reverse rotation prevention operation of the first brake 91. When the rotation (forward / reverse rotation) of 63 is prevented, the speed becomes the maximum (lowest speed side), and the shift speed becomes the first speed.

  Further, as shown in FIG. 11, the third carrier 86 is braked by the engagement of the brake 111, the first sun gear 62 and the first carrier 65 are disconnected by the one-way clutch OW, and the first brake 91 is released by the releasing operation. When the rotation of the first ring gear 63 is allowed and the forward rotation of the second carrier 76 is blocked by the forward rotation blocking operation of the second brake 101, the gear ratio of the second transmission device T2 becomes a medium speed value. The gear stage becomes the second gear stage.

  Furthermore, as shown in FIG. 12, the third carrier 86 is braked by the engagement of the brake 111, and the first ring gear 63 and the second carrier 76 are allowed to rotate by the first and second brakes 91 and 101, respectively. When the first sun gear 62 and the first carrier 65 are connected by the clutch OW, the gear ratio of the second transmission device T2 is the minimum (highest speed side), and the gear stage thereof is the third gear stage.

  As is apparent from FIG. 10, the torque of the engine 3 acts to reverse the first ring gear 63 by using the loads of the drive wheels DW and DW as reaction forces, and the torque of the drive wheels DW and DW due to inertia is The first ring gear 63 is rotated in the forward direction using the braking force of the engine brake as a reaction force. For this reason, the first speed of the second transmission T2 described above is during the execution of the reverse rotation prevention operation of the first brake 91 and the power from the engine 3 to the drive wheels DW and DW via the second transmission T2. Is established during transmission of the first brake 91, and during transmission of power from the drive wheels DW and DW to the engine 3 via the second transmission T2.

  The second brake 101 allows reverse rotation of the second carrier 76, whereas, as is apparent from FIG. 11, the torque of the engine 3 uses the load of the driving wheels DW and DW as a reaction force and the second carrier Acts to reverse 76. For this reason, the above-described second speed of the second transmission device T2 is not established during transmission of power from the engine 3 to the drive wheels DW and DW via only the second transmission device T2, but the drive wheels DW and DW Is established only during transmission of power from the engine to the engine 3 via the second transmission T2.

  Further, as described above, the one-way clutch OW has the first sun gear when the rotation speed of the first carrier 65 connected to the drive wheels DW and DW is lower than the rotation speed of the first sun gear 62 connected to the engine 3. The gap between 62 and the first carrier 65 is cut off. For this reason, the one-way clutch OW is not fastened during transmission of power from the engine 3 to the drive wheels DW and DW via only the second transmission device T2, but from the drive wheels DW and DW to the second transmission device T2. It is fastened only during the transmission of power to the engine 3 via. Therefore, the above-described third speed of the second transmission device T2 is established only during transmission of power from the drive wheels DW and DW to the engine 3 via the second transmission device T2.

  Further, as shown in FIG. 9, a detection signal indicating the engine speed (hereinafter referred to as “engine speed”) NE from the engine speed sensor 41 is sent from the throttle valve opening sensor 42 to the ECU 2. Detection signals representing the opening degree of the throttle valve (not shown) (hereinafter referred to as “throttle valve opening degree TH”) are output. Further, the ECU 2 outputs a detection signal indicating the rotation speed of the input shaft 11 from the first rotation speed sensor 43, and a detection signal indicating the rotation speed of the output shaft 12 from the second rotation speed sensor 44. . The ECU 2 determines the ratio between the rotation speed of the input shaft 11 and the rotation speed of the output shaft 12 based on the detected rotation speed of the input shaft 11 and the rotation speed of the output shaft 12 (the rotation speed of the input shaft 11 / the output shaft 12). Speed ratio RATIO is calculated.

  Further, the ECU 2 detects from the accelerator opening sensor 45 a detection signal indicating the accelerator pedal operation amount (hereinafter referred to as “accelerator opening”) AP of the vehicle V, and detects from the vehicle speed sensor 46 the vehicle speed VP of the vehicle V. Each signal is output. The ECU 2 outputs an ON signal and an OFF signal as an ignition signal IG from an ignition switch (hereinafter referred to as “IG · SW”) 47 for starting the engine 3.

  The ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like. According to a control program stored in the ROM, the detection signals from the various sensors 41 to 46 and the IG / SW 47 described above. The operation of the engine 3 and the first and second transmission devices T1 and T2 is controlled in accordance with the ignition signal IG from.

  Specifically, during traveling of the vehicle V, the ECU 2 shifts the power of the engine 3 steplessly via the first transmission device T1 and transmits it to the drive wheels DW and DW. In this case, the transmission gear ratio RATIO of the first transmission device T1 is controlled via the transmission actuator 14 so as to be the target transmission gear ratio. This target gear ratio is calculated by map search according to the detected vehicle speed VP and the throttle valve opening TH, so that basically, the higher the vehicle speed VP, the smaller the value (high speed side) is set. The Further, during the traveling of the vehicle V, the transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2 is interrupted by the control of the second transmission device T2 described later. Further, the starting clutch 5 is basically kept in the engaged state except when the vehicle V is stopped.

  Further, while the vehicle V is traveling at a reduced speed, a deceleration fuel cut operation for stopping the fuel supply to the engine 3 is executed by controlling the injector 3a. Whether or not the vehicle V is traveling at a reduced speed is determined by determining whether or not the detected accelerator opening AP is equal to or less than a predetermined opening APREF. In addition, the deceleration fuel cut operation is terminated when the detected engine speed NE falls below a predetermined return speed (for example, 1000 rpm) during the execution, whereby the fuel to the engine 3 by the injector 3a is terminated. Supply resumed.

  Further, as described above, during the deceleration traveling of the vehicle V, the transmission of power from the drive wheels DW and DW to the engine 3 via the first transmission device T1 is interrupted by the one-way clutch 23 of the first transmission device T1. . For this reason, the process shown in FIG. 13 is executed in order to control the operation of the second transmission device T2 so that the engine brake is applied to the drive wheels DW and DW while the vehicle V is traveling at a reduced speed. This process is repeatedly executed every predetermined time (for example, 100 msec).

  First, in step 1 of FIG. 13 (shown as “S1”, the same applies hereinafter), it is determined whether or not the deceleration fuel cut flag F_F / C is “1”. The deceleration fuel cut flag F_F / C is set to “1” when the above-described deceleration fuel cut operation is being executed.

  When the answer to step 1 is NO (F_F / C = 0), the process is terminated as it is. On the other hand, when the deceleration fuel cut operation is in YES, the calculated speed ratio RATIO is a predetermined third speed ratio. It is determined whether or not r3 or less (step 2). The third speed ratio r3 is set to a speed ratio according to the above-described third speed (FIG. 12) of the second transmission device T2. When the answer to step 3 is YES and the speed ratio RATIO is less than or equal to the third speed ratio r3, that is, when the speed ratio RATIO is less than or equal to the speed ratio on the highest speed side of the second transmission T2 (high speed side), this will be described later. The first control mode is executed (step 3), and this process is terminated.

  On the other hand, if the answer to step 2 is NO (RATIO> r3), it is determined whether or not the gear ratio RATIO is equal to or smaller than the second gear ratio r2 (step 4). The second speed ratio r2 is set to a speed ratio according to the above-described second speed (FIG. 11) of the second transmission device T2. When the answer to step 4 is YES, that is, when the gear ratio RATIO is larger than the gear ratio of the third gear (low speed side) and less than the gear ratio of the second gear (high speed side), the second control mode Is executed (step 5), and this processing is terminated.

  On the other hand, when the answer to step 4 is NO (RATIO> r2), it is determined whether or not the speed ratio RATIO is equal to or less than the first speed ratio r1 (step 6). The first speed ratio r1 is set to the speed ratio according to the first speed (FIG. 10) of the second transmission T2. When the answer to step 6 is YES, that is, when the gear ratio RATIO is larger than the gear ratio of the second gear (low speed side) and less than the gear ratio of the first gear (high speed side), the third control mode Is executed (step 7), and this process is terminated.

  On the other hand, if the answer to step 6 is NO (RATIO> r1) and the gear ratio RATIO is larger than the gear ratio of the first gear (low speed side), the fourth control mode is executed (step 8), and this process is performed. finish.

[First control mode]
Next, a process for executing the first control mode in step 3 of FIG. 13 will be described with reference to FIG. First, in steps 21 and 22 in FIG. 14, the first and second brakes 91 and 101 are released to set the gear position of the second transmission device T2 to the third gear position.

  Next, it is determined whether or not the accelerator opening AP is larger than a predetermined opening APREF (step 23). If the answer is NO and the accelerator pedal is not depressed, the brake 111 is engaged (step 24), and this process is terminated. By executing this step 24, the braking force of the brake 111 against the third carrier 86 gradually increases, and as a result of repeating this execution, the third carrier 86 is completely braked.

  On the other hand, if the answer to step 23 is YES and the accelerator pedal is depressed, the brake 111 is released (step 25), and the process ends.

  Next, the operation of the second transmission device T2 in the first control mode described above will be described with reference to FIGS. FIG. 15 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the first control mode, and FIG. 16 shows various rotational speeds during execution of the first control mode. The rotational speed relationship between the elements and the torque balance relationship are shown. As is apparent from the fact that the first control mode is executed when the speed ratio RATIO is equal to or smaller than the third speed ratio r3 as described above (steps 2 and 3 in FIG. 13), immediately before starting the first control mode. While the vehicle V is traveling, the gear ratio RATIO is equal to or less than the third gear ratio r3.

  As shown in FIG. 15, when the speed ratio RATIO is equal to or lower than the third speed ratio r3 during traveling of the vehicle V (high speed side), the speed stage of the second transmission device T2 is changed at the start of the first control mode thereafter. In order to quickly set the third speed, the release operation of the first and second brakes 91 and 101 is executed and the brake 111 is released.

  By releasing the brake 111, the transmission of power between the engine 3 and the first and second sun gears 62 and 72 is interrupted as described above, so that the engine 3 and the driving wheels via the second transmission T2 are cut off. Since the transmission of power between DW and DW is cut off, the power of engine 3 transmitted to third sun gear 82 is transmitted to drive wheels DW and DW via first and second planetary gear devices 61 and 71. Not. Therefore, in this case, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission device T1.

  In addition, the rotation of the first ring gear 63 and the second ring gear 76 (forward / reverse rotation) is permitted by the releasing operation of the first and second brakes 91 and 101, and the speed ratio RATIO is the third speed ratio. By being r3 or less, the rotation speed of the first sun gear 62 becomes lower than the rotation speed of the first carrier 65. As a result, both 62 and 65 are connected by the above-described one-way clutch OW, whereby the four rotating elements constituted by the first and second planetary gear devices 61 and 71 rotate integrally. In FIG. 15, a thin alternate long and short dash line indicates the relationship between the rotational speeds of various rotary elements when the gear position of the second transmission device T2 is the third gear.

  Further, when the first control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, the second speed change is performed as shown in FIG. In order to set the gear position of the device T2 to the third gear position, the release operation of the first and second brakes 91 and 101 is continued (steps 21 and 22 in FIG. 14). Further, the braking force of the brake 111 against the third carrier 86 is gradually increased (step 24). As a result, the rotation speed of the third carrier 86 becomes zero.

  In FIG. 16, the hollow arrow indicates the torque balance between the four rotating elements constituted by the first and second planetary gear devices 61 and 71, and the hatched arrow indicates the third planetary gear device. The torque balance relationship between the three rotary elements 81 is shown. The same applies to other nomographs described later. Further, BE represents a braking torque due to engine braking, RB represents a reaction torque of the brake 111, and R83 represents a reaction torque acting on the third ring gear 83. Further, B62 indicates the braking torque that acts on the first and second sun gears 62 and 72 as the engine brake acts, and TDW indicates the inertia torque of the drive wheels DW and DW, respectively. The reaction torque R83 and the braking torque B62 are equal to each other.

  As apparent from FIG. 16, the braking force by the engine brake is transmitted to the first and second sun gears 62 and 72 through the third planetary gear device 81 using the braking force of the brake 111 as a reaction force. As a result, the first sun gear 62 has a lower rotational speed than the first carrier 65, and the first and second planetary gear devices are connected between the two 62 and 65 by the one-way clutch OW. Four rotating elements composed of 61 and 71 rotate together. As a result, the braking force by the engine brake transmitted to the first and second sun gears 62 and 72 is further transmitted to the drive wheels DW and DW via the first and second planetary gear devices 61 and 71. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission T2.

  In this case, if the number of teeth of the third sun gear 82 is ZS3 and the number of teeth of the third ring gear 83 is ZR3, the braking force by the engine brake is increased to ZR3 / ZS3 times as is apparent from FIG. Is transmitted to the drive wheels DW and DW. Therefore, a larger braking force can be applied to the drive wheels DW and DW.

  Further, during execution of the first control mode, when the accelerator pedal is depressed and the accelerator opening AP exceeds the predetermined opening APREF (step 23 in FIG. 14: YES), the brake 111 is released (step 25), thereby Similarly to the traveling of the vehicle V described above, the transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission T2 is cut off. Further, when the deceleration fuel cut operation is terminated by depressing the accelerator pedal described above and the fuel supply to the engine 3 is resumed, the operation during traveling of the vehicle V shown in FIG. 15 is performed again. The power of the engine 3 is transmitted to the drive wheels DW and DW via the first transmission device T1.

[Second control mode]
Next, a process for executing the above-described second control mode in step 5 of FIG. 13 will be described with reference to FIG. First, in steps 31 and 32 of FIG. 17, in order to set the gear position of the second transmission device T2 to the third gear stage, the releasing operation of the first and second brakes 91 and 101 is executed, and the following step 33 is performed. Then, the brake 111 is engaged and the present process is terminated.

  FIG. 18 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the second control mode, and FIG. 19 shows various rotational speeds during execution of the second control mode. The rotational speed relationship between the elements and the torque balance relationship are shown. As described above, the second control mode is executed when the speed ratio RATIO is larger than the third speed ratio r3 and equal to or smaller than the second speed ratio r2 (steps 4 and 5 in FIG. 13). Thus, during traveling of the vehicle V immediately before the start of the second control mode, the transmission gear ratio RATIO is greater than the third transmission gear ratio r3 that is the third transmission gear ratio of the second transmission T2, and the second speed gear. Or less than the second speed ratio r2.

  As shown in FIG. 18, when the speed ratio RATIO is larger than the third speed ratio r3 and less than or equal to the second speed ratio r2 while the vehicle V is traveling, the second speed change device is started at the subsequent start of the second control mode. In order to quickly set the shift speed of T2 to the third speed, the releasing operation of the first and second brakes 91 and 101 is executed and the brake 111 is engaged.

  As described above, when the speed of the second transmission T2 is the third speed, the number of rotations of the third carrier 86 becomes 0 by the braking of the brake 111, and the first and first speeds are increased by the engagement of the one-way clutch OW. Four rotating elements constituted by the two planetary gear devices 61 and 71 rotate integrally (see FIG. 12). In addition, when the shift speed is the second speed, the rotation speed of the third carrier 86 becomes 0 by the braking of the brake 111, and the rotation speed of the second carrier 76 becomes a value by the forward rotation prevention operation of the second brake 101. 0 (see FIG. 11). In FIG. 18, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various rotary elements when the shift speed is the third speed, and a thin two-dot chain line indicates the various rotational elements when the speed is the second speed. The relationship of the rotation speed between is shown.

  On the other hand, when the vehicle V shown in FIG. 18 is traveling, the third carrier 86 is braked by the brake 111 due to the engagement of the brake 111 described above, so that the rotation speed of the third carrier 86 becomes zero. Further, the first ring gear 63 and the second carrier 76 are allowed to rotate (forward rotation / reverse rotation) by the releasing operation of the first and second brakes 91 and 101. Since this and the gear ratio RATIO are between the third gear ratio r3 of the third gear of the second transmission device T2 and the second gear ratio r2 of the second gear, the rotation speed of the first sun gear 62 is the first. The number of rotations of the first carrier 65 is higher than that of the first carrier 65, whereby the first and second carriers 63 and 62 are disconnected by the one-way clutch OW.

  In this case, the power of the engine 3 is transmitted to the first and second sun gears 62 and 72 through the third planetary gear device 81 using the braking force of the brake 111 as a reaction force, but the first ring gear 63 and the second Since the carrier 76 idles, the power of the engine 3 transmitted to the first sun gear 62 or the like is not transmitted to the drive wheels DW and DW via the first and second planetary gear devices 61 and 71. Accordingly, in this case as well, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission T1 as in the case where the vehicle V shown in FIG. 15 is traveling.

  Further, when the second control mode is executed as the traveling vehicle V shifts to decelerating running and the decelerating fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2 to the third gear position, the release operation of the first and second brakes 91 and 101 is subsequently executed (steps 31 and 32 in FIG. 17) and the brake 111 is engaged. (Step 33). By engaging the brake 111, the rotational speed of the third carrier 86 becomes 0 as in the case where the vehicle V is traveling as shown in FIG. The various parameters shown in FIG. 19 are as described with reference to FIG.

  As is clear from FIG. 19, when the braking force by the engine brake is transmitted to the third sun gear 82 as the engine speed NE decreases, the braking force by the engine brake transmitted to the third sun gear 82 is As in the case of the first control mode described above (FIG. 16), the braking force of the brake 111 is transmitted to the first and second sun gears 62 and 72 as a reaction force. As a result, the first sun gear 62 has a lower rotational speed than the first carrier 65, and the first and second planetary gear devices are connected between the two 62 and 65 by the one-way clutch OW. Four rotating elements composed of 61 and 71 rotate together. As a result, the braking force by the engine brake transmitted to the first and second sun gears 62 and 72 is further transmitted to the drive wheels DW and DW via the first and second planetary gear devices 61 and 71. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission T2.

  Further, when the accelerator pedal is depressed during the execution of the second control mode, the deceleration fuel cut operation is terminated and the supply of fuel to the engine 3 is resumed. As apparent from FIG. 19, the first ring gear 63 and the second carrier 76 are operated in reverse by using the loads of the drive wheels DW and DW as reaction forces. As a result, the rotation speed of the first sun gear 62 becomes higher than the rotation speed of the first carrier 65, whereby the one-way clutch OW blocks the two 62, 65. As a result, the vehicle shown in FIG. The operation during traveling of V is performed, and the power of the engine 3 is transmitted to the drive wheels DW and DW via the first transmission T1.

[Third control mode]
Next, a process for executing the third control mode in step 7 of FIG. 13 will be described with reference to FIG. First, in steps 41 and 42 in FIG. 20, in order to set the gear position of the second transmission device T2 to the second gear position, the release operation of the first brake 91 and the forward rotation prevention operation of the second brake 101 are executed. At the same time, in step 43, the brake 111 is engaged and the process is terminated.

  FIG. 21 shows the relationship between the rotational speeds of various rotary elements during traveling of the vehicle V immediately before starting the third control mode, and FIG. 22 shows various speeds during execution of the third control mode. 3 shows a rotational speed relationship and a torque balance relationship between the rotary elements. As described above, the third control mode is executed when the speed ratio RATIO is larger than the second speed ratio r2 and equal to or smaller than the first speed ratio r1 (steps 6 and 7 in FIG. 13). Thus, during traveling of the vehicle V immediately before the start of the third control mode, the gear ratio RATIO is larger than the second gear ratio r2 of the second gear of the second transmission device T2, and the first gear of the first gear. The ratio is r1 or less.

  As shown in FIG. 21, when the speed ratio RATIO is greater than the second speed ratio r2 and less than or equal to the first speed ratio r1 while the vehicle V is traveling, the second speed change device is started at the start of the third control mode thereafter. In order to quickly set the shift speed of T2 to the second speed, the release operation of the first brake 91 and the forward rotation prevention operation of the second brake 101 are executed, and the brake 111 is engaged.

  As described above, when the speed of the second transmission T2 is the second speed, the number of rotations of the third carrier 86 becomes 0 by the braking of the brake 111, and the second rotation of the second brake 101 prevents the first rotation. The number of rotations of the two carriers 76 becomes 0 (see FIG. 11). Further, when the gear position is the first speed, the rotation speed of the third carrier 86 becomes 0 by the braking of the brake 111, and the rotation speed of the first ring gear 63 by the forward / reverse rotation prevention operation of the first brake 91. Becomes the value 0 (see FIG. 10). In FIG. 21, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various rotating elements when the shift speed is the second speed, and a thin alternate long and two short dashes line indicates the relationship between the various rotating elements at the first speed. The relationship of the rotation speed is shown.

  On the other hand, when the vehicle V shown in FIG. 21 is traveling, the third carrier 86 is braked by the brake 111 by the fastening of the brake 111 described above, so that the rotation speed of the third carrier 86 becomes zero. Further, the rotation of the first ring gear 63 (forward / reverse rotation) is permitted by the release operation of the first brake 91, and the reverse rotation of the second carrier 76 is permitted by the forward rotation prevention operation of the second brake 101. . Since this and the gear ratio RATIO are between the second gear ratio r2 of the second gear of the second transmission device T2 and the first gear ratio r1 of the first gear, the rotation speed of the first sun gear 62 is the first. The number of rotations of the first carrier 65 is higher than that of the first carrier 65, so that the space between the two carriers 62 and 65 is blocked by the one-way clutch OW. To do.

  Also in this case, as in the case of traveling of the vehicle V shown in FIG. 18 described above, the motive power of the engine 3 uses the braking force of the brake 111 as a reaction force and the first and second planetary gear devices 81 through the third planetary gear device 81. Although transmitted to the two sun gears 62 and 72, the first ring gear 63 and the second carrier 76 are idled, so the power transmitted from the engine 3 to the first sun gear 62 and the like is the first and second planetary gear devices 61, 71 is not transmitted to the drive wheels DW and DW via 71. Therefore, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission device T1.

  Further, when the third control mode is executed as the traveling vehicle V shifts to decelerating running and the decelerating fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2 to the second gear position, the release operation of the first brake 91 is subsequently executed (step 41 in FIG. 20), and the forward rotation prevention operation of the second brake 101 is executed (step step). 42) and the brake 111 is engaged (step 43). By engaging the brake 111, the rotation speed of the third carrier 86 becomes 0 as in the case where the vehicle V is traveling as shown in FIG. In FIG. 22, RB2 indicates the reaction torque of the second brake 101.

  As is apparent from FIG. 22, when the braking force by the engine brake is transmitted to the third sun gear 82 as the engine speed NE decreases, the braking force by the engine brake transmitted to the third sun gear 82 is As in the first and second control modes (FIGS. 16 and 19) described above, the braking force of the brake 111 is transmitted to the first and second sun gears 62 and 72 as a reaction force. The inertia torque of the drive wheels DW and DW transmitted to the first carrier 65 and the second ring gear 73 is the first ring gear 63 using the braking force by the engine brake transmitted to the first sun gear 62 and the like as a reaction force as described above. And is transmitted to the second carrier 76 and acts to cause both of them 76 and 63 to rotate forward. As a result, the rotation speed of the second carrier 76 that has been reversed as shown in FIG. Accordingly, the forward rotation of the second carrier 76 is prevented by the above-described forward rotation prevention operation of the second brake 101.

  As described above, when the second carrier 76 is prevented from rotating forward, the braking force by the engine brake transmitted to the first sun gear 62 or the like is the braking force acting on the second carrier 76 from the second brake 101. The reaction force is transmitted to the drive wheels DW and DW via the first and second planetary gear devices 61 and 71. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission T2.

  In addition, when the accelerator pedal is depressed during execution of the third control mode, the deceleration fuel cut operation is terminated and the supply of fuel to the engine 3 is resumed. As apparent from FIG. 22, the first ring gear 63 and the second carrier 76 are reversed by using the loads of the drive wheels DW and DW as reaction forces. As a result, the braking force no longer acts on the second carrier 76 from the second brake 101, so that the operation during the traveling of the vehicle V shown in FIG. 21 is performed again, and the power of the engine 3 is supplied to the first transmission. It is transmitted to the drive wheels DW and DW via T1.

[Fourth control mode]
Next, the process for executing the above-described fourth control mode in step 8 of FIG. 13 will be described with reference to FIG. First, in steps 51 and 52 of FIG. 23, in order to set the gear position of the second transmission device T2 to the first gear stage, the forward rotation prevention operation of the first and second brakes 91 and 101 is executed and continued. In step 53, the brake 111 is engaged and this process is terminated.

  FIG. 24 shows the relationship between the rotational speeds of various rotary elements during traveling of the vehicle V immediately before starting the fourth control mode, and FIG. 25 shows the various speeds during execution of the fourth control mode. 3 shows a rotational speed relationship and a torque balance relationship between the rotary elements. As is apparent from the fact that the fourth control mode is executed when the gear ratio RATIO is larger than the first gear ratio r1 (steps 6 and 8 in FIG. 13), the vehicle V immediately before the start of the fourth control mode is executed. During traveling, the gear ratio RATIO is larger than the first gear ratio r1 of the first gear of the second transmission device T2.

  As shown in FIG. 24, when the speed ratio RATIO is larger than the first speed ratio r1 while the vehicle V is traveling, the speed stage of the second transmission device T2 is quickly changed to the first speed stage at the start of the fourth control mode thereafter. Therefore, the forward rotation prevention operation of the first and second brakes 91 and 101 is executed and the brake 111 is engaged.

  As described above, when the gear position of the second transmission device T2 is set to the first gear position, the number of revolutions of the third carrier 86 becomes 0 by the braking of the brake 111, and the forward rotation of the first brake 91 is performed. -The rotation speed of the first ring gear 63 becomes 0 by the reverse rotation prevention operation (see FIG. 10). In FIG. 24, a thin alternate long and short dash line indicates the relationship between the rotational speeds of various rotating elements when the shift speed is the first speed.

  On the other hand, during the traveling of the vehicle V shown in FIG. 24, the third carrier 86 is braked by the brake 111 by fastening the brake 111 described above, so that the rotation speed of the third carrier 86 becomes 0, Further, the first ring gear 63 and the second carrier 76 are allowed to reversely rotate by the forward rotation prevention operation of the first and second brakes 91 and 101. Since this and the gear ratio RATIO are larger than the first gear ratio r1 of the first gear of the second transmission device T2, the rotational speed of the first sun gear 62 becomes higher than the rotational speed of the first carrier 65, As a result, the two-way clutch 62 is shut off by the one-way clutch OW, and the first ring gear 63 and the second carrier 76 idle in the reverse direction.

  Also in this case, the power of the engine 3 is applied to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force, as in the case where the vehicle V shown in FIGS. Although transmitted, since the first ring gear 63 and the second carrier 76 are idle, the power of the engine 3 transmitted to the first sun gear 62 and the like is driven through the first and second planetary gear devices 61 and 71. Not transmitted to DW and DW. Therefore, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission device T1.

  When the fourth control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, the second speed change is performed as shown in FIG. In order to set the gear position of the device T2 to the first gear position, the forward rotation prevention operation of the first and second brakes 91 and 101 is subsequently executed (steps 51 and 52 in FIG. 23), and the brake 111 is engaged. (Step 53). By engaging the brake 111, the rotation speed of the third carrier 86 becomes 0 as in the case where the vehicle V is traveling as shown in FIG. In FIG. 25, RB1 indicates the reaction torque of the first brake 91.

  As apparent from FIG. 25, when the braking force by the engine brake is transmitted to the third sun gear 82 as the engine speed NE decreases, the braking force by the engine brake transmitted to the third sun gear 82 is As in the case of the first to third control modes described above (FIGS. 16, 19, and 22), the braking force of the brake 111 is transmitted to the first and second sun gears 62 and 72 as a reaction force. The inertia torque of the drive wheels DW and DW transmitted to the first carrier 65 and the second ring gear 73 is the first ring gear 63 using the braking force by the engine brake transmitted to the first sun gear 62 and the like as a reaction force as described above. And is transmitted to the second carrier 76 and acts to cause both of them 76 and 63 to rotate forward. As a result, the rotational speed of the first ring gear 63 that has been reversed as shown in FIG. Accordingly, the forward rotation of the first ring gear 63 is prevented by the aforementioned forward rotation prevention operation of the first brake 91.

  As described above, when forward rotation of the first ring gear 63 is prevented, the braking force by the engine brake transmitted to the first sun gear 62 or the like is the braking force acting on the first ring gear 63 from the first brake 91. The reaction force is transmitted to the drive wheels DW and DW via the first and second planetary gear devices 61 and 71. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission T2.

  Furthermore, in the fourth control mode, as described above, not the releasing operation of the second brake 101 but the forward rotation preventing operation of the second brake 101 is executed for the following reason. That is, as is clear from the execution contents of the processing shown in FIG. 13, during the deceleration travel of the vehicle V, the control for controlling the second transmission device T2 as the speed ratio RATIO becomes smaller due to the action of the engine brake. Mode switching is performed. In this case, for example, when the fourth control mode is selected as the vehicle V starts to decelerate, during the execution of the fourth control mode, the speed ratio RATIO that has been larger than the first speed ratio r1 until then is As a result of the action of the engine brake being equal to or less than the first gear ratio r1, the answer to step 6 in FIG. 13 becomes YES, thereby executing the third control mode (step 7).

  As described above, when the control mode of the second transmission device T2 is switched to the third control mode, the second brake 101 is not switched to the forward rotation prevention operation after waiting for the switching. This is because the control mode can be quickly switched by executing the forward rotation prevention operation in advance. In this case, during the execution of the fourth control mode, the second carrier 76 reverses and the reverse rotation of the second carrier 76 is allowed by the second brake 101, so the forward rotation prevention operation of the second brake 101 is executed. Even so, there is no problem in the operation of the fourth control mode.

  Further, when the accelerator pedal is depressed during execution of the fourth control mode, the deceleration fuel cut operation is terminated and the supply of fuel to the engine 3 is resumed. As apparent from FIG. 25, the first ring gear 63 and the second carrier 76 are operated in reverse by using the loads of the drive wheels DW and DW as reaction forces. As a result, the braking force no longer acts on the first ring gear 63 from the first brake 91, so that the operation during traveling of the vehicle V shown in FIG. 24 is performed again, and the power of the engine 3 is supplied to the first transmission. It is transmitted to the drive wheels DW and DW via T1.

  In the fourth control mode, a release operation may be executed instead of the forward rotation prevention operation of the second brake 101.

  Next, a process for stopping idling of the engine 3 while the vehicle V is decelerating (idle stop) will be described with reference to FIG. This process is repeatedly executed at a predetermined time (for example, 100 msec) in preference to the first to fourth control modes described above. First, in step 61 of FIG. 26, it is determined whether or not the deceleration fuel cut flag F_F / C is “1”. When this answer is NO, the present process is finished as it is, while when YES, that is, when the deceleration fuel cut operation is being performed, it is determined whether or not the vehicle speed VP is equal to or less than a predetermined vehicle speed VPREF (for example, 10 km / h). (Step 62).

  If the answer to step 62 is NO, the present process is terminated as it is, but if YES (VP ≦ VPREF) and the vehicle speed VP is very low, the brake 111 is released (step 63) and the engine 3 is stopped. (Step 64), the process is terminated. By executing this step 64, idling of the engine 3 while the vehicle V is traveling is stopped. The idling stop of the engine 3 is executed in preference to the resumption of fuel supply to the engine 3 from the deceleration fuel cut operation based on the comparison result between the engine speed NE and the return speed described above.

  In the process shown in FIG. 26, the first and second brakes 91 and 101 are held in a state of being controlled immediately before the answer to step 62 (VP ≦ VPREF) becomes YES. For example, when the above-described first control mode is executed immediately before the answer to step 62 becomes YES, the first and second brakes 91 and 101 execute the release operation as in the first control mode. To be controlled.

  FIG. 27 shows the relationship between the rotational speeds of various rotary elements when steps 63 and 64 of FIG. 26 are executed during execution of the second control mode described above. As shown in FIG. 27, since the brake 111 is released (step 63 in FIG. 26), the transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission T2 is interrupted. Unnecessary cranking of the engine 3 due to the transmission of the power of the drive wheels DW and DW due to inertia via the second transmission T2 can be prevented. Further, when the vehicle V is traveling at a reduced speed while the vehicle V is traveling at a reduced speed, the engine 3 can be appropriately idled prior to resuming the fuel supply to the engine 3 from the deceleration fuel cut operation. it can.

  FIG. 27 shows a case where the idle stop of the engine 3 is executed during execution of the second control mode. However, this is merely an example, and steps 61 and 62 are also executed during execution of other control modes. If the answer is YES and steps 63 and 64 are executed, it is possible to appropriately stop the engine 3 while the vehicle V is traveling at a reduced speed.

  Further, the ECU 2 determines whether the first transmission device T1 has failed, and when it is determined that the first transmission device T1 has failed, the power of the engine 3 is driven through the second transmission device T2. The operation of the second transmission device T2 is controlled so as to be transmitted to DW and DW.

FIG. 28 shows a process for determining a failure of the first transmission device T1. First, in step 71 of FIG. 28, it is determined whether or not a predetermined condition for determining failure of the first transmission device T1 is satisfied. The predetermined conditions include the following conditions (a) to (d). Here, the failure of the first transmission device T1 is a situation in which power cannot be appropriately transmitted from the engine 3 to the drive wheels DW and DW via the first transmission device T1.
(A) The deviation between the gear ratio RATIO and the target gear ratio is greater than a predetermined value.
(B) The friction acting on the starter for starting the engine 3 from the first transmission device T1 is larger than a predetermined value.
(C) The number of engine stalls is greater than a predetermined value.
(D) The detected value of the current supplied to the speed change actuator 14 is larger than the upper limit value.
Here, the friction acting on the starter from the first transmission device T1 is calculated based on the rotation speed of the starter and the detected value of the current supplied to the starter. The number of engine stalls is calculated based on the engine speed NE, the ignition signal IG described above, and the like.

  If the answer to step 71 is YES and the predetermined condition is satisfied, it is determined that the first transmission device T1 has failed, and the first transmission device failure flag F_T1NG is set to “ 1 "(step 72), and the process is terminated. On the other hand, if the answer to step 71 is NO, it is determined that the first transmission device T1 has not failed, the first transmission device failure flag F_T1NG is set to “0” (step 73), and this process ends. .

  Next, a process for controlling the operation of the second transmission device T2 during the failure of the first transmission device T1 will be described with reference to FIG. This process is repeatedly executed every predetermined time (for example, 100 msec). First, in step 81 of FIG. 29, it is determined whether or not the above-described ignition signal IG is ON. When this answer is NO, the present process is finished as it is, and when YES and the ignition signal IG is ON, the first transmission failure flag F_T1NG set in step 72 or 73 of FIG. 28 is “1”. Whether or not (step 82).

  If the answer to step 82 is NO (F_T1NG = 0), the present process ends. If YES, that is, if the first transmission T1 is out of order, the brake 111 is released (step 83). . Next, the reverse rotation prevention operation of the first brake 91 is executed (step 84), and the release operation of the second brake 101 is executed (step 85).

  Next, it is determined whether or not the previous value IGZ of the ignition signal is OFF (step 86). When this answer is YES, that is, when the current loop is a loop immediately after the IG / SW 47 is switched from OFF to ON, the operation of the starter, the injector 3a, etc. of the engine 3 is started to start the engine 3. (Step 87), and the process proceeds to the following step 88. On the other hand, when the answer to step 86 is NO, step 87 is skipped and the process proceeds to step 88.

  In step 88, it is determined whether or not the accelerator opening AP is larger than a predetermined opening APREF. When this answer is NO (AP ≦ APREF), that is, when the accelerator pedal is not depressed, this processing is ended as it is. On the other hand, when the answer to step 88 is YES and the accelerator pedal is depressed, the power of the engine 3 is transmitted to the drive wheels DW and DW via the second transmission device T2 in order to start the vehicle V. The brake 111 is engaged (step 89), and this process is terminated. In step 89, the degree of engagement of the brake 111 is gradually increased, whereby the braking force of the brake 111 is gradually increased.

  FIG. 30 shows the relationship between the rotational speeds of various rotary elements when the engine 3 is started while the vehicle V is stopped by the process shown in FIG. As described above, when the engine 3 is started (step 86: YES), the brake 111 is held in the released state (step 83). As a result, transmission of power from the engine 3 to the drive wheels DW and DW via the second transmission device T2 is interrupted. Therefore, as shown in FIG. 30, during the failure of the first transmission device T1, the engine 3 is appropriately started while the rotation speed of the drive wheels DW and DW remains at 0, that is, the vehicle V is stopped. be able to. Further, as long as the accelerator pedal is not depressed (step 88: NO), the brake 111 is held in the released state, so that the idle operation of the engine 3 can be appropriately performed.

  FIG. 31 shows the rotational speed relationship and the torque balance relationship between the various rotary elements when the vehicle V is started by the processing shown in FIG. As described above, when the accelerator pedal is depressed (step 88: YES), the brake 111 that has been released so far is engaged and the braking force is gradually increased. Thereby, as shown in FIG. 31, the rotation speed of the third carrier 86 becomes zero. Further, the reverse rotation prevention operation of the first brake 91 is executed (step 84), and the release operation of the second brake 101 is executed (step 85).

  In FIG. 31, TE indicates the torque of the engine 3, T62 indicates the torque transmitted to the first sun gear 62 as the torque of the engine 3 is transmitted, and RDW indicates the drive wheel DW. , DW reaction torque is shown respectively. The other parameters are as described with reference to FIG. The reaction torque R83 acting on the third ring gear 83 and the torque T62 transmitted to the first sun gear 62 are equal to each other.

  As apparent from FIG. 31, the torque of the engine 3 is transmitted to the first and second sun gears 62 and 72 via the third planetary gear device 81 using the braking force of the brake 111 as a reaction force. The torque transmitted to the first and second sun gears 62 and 72 is driven via the first and second planetary gear devices 61 and 71 using the braking force acting on the first ring gear 63 from the first brake 91 as a reaction force. It is transmitted to the wheels DW and DW. As described above, during the failure of the first transmission device T1, the power of the engine 3 is transmitted to the drive wheels DW and DW while being decelerated at the first gear ratio of the second transmission device T2. Therefore, a larger torque can be transmitted to the drive wheels DW and DW.

  In this case, since the braking force of the brake 111 is gradually increased, the torque transmitted from the engine 3 to the drive wheels DW and DW via the second transmission device T2 can be gradually increased, thereby generating an engine stall. The vehicle V can be started appropriately.

  Moreover, the correspondence between the various elements in the first embodiment and the various elements in the present invention is as follows. That is, the speed change actuator 14, the eccentric disk 18, the outer ring 21, and the one-way clutch 23 in the first embodiment correspond to the actuator, the input side member, the output side member, and the first one-way clutch in the present invention, respectively.

  Further, the first and second planetary gear devices 61 and 71 in the first embodiment correspond to the first differential device in the present invention, and the third planetary gear device 81 in the first embodiment corresponds to the first differential device in the present invention. It corresponds to 2 differential devices. Further, the first and second sun gears 62 and 72 in the first embodiment correspond to the first rotating element in the present invention, and the first carrier 65 and the second ring gear 73 in the first embodiment are the second in the present invention. The first ring gear 63 and the second carrier 76 in the first embodiment correspond to the rotating elements, respectively, corresponding to the third and fourth rotating elements in the present invention.

  Further, the third planetary gear device 81 and the brake 111 in the first embodiment correspond to the power transmission changing device in the present invention, and the third sun gear 82, the third ring gear 83, and the third carrier 86 in the first embodiment. These correspond to the fifth rotating element, the sixth rotating element, and the seventh rotating element in the present invention, respectively. Furthermore, the one-way clutch OW in the first embodiment corresponds to the clutch and the second one-way clutch in the present invention. Further, the first and second brakes 91 and 101 in the first embodiment correspond to the third and fourth one-way clutches in the present invention, respectively.

  As described above, according to the first embodiment, the step-variable second transmission device T2 is provided in parallel with the continuously variable transmission type first transmission device T1 applying the principle of the four-bar link. During the deceleration traveling of the vehicle V, power is transmitted between the drive wheels DW and DW and the engine 3 via the second transmission device T2. In this case, as described in detail with reference to FIGS. 13 to 25, as the speed ratio RATIO is smaller (high speed side), that is, as the rotational speed of the drive wheels DW and DW is higher, the speed change of the second transmission device T2 is performed. Since the speed is set to a higher speed, the engine brake can be appropriately applied to the drive wheels DW and DW while the vehicle V is decelerating, thereby improving drivability and the engine. 3 over-rotation can be prevented.

  Further, when the power of the engine 3 is transmitted to the drive wheels DW and DW via the first transmission device T1 while the vehicle V is traveling, the engine 3 and the first and first motors are driven by the third planetary gear device 81 and the brake 111. By interrupting transmission of power between the two sun gears 62 and 72, transmission of power of the engine 3 to the drive wheels DW and DW via the second transmission device T2 can be interrupted. Thereby, transmission of the power of the engine 3 to the drive wheels DW and DW via the first transmission device T1 can be performed without any trouble.

  Further, as described with reference to FIGS. 16 and 19, when the speed change ratio RATIO is relatively small during the deceleration traveling of the vehicle V, that is, when the rotational speed of the drive wheels DW and DW is high, the first sun gear 62 and The first carrier 65 is automatically connected by the one-way clutch OW, whereby the gear position of the second transmission T2 is set to the third speed. Further, when the vehicle V is traveling at a reduced speed and the gear ratio RATIO is relatively large, that is, when the rotational speed of the drive wheels DW and DW is low, the one-way clutch OW automatically establishes a gap between the first sun gear 62 and the first carrier 65. Blocked. Therefore, special control of the one-way clutch OW itself is not necessary for performing the above-described operation.

  Further, as described with reference to FIGS. 22 and 25, during the vehicle V traveling at a reduced speed, the second carrier 101 is prevented from rotating forward by the second brake 101, and the first ring gear 63 is moved forward by the first brake 91. The prevention of the rolling is automatically performed with the transmission of the braking force by the engine brake to the first to third planetary gear devices 61, 71, 81. Therefore, unlike the case of using an ON / OFF type clutch, it is not necessary to constantly monitor the rotation speeds of the first ring gear 63 and the second carrier 76 in performing the above-described operation.

  As described with reference to FIGS. 16 and 19, the four rotational elements of the first and second planetary gear devices 61 and 71 are used to set the gear position of the second transmission device T2 to the third gear position. When the first and second brakes 91 and 101 are released, the first ring gear 73 and the second carrier 76 can be allowed to rotate forward, and therefore the third speed using the above-described one-way clutch OW. It is possible to perform the setting operation of the shift speed to the gear without any trouble.

  Further, as described with reference to FIGS. 28 to 31, when it is determined that the first transmission device T <b> 1 is out of order, when the vehicle V is stopped and the engine 3 is started, 3 and the first and second sun gears 62, 72 are interrupted by the third planetary gear device 81 and the brake 111. Therefore, the engine 3 can be appropriately started without driving the drive wheels DW and DW while the first transmission device T1 is out of order and the vehicle V is stopped. Further, when it is determined that the first transmission device T1 is malfunctioning, the vehicle 3 is stopped between the engine 3 and the first and second sun gears 62 and 72 as long as the accelerator pedal is not depressed. The power transmission interruption is maintained. Therefore, the idle operation of the engine 3 can be appropriately performed without driving the drive wheels DW and DW while the first transmission device T1 is out of order and the vehicle V is stopped.

  Further, when it is determined that the first transmission device T1 is out of order, when the engine 3 is in operation and the vehicle V is started, the first ring gear 63 is reversely rotated by the reverse rotation preventing operation of the first brake 91. Is prevented, the releasing operation of the second brake 101 is executed, and the braking force of the brake 111 is gradually increased so that the power transmitted from the engine 3 to the drive wheels DW and DW is gradually increased. As a result, during the failure of the first transmission device T1, power can be transmitted from the engine 3 to the drive wheels DW and DW via the second transmission device T2, and the power transmitted to the drive wheels DW and DW is gradually increased. Therefore, the vehicle V can be started appropriately without causing engine stall and shock.

  Further, in this case, since the first ring gear 63 is braked by the first brake 91, it is transmitted to the first and second sun gears 62 and 72 as compared with the case where the second carrier 76 is braked by the second brake 101. The ratio of the torque transmitted to the first carrier 65 and the second ring gear 73 with respect to the torque can be increased. Therefore, when the vehicle V is started by transmitting power to the drive wheels DW and DW via the second transmission device T2, a larger torque can be transmitted to the drive wheels DW and DW. Can be improved.

  Next, a power transmission device according to a second embodiment of the present invention will be described with reference to FIG. As shown in FIG. 32, the power transmission device according to the second embodiment is provided with a clutch CL, which is an electromagnetic clutch, instead of the one-way clutch OW, as compared with the first embodiment, The second brake 121, 131 is mainly different in that both are constituted by electromagnetic clutch type brakes. In FIG. 32, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  As shown in FIG. 33, the clutch CL, the first and second brakes 121 and 131 are connected to the ECU 2, and the degree of engagement thereof is controlled by the ECU 2. Since the operation of the second transmission device T2A in the second embodiment is different from that of the first embodiment due to the difference in configuration from the above-described first embodiment, hereinafter, FIG. 34 to FIG. The description will be given with reference.

[First control mode]
FIG. 34 shows a process for executing the first control mode described in the first embodiment. In the same figure, the same step number is attached | subjected about the part of the same execution content as 1st Embodiment (FIG. 14). First, in steps 91 and 92 in FIG. 34, the first and second brakes 121 and 131 are released in order to set the gear position of the second transmission device T2A to the third gear position, and in the subsequent step 93, the clutch CL is released. Conclude. Next, steps 23 to 25 described in the first embodiment are executed, and this process is terminated. Thus, when the accelerator pedal is not depressed (step 23: NO), the braking force of the brake 111 is gradually increased (step 24), and when the accelerator pedal is depressed (step 23: YES), the brake 111 is released. (Step 25).

  FIG. 35 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the first control mode, and FIG. 36 shows various rotational speeds during execution of the first control mode. The rotational speed relationship between the elements and the torque balance relationship are shown. As apparent from the comparison between FIGS. 15 and 16 described in the first embodiment and FIGS. 35 and 36, the relationship between the rotational speeds and the torque balance between the various rotating elements in these cases. The relationship is the same as that of the first embodiment.

  As shown in FIG. 35, when the speed ratio RATIO is equal to or smaller than the third speed ratio r3 while the vehicle V is traveling, the speed stage of the second transmission T2A is set to the third speed stage at the start of the first control mode thereafter. Therefore, the brake 111, the first and second brakes 121 and 131 are released, and the clutch CL is engaged.

  By releasing the brake 111, as in the first embodiment, transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission T2A is interrupted, so that the power of the engine 3 is It is transmitted to the drive wheels DW and DW only through the single transmission T1. Further, the first sun gear is allowed to rotate by rotating the first ring gear 63 and the second carrier 76 (forward rotation / reverse rotation) by releasing the first and second brakes 121 and 131 and engaging the clutch CL. When the clutch 62 is connected between the first carrier 65 and the first carrier 65, the four rotating elements constituted by the first and second planetary gear devices 61 and 71 rotate integrally. In FIG. 35, a thin alternate long and short dash line indicates the relationship between the rotational speeds of various rotary elements when the gear position of the second transmission device T2A is the third gear.

  In addition, when the first control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2A to the third gear position, the first and second brakes 121 and 131 are subsequently released (steps 91 and 92 in FIG. 34) and the clutch CL is engaged (step 93). ). Further, as in the first embodiment, the braking force of the brake 111 against the third carrier 86 is gradually increased (step 24). As a result, the rotation speed of the third carrier 86 becomes zero. The various parameters in FIG. 36 are as described in the first embodiment with reference to FIG.

  36, as in the first embodiment, the braking force by the engine brake is transmitted to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force. Further, when the clutch CL is engaged, the first sun gear 62 and the first carrier 65 are connected to each other, so that the four rotating elements constituted by the first and second planetary gear devices 61 and 71 rotate integrally. To do. As a result, as in the first embodiment, the braking force by the engine brake transmitted to the first sun gear 62 and the like is further transmitted to the driving wheels DW and DW via the first and second planetary gear devices 61 and 71. The

  Further, during execution of the first control mode, as in the first embodiment, when the accelerator pedal is depressed (step 23: YES), the brake 111 is released (step 25), whereby the second transmission T2A is interposed. Transmission of power between the engine 3 and the drive wheels DW and DW is cut off. Further, when the supply of fuel to the engine 3 is resumed by the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 35 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Second control mode]
Next, processing for executing the second control mode will be described with reference to FIG. First, in steps 101 and 102 in FIG. 37, the first and second brakes 121 and 131 are released in order to set the gear position of the second transmission device T2A to the third gear speed, and in the subsequent step 103, the clutch CL is released. Conclude. Next, in Steps 104 to 106, as in Steps 23 to 25, the operation of the brake 111 is controlled in accordance with the comparison result between the accelerator opening AP and the predetermined opening APREF, and this process ends.

  Specifically, in step 104, it is determined whether or not the accelerator opening AP is larger than the predetermined opening APREF. If this answer is NO and the accelerator pedal is not depressed, the brake 111 is released in step 105. The process is terminated. By executing this step 105, the braking force of the brake 111 gradually increases. On the other hand, if the answer to step 104 is YES and the accelerator pedal is depressed, the brake 111 is released in step 106 and the process is terminated.

  FIG. 38 shows the relationship between the rotational speeds of the various rotary elements during traveling of the vehicle V immediately before starting the second control mode, and FIG. 39 shows the various rotations during the execution of the second control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 38, when the vehicle V is traveling, when the transmission gear ratio RATIO is larger than the third transmission gear ratio r3 and less than or equal to the second transmission gear ratio r2, the second transmission device is started at the subsequent start of the second control mode. In order to quickly set the T2A gear to the third gear, the brake 111, the first and second brakes 121 and 131 are released, and the clutch CL is engaged.

  The release of the brake 111 interrupts the transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2A, so that the power of the engine 3 is transmitted only through the first transmission device T1. Are transmitted to the drive wheels DW and DW. Further, as shown in FIG. 38, the four rotary elements constituted by the first and second planetary gear devices 61 and 71 are integrated by releasing the first and second brakes 121 and 131 and fastening the clutch CL. Rotate to. Since this and the gear ratio RATIO are larger than the third gear ratio r3 of the third gear of the second transmission device T2A, the third carrier 86 reverses. In FIG. 38, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various rotary elements when the shift speed is the third speed, and a thin two-dot chain line indicates the various rotational elements when the speed is the second speed. The relationship of the rotation speed between is shown.

  Further, when the second control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2A to the third gear position, the first and second brakes 121 and 131 are subsequently released (steps 101 and 102 in FIG. 37) and the clutch CL is engaged (step 103). ). Further, the braking force of the brake 111 against the third carrier 86 is gradually increased (step 105). As a result, the rotation speed of the third carrier 86 becomes zero.

  As is clear from FIG. 39, the braking force by the engine brake is transmitted to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force, as in the first embodiment. In addition, as a result of the clutch CL being engaged, the four rotating elements constituted by the first and second planetary gear devices 61 and 71 rotate together, so that the braking force by the engine brake transmitted to the first sun gear 62 and the like is further increased. The first and second planetary gear devices 61 and 71 are transmitted to the drive wheels DW and DW.

  Further, during execution of the second control mode, as in the case of the first control mode shown in FIG. 34, when the accelerator pedal is depressed (step 104: YES), the brake 111 is released (step 106). Transmission of power between the engine 3 and the drive wheels DW and DW via the two-transmission device T2A is interrupted. Further, when the supply of fuel to the engine 3 is resumed by the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 38 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Third control mode]
Next, a process for executing the third control mode will be described with reference to FIG. First, in steps 111 and 112 in FIG. 40, the first brake 121 and the clutch CL are released in order to set the gear position of the second transmission device T2A to the second gear position, and in the subsequent step 113, the second brake 131 is released. Conclude. Next, in steps 114 to 116, as in steps 23 to 25, the operation of the brake 111 is controlled in accordance with the comparison result between the accelerator opening AP and the predetermined opening APREF, and this process is terminated.

  FIG. 41 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the third control mode, and FIG. 42 shows various rotations during execution of the third control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 41, when the vehicle V is traveling, when the transmission gear ratio RATIO is larger than the second transmission gear ratio r2 and less than or equal to the first transmission gear ratio r1, the second transmission device is started at the subsequent start of the third control mode. In order to quickly set the gear position of T2A to the second gear, the first brake 121 is released, the second brake 131 is engaged, and the clutch CL is released.

  By releasing the brake 111, transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2A is cut off, so that the power of the engine 3 is transmitted via the first transmission device T1. It is transmitted to the drive wheels DW and DW. Further, the first ring gear 63 is allowed to rotate due to the release of the first brake 121 described above, and the second carrier 76 is braked by the second brake 131 when the second brake 131 is engaged. The number of rotations of the carrier 76 becomes 0, and the first sun gear 62 and the first carrier 65 are disconnected by releasing the clutch CL. Since these things and the gear ratio RATIO are larger than the second gear ratio r2 of the second gear of the second transmission device T2A, the third carrier 86 is reversed as shown in FIG. In FIG. 41, a thin alternate long and short dash line indicates a rotational speed relationship between various types of rotary elements when the gear position of the second transmission device T2A is the second speed stage, and a thin two-dot chain line indicates the first speed stage. The relationship of the rotation speed between the various rotation elements is shown.

  Further, when the third control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2A to the second gear position, the first brake 121 and the clutch CL are subsequently released (steps 111 and 112 in FIG. 40) and the second brake 131 is engaged (step 113). ). Further, the braking force of the brake 111 against the third carrier 86 is gradually increased (step 115). As a result, the rotation speed of the third carrier 86 becomes zero. In FIG. 42, RB2A indicates the reaction torque of the second brake 131.

  42, as in the first embodiment, the braking force by the engine brake is transmitted to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force. Further, the braking force by the engine brake transmitted to the first sun gear 62 and the like is obtained through the first carrier 65 and the second ring gear 73 using the braking force of the second brake 131 acting on the second carrier 76 as a reaction force. It is transmitted to the drive wheels DW and DW.

  Further, during execution of the third control mode, as in the case of the first control mode shown in FIG. 34, when the accelerator pedal is depressed (step 114: YES), the brake 111 is released (step 116), thereby Transmission of power between the engine 3 and the drive wheels DW and DW via the two-transmission device T2A is interrupted. Further, when the supply of fuel to the engine 3 is resumed due to the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 41 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Fourth control mode]
Next, a process for executing the fourth control mode will be described with reference to FIG. First, in steps 121 and 122 of FIG. 43, the second brake 131 and the clutch CL are released in order to set the gear position of the second transmission device T2A to the first gear stage, and in the subsequent step 123, the first brake 121 is released. Conclude. Next, in steps 124 to 126, as in steps 23 to 25, the operation of the brake 111 is controlled according to the comparison result between the accelerator opening AP and the predetermined opening APREF, and this process is terminated.

  FIG. 44 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the fourth control mode, and FIG. 45 shows various rotations during execution of the fourth control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 44, when the speed ratio RATIO is larger than the first speed ratio r1 while the vehicle V is traveling, the speed stage of the second transmission device T2A is quickly changed to the first speed stage at the start of the fourth control mode thereafter. Therefore, the first brake 121 is engaged and the second brake 131 and the clutch CL are released.

  By releasing the brake 111, transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2A is cut off, so that the power of the engine 3 is transmitted via the first transmission device T1. It is transmitted to the drive wheels DW and DW. In addition, when the first brake 121 is engaged, the first ring gear 63 is braked by the first brake 121, so that the rotation speed of the first ring gear 63 becomes 0, and further, when the second brake 131 is released. The rotation of the second carrier 76 is allowed, and the first sun gear 62 and the first carrier 65 are disconnected by releasing the clutch CL. Since these things and the gear ratio RATIO are larger than the first gear ratio r1 of the first gear of the second transmission device T2A, the third carrier 86 reverses as shown in FIG. In FIG. 44, a thin alternate long and short dash line indicates the relationship between the rotational speeds of various rotating elements when the shift speed is the first speed.

  Further, when the fourth control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, the second speed change is performed as shown in FIG. In order to set the gear position of the device T2A to the first gear position, the second brake 131 and the clutch CL are subsequently released (steps 121 and 122 in FIG. 40) and the first brake 121 is engaged (step 123). ). Further, the braking force of the brake 111 against the third carrier 86 is gradually increased (step 125). As a result, the rotation speed of the third carrier 86 becomes zero. In FIG. 45, RB1A indicates the reaction torque of the first brake 121.

  As is clear from FIG. 45, as in the first embodiment, the braking force by the engine brake is transmitted to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force. Further, the braking force by the engine brake transmitted to the first sun gear 62 and the like is obtained by using the braking force of the first brake 121 acting on the first ring gear 63 as a reaction force via the first carrier 65 and the second ring gear 73. It is transmitted to the drive wheels DW and DW.

  Further, during execution of the fourth control mode, as in the case of the first control mode shown in FIG. 34, when the accelerator pedal is depressed (step 124: YES), the brake 111 is released (step 126), thereby Transmission of power between the engine 3 and the drive wheels DW and DW via the two-transmission device T2A is interrupted. Further, when the supply of fuel to the engine 3 is resumed by the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 44 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

  In the second embodiment, the process for stopping idling of the engine 3 while the vehicle V is decelerating (idle stop) is executed in the same manner as in the first embodiment (FIG. 26). FIG. 46 shows the rotational speed relationship between the various types of rotary elements when this process is executed during the execution of the second control mode described above.

  As shown in FIG. 46, when the brake 111 is released, transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2A is interrupted, so that the drive wheels DW and Unnecessary cranking of the engine 3 due to the transmission of the DW power via the second transmission device T2A can be prevented. Similarly to the first embodiment, when the vehicle speed VP is equal to or lower than the predetermined vehicle speed VPREF while the vehicle V is traveling at a reduced speed, the engine 3 is idle prior to resuming the fuel supply to the engine 3 from the deceleration fuel cut operation. Stop can be done appropriately.

  Further, in the second embodiment, as in the first embodiment, when the failure of the first transmission device T1 is determined (FIG. 28) and it is determined that the first transmission device T1 has failed, The operation of the second transmission device T2A is controlled so that the power of the engine 3 is transmitted to the drive wheels DW and DW via the second transmission device T2A. FIG. 47 shows a process for controlling the operation of the second transmission device T2A during the failure of the first transmission device T1. In the figure, the same step numbers are assigned to the same execution contents as in the first embodiment (FIG. 29). Hereinafter, description will be made focusing on the execution contents different from the first embodiment.

  As shown in FIG. 47, in steps 131 and 132 following step 83, the clutch CL and the second brake 131 are released, respectively. Next, the first brake 121 is engaged (step 133), and step 86 and subsequent steps are executed.

  FIG. 48 shows the rotational speed relationship between the various rotary elements when the engine 3 is started while the vehicle V is stopped by the process shown in FIG. 47 described above. As described above, as in the first embodiment, when the engine 3 is started (step 86: YES), the brake 111 is held in the released state (step 83). Thus, during the failure of the first transmission device T1, the transmission of power from the engine 3 to the drive wheels DW and DW via the second transmission device T2A is interrupted, so that the drive wheels DW, While the rotation speed of the DW remains at 0, the engine 3 can be started properly and the engine 3 can be idled appropriately.

  FIG. 49 shows the rotational speed relationship and the torque balance relationship between the various rotary elements when the vehicle V is started by the processing shown in FIG. As described above, when the accelerator pedal is depressed (step 88: YES), the brake 111 that has been released so far is engaged and the braking force is gradually increased. Thereby, as shown in FIG. 49, the rotation speed of the third carrier 86 becomes zero. Further, the second brake 131 is released (step 132), and the first brake 121 is engaged (step 133). In FIG. 49, RB1A indicates the braking torque of the first brake 121 as described with reference to FIG. 45, and the other parameters are as described in the first embodiment.

  As is clear from FIG. 49, as in the first embodiment, the torque of the engine 3 is transmitted to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force. The braking force acting on the first ring gear 63 is transmitted to the drive wheels DW and DW as a reaction force. As described above, the power of the engine 3 is transmitted to the drive wheels DW and DW while being decelerated at the first gear ratio of the second transmission device T2A.

  In the second embodiment, the gear position is changed when the power of the engine 3 is transmitted to the drive wheels DW and DW via the second transmission device T2A during the failure of the first transmission device T1. . FIG. 50 shows a process for changing the gear position of the second transmission device T2A from the first gear to the second gear. This process is repeatedly executed every predetermined time (for example, 100 msec).

  First, in step 141 of FIG. 50, it is determined whether or not the first transmission failure flag F_T1NG described in the first embodiment is “1”. When this answer is NO, the present process is finished as it is, while when it is YES, that is, when the first transmission T1 is out of order, it is determined whether or not the upshift request flag F_UPRATIO is “1”. (Step 142). This shift-up request flag F_UPRATIO is set to “1” because there is a shift-up request when it is determined that the gear position of the second transmission device T2A should be shifted from the first gear to the second gear. Is. This determination is made according to the vehicle speed VP, the engine speed NE, and the accelerator pedal opening AP.

  When the answer to step 142 is NO, the process is terminated as it is, while YES (F_UPRATIO = 1), a request is made to change the gear position of the second transmission T2A from the first gear to the second gear. If so, the following steps 143 to 147 are executed to change the gear position to the second gear.

  That is, the clutch CL (see step 131 in FIG. 47) that has been in the released state is continuously held in the released state (step 143), and the brake 111 and the first brake 91 that have been in the engaged state so far (step in FIG. 47). 83 and step 133) are released (steps 144 and 145). Next, the second brake 101 (see step 132 in FIG. 47) in the released state is engaged (step 146), the brake 111 is engaged (step 147), and this process is terminated. The engagement of the second brake 101 and the brake 111 in these steps 146 and 147 is performed so that the braking force of both the 101 and 111 gradually increases.

  FIG. 51 shows the relationship between the rotational speeds of various rotary elements during traveling of the vehicle V when the shift stage of the second transmission device T2A is shifted up to the second speed stage by the process shown in FIG. The torque balance relationship is shown. In FIG. 51, RB2A indicates the reaction torque of the second brake 131 as described with reference to FIG.

  As is apparent from FIG. 51, the torque of the engine 3 is transmitted to the first and second sun gears 62 and 72 using the braking force of the brake 111 as a reaction force, and further acts on the second carrier 76 from the second brake 131. The braking force to be transmitted is transmitted to the drive wheels DW and DW as a reaction force. As described above, the power of the engine 3 is transmitted to the drive wheels DW and DW while being decelerated at the second gear ratio of the second transmission T2A.

  Although not shown, the second speed change device T2A can be similarly switched to the third speed. In this case, the control of the brake 111, the first and second brakes 121 and 131 for setting the shift speed to the third speed is performed in the same manner as in the first and second control modes.

  Moreover, the correspondence between the various elements in the second embodiment and the various elements in the present invention is as follows. That is, the ECU 2 in the second embodiment corresponds to a failure determination unit and a failure control unit in the present invention. Other correspondences are the same as those of the first embodiment except for the second to fourth one-way clutches in the present invention.

  As described above, according to the second embodiment, as in the first embodiment, the drive wheels DW are driven via the second transmission T2A provided in parallel with the first transmission T1 while the vehicle V is traveling at a reduced speed. , Power transmission between the DW and the engine 3 is performed. In this case, as described in detail with reference to FIGS. 34 to 45, the lower the gear ratio RATIO, that is, the higher the rotational speed of the drive wheels DW and DW, the higher the speed of the second transmission T2A. Therefore, when the vehicle V is traveling at a reduced speed, the engine brake can be applied to the drive wheels DW and DW appropriately, thereby improving drivability and over-rotation of the engine 3. Can be prevented.

  Further, when the power of the engine 3 is transmitted to the drive wheels DW and DW via the first transmission device T1 while the vehicle V is traveling, the engine 3 and the first and first motors are driven by the third planetary gear device 81 and the brake 111. By interrupting transmission of power between the two sun gears 62 and 72, transmission of power of the engine 3 to the drive wheels DW and DW via the second transmission device T2A can be interrupted. Thereby, transmission of the power of the engine 3 to the drive wheels DW and DW via the first transmission device T1 can be performed without any trouble.

  Furthermore, as described with reference to FIGS. 47 to 51, as in the first embodiment, when it is determined that the first transmission device T <b> 1 has failed, the engine 3 is stopped while the vehicle V is stopped. Starting and idling can be appropriately performed without driving the drive wheels DW and DW. Further, when it is determined that the first transmission device T1 has failed, when the engine 3 is in operation and the vehicle V is started, the drive wheels DW are driven from the engine 3 via the second transmission device T2A. In addition, power can be transmitted to DW, and power transmitted to the drive wheels DW and DW can be gradually increased. Therefore, the vehicle V can be started appropriately without causing engine stall and shock during the failure of the first transmission device T1. In this case, since the first ring gear 63 is braked by the first brake 121, a larger torque can be transmitted to the drive wheels DW and DW, and thus the startability of the vehicle V can be improved.

  Further, when it is determined that the first transmission device T1 is out of order, power is transmitted from the engine 3 to the first and second sun gears 62 and 72 while the engine 3 is in operation and the vehicle V is running. The brake 111 is controlled so that is transmitted, the braking by the first brake 121 is released, and the second carrier 76 is braked by the second brake 131. Thereby, compared with the case where the 1st brake 121 brakes the 1st ring gear 63, ratio of the number of rotations of the 1st sun gear 62 etc. to the number of rotations of the 1st career 65 etc. connected with driving wheel DW and DW is. The reduction ratio of the power transmitted from the engine 3 to the drive wheels DW and DW via the second transmission device T2A can be reduced, and as a result, the rotation speed of the drive wheels DW and DW can be increased. .

  Next, a power transmission device according to a third embodiment of the present invention will be described with reference to FIG. The power transmission device according to the third embodiment is mainly different from the first embodiment in the configuration of the second transmission device T2B. In FIG. 52, the same components as those in the first embodiment are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the first embodiment.

  As shown in FIG. 52, the second transmission device T2B includes the first planetary gear device 141, the second planetary gear device 151, the third planetary gear device 161, the clutch 171 and the third brake 181 as well as the first embodiment. The first and second brakes 91 and 101 described above are provided.

  The first planetary gear device 141 is a single pinion type planetary gear device, and includes a first sun gear 142, a first ring gear 143 provided on the outer periphery of the first sun gear 142, and a plurality of pinion gears meshed with both gears 142, 143. 144 and a rotatable first carrier 145 that rotatably supports the pinion gear 144. The second planetary gear device 151 is a single pinion type planetary gear device, like the first planetary gear device 141, and includes a second sun gear 152, a second ring gear 153, and a plurality of pinion gears 154 that mesh with both gears 152, 153. And a rotatable second carrier 155 that rotatably supports the pinion gear 154.

  The third planetary gear device 161 is a double pinion planetary gear device, and includes a third sun gear 162, a third ring gear 163, a plurality of first pinion gears 164 that mesh with the third sun gear 162, and a first pinion gear 164. And a plurality of second pinion gears 165 that mesh with the third ring gear 163, and a rotatable third carrier 166 that rotatably supports the first and second pinion gears 164 and 165. The ratio of the number of teeth of the first sun gear 142 to the number of teeth of the first ring gear 143 is set to a value smaller than the ratio of the number of teeth of the second sun gear 152 to the number of teeth of the second ring gear 153.

  The first to third sun gears 142, 152, and 162 are integrally and coaxially provided on the hollow second rotating shaft 52 described in the first embodiment, and are rotatable integrally with the second rotating shaft 52. . The first and second carriers 145 and 155 are provided integrally with each other and are coaxially connected to the output shaft 12. The third ring gear 163 is coaxially connected to the second carrier 155 via a flange or the like. As described above, the third ring gear 163 and the first and second carriers 145 and 155 are rotatable together with the output shaft 12.

  Further, the clutch 171 is provided between the first rotating shaft 51 and the second rotating shaft 52 described in the first embodiment. The clutch 171 is an electromagnetic clutch and is connected to the ECU 2 as shown in FIG. 53, and the degree of engagement thereof is controlled by the ECU 2. Further, the third brake 181 is configured by a combination of a general one-way clutch and a stationary case CA, and is attached to the third carrier 166. The third brake 181 prevents forward rotation of the third carrier 166 by connecting the third carrier 166 and the case CA when power for forward rotation is transmitted to the third carrier 166, while preventing the third carrier 166 from rotating forward. When the power to be reversely rotated is transmitted to the third carrier 166, the third carrier 166 is allowed to reversely rotate by blocking between the third carrier 166 and the case CA.

  As described above, in the second transmission device T2B, the first to third sun gears 142, 152, and 162 are rotatable integrally with each other. Further, the third ring gear 163 and the first and second carriers 145 and 155 are rotatable together. Further, the ratio of the number of teeth of the first sun gear 142 to the number of teeth of the first ring gear 143 is set to a value smaller than the ratio of the number of teeth of the second sun gear 152 to the number of teeth of the second ring gear 153.

  From the above, the rotation speed of the first to third sun gears 142, 152, 162, the rotation speed of the third ring gear 163, the first and second carriers 145, 155, the rotation speed of the first ring gear 143, and the second ring gear. The rotational speed of 153 and the rotational speed of the third carrier 166 satisfy the collinear relationship arranged in this order on a single straight line in the collinear diagram. In this way, the first to third planetary gear devices 141, 151, 161 constitute five rotating elements whose rotational speeds are collinear with each other.

  Further, as shown in FIGS. 1 and 52, the first to third sun gears 142, 152, 162 include the second rotating shaft 52, the clutch 171, the first rotating shaft 51, the second sprocket SP2, the chain CH, the first The sprocket SP1 and the input shaft 11 of the first transmission device T1 are connected to the crankshaft. For this reason, when the clutch 171 is engaged, the first to third sun gears 142, 152, 162 and the engine speed NE are equal to each other if deceleration by the first and second sprockets SP1, SP2 is ignored. Further, the third ring gear 163, the first and second carriers 145, 155 are connected to the left and right drive wheels DW, DW via the output shaft 12, the differential device DF, and the left and right drive shafts DS, DS. . For this reason, if the deceleration by the differential device DF is ignored, the rotation speeds of the third ring gear 163, the first and second carriers 145, 155 are equal to the rotation speeds of the drive wheels DW, DW.

  From the above, the relationship between the rotational speeds of the engine 3, the drive wheels DW and DW and the various rotary elements in the second transmission device T2B during the engagement of the clutch 171 is expressed as shown in the alignment chart shown in FIG. The As is apparent from this nomograph, the speed ratio of the second transmission T2B (the rotational speed of the input shaft 11 / the rotational speed of the output shaft 12) allows the third carrier 181 to reversely rotate with the third brake 181. When the rotation of the second ring gear 153 is permitted by the release operation of the second brake 101 and the rotation (forward rotation / reverse rotation) of the first ring gear 143 is blocked by the forward rotation or reverse rotation prevention operation of the first brake 91, the maximum ( The lowest speed side), and the gear position becomes the first gear.

  As shown in FIG. 55, the third brake 181 allows the third carrier 181 to reversely rotate, and the second brake 101 prevents the second ring gear 153 from rotating forward by preventing the first brake 91 from rotating forward. When the rotation of the first ring gear 143 is permitted by the release operation, the value becomes the medium speed side, and the gear position thereof becomes the second speed stage. Further, as shown in FIG. 56, the third brake 181 prevents the third carrier 181 from rotating forward, the release operation of the second brake 101 allows the rotation of the second ring gear 153, and the release operation of the first brake 91. Thus, when the rotation of the first ring gear 143 is permitted, the speed becomes the minimum (highest speed side), and the shift speed thereof becomes the third speed.

  As is apparent from FIG. 54, the torque of the engine 3 acts to reverse the first ring gear 143 using the loads of the drive wheels DW and DW as reaction forces, and the torque of the drive wheels DW and DW due to inertia is The first ring gear 143 acts to rotate forward using the braking force of the engine brake as a reaction force. For this reason, the first speed of the second transmission T2B described above is during the execution of the reverse rotation prevention operation of the first brake 91 and the power from the engine 3 to the drive wheels DW and DW via the second transmission T2B. Is established during transmission of the first brake 91, and during transmission of power from the drive wheels DW and DW to the engine 3 via the second transmission T2B.

  Further, the second and third brakes 101 and 181 allow the second ring gear 153 and the third carrier 166 to reversely rotate, whereas, as is apparent from FIGS. 55 and 56, the torque of the engine 3 is the driving wheel. The second ring gear 153 and the third carrier 166 are operated in reverse by using the load from the DW and DW as a reaction force. Therefore, the second and third speeds of the second transmission T2B described above are not established during transmission of power from the engine 3 to the drive wheels DW and DW only through the second transmission T2B. This is established only during transmission of power from the wheels DW and DW to the engine 3 via the second transmission device T2B.

  Since the configuration of the second transmission device T2B according to the third embodiment is different from that of the second transmission device T2 of the first embodiment as described above, the operation of the second transmission device T2B while the vehicle V is decelerating is performed. The process for controlling is also different from that of the first embodiment. Hereinafter, this process will be described with a focus on differences from the first embodiment with reference to FIG. In the same figure, the same step number is attached | subjected about the part of the same execution content as 1st Embodiment.

  As shown in FIG. 57, when the answer to step 1 is YES, the control mode for controlling the second transmission device T2B according to the gear ratio RATIO is set in the subsequent step 151 and subsequent steps, as in the first embodiment. Run. Specifically, it is determined whether or not the gear ratio RATIO is equal to or smaller than a predetermined third gear ratio R3 (step 151). The third speed ratio R3 is set to the above-described third speed ratio of the second transmission device T2B.

  When the answer to step 151 is YES and the speed ratio RATIO is less than or equal to the third speed ratio R3, that is, when the speed ratio RATIO is less than or equal to the speed ratio on the highest speed side of the second transmission device T2B (high speed side), this will be described later. The first control mode is executed (step 152), and this process ends.

  On the other hand, if the answer to step 151 is NO (RATIO> R3), it is determined whether or not the gear ratio RATIO is equal to or less than the second gear ratio R2 (step 153). The second speed ratio R2 is set to the above-described second speed ratio of the second transmission device T2B. When the answer to step 153 is YES, that is, when the gear ratio RATIO is larger than the gear ratio of the third gear (low speed side) and less than the gear ratio of the second gear (high speed side), the second control mode Is executed (step 154), and this processing is terminated.

  On the other hand, when the answer to step 153 is NO (RATIO> R2), it is determined whether or not the gear ratio RATIO is equal to or less than the first gear ratio R1 (step 155). The first speed ratio R1 is set to the above-described first speed ratio of the second transmission device T2B. When the answer to step 155 is YES, that is, when the gear ratio RATIO is larger than the gear ratio of the second gear (low speed side) and less than the gear ratio of the first gear (high speed side), the third control mode Is executed (step 156), and this processing is terminated.

  On the other hand, if the answer to step 155 is NO (RATIO> R1) and the gear ratio RATIO is larger than the gear ratio of the first gear of the second transmission device T2B (low speed side), the fourth control mode is executed (step) 157) The present process is terminated.

[First control mode]
Next, processing for executing the first control mode in step 152 of FIG. 57 will be described with reference to FIG. In FIG. 58, the same step number is attached | subjected about the part of the same execution content as 1st Embodiment. As shown in the figure, in order to set the gear position of the second transmission device T2B to the aforementioned third gear position, the release operation of the first and second brakes 91 and 101 is performed by executing the steps 21 and 22, respectively. Run.

  Next, when the answer to step 23 is NO (AP ≦ APREF) and the accelerator pedal is not depressed, the clutch 171 is engaged (step 161), and this processing is terminated. As a result of gradually increasing the degree of engagement and repeating the execution, the engine 3 and the first to third sun gears 142, 152, 162 are completely connected.

  On the other hand, when the answer to step 23 is YES and the accelerator pedal is depressed, the clutch 171 is released (step 162), and this process is terminated. As a result, the engine 3 and the first to third sun gears 142, 152, 162 are disconnected by the clutch 171, so that the power between the engine 3 and the drive wheels DW, DW via the second transmission T2B. Is interrupted. Therefore, the motive power of the engine 3 generated as the accelerator pedal is depressed is not transmitted to the drive wheels DW and DW via the second transmission device T2B, but is transmitted to the drive wheels DW and DW only via the first transmission device T1. Communicated.

  Next, the operation of the second transmission device T2B in the first control mode described above will be described with reference to FIGS. FIG. 59 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the first control mode, and FIG. 60 shows various rotational speeds during execution of the first control mode. The rotational speed relationship between the elements and the torque balance relationship are shown. As is apparent from the fact that the first control mode is executed when the speed ratio RATIO is equal to or smaller than the third speed ratio R3 as described above (steps 151 and 152 in FIG. 57), immediately before starting the first control mode. While the vehicle V is traveling, the gear ratio RATIO is equal to or less than the third gear ratio R3.

  As shown in FIG. 59, when the speed ratio RATIO is equal to or lower than the third speed ratio R3 (high speed side) while the vehicle V is traveling, the speed stage of the second transmission device T2B is changed at the start of the first control mode thereafter. In order to quickly set the third speed, the releasing operation of the first and second brakes 91 and 101 is executed and the clutch 171 is released.

  By releasing the clutch 171, the engine 3 and the first to third sun gears 142, 152, 162 are disconnected from each other, so that the engine 3 and the drive wheels DW, DW are connected via the second transmission T 2 B. Power transmission is interrupted. Therefore, the power of the engine 3 is transmitted only through the first transmission device T1. In this case, since the clutch 171 blocks the engine 3 from the first sun gear 142 and the like, in FIG. 59, the engine 3 is shown in parentheses, and a white circle representing the engine speed NE is shown by a broken line. ing.

  In addition, the first and second ring gears 143 and 153 are allowed to rotate by the releasing operation of the first and second brakes 91 and 101, and the third brake 181 prevents only the third carrier 166 from rotating forward. Therefore, the first and second ring gears 143 and 153 rotate in the forward direction and the third carrier 166 rotates in the reverse direction. In FIG. 59, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various types of rotary elements when the gear position of the second transmission device T2B is the third gear.

  Further, when the first control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2B to the third gear, the releasing operation of the first and second brakes 91 and 101 is continuously executed (steps 21 and 22 in FIG. 58). Further, the degree of engagement of the clutch 171 is gradually increased (step 161). In FIG. 60, RB3 indicates the reaction torque of the third brake 181 and other parameters are as described in the first embodiment.

  As apparent from FIG. 60, the braking force by the engine brake is changed by the connection between the engine 3 and the first to third sun gears 142, 152, 162 by the clutch 171. Is transmitted to. Accordingly, the inertia torque of the drive wheels DW and DW transmitted to the first and second carriers 145 and 155 and the third ring gear 163 is obtained by using the braking force by the engine brake transmitted to the first sun gear 142 and the like as a reaction force. It is transmitted to the third carrier 166 and acts to cause the third carrier 166 to rotate forward. As a result, the rotation speed of the third carrier 166 that has been reversed as shown in FIG. Accordingly, the third brake 181 prevents the third carrier 166 from rotating forward.

  When the third carrier 166 is prevented from rotating forward as described above, the braking force by the engine brake transmitted to the first sun gear 142 or the like is the braking force acting on the third carrier 166 from the third brake 181. The reaction force is transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151 and 161. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission device T2B.

  Further, during execution of the first control mode, when the accelerator pedal is depressed and the accelerator opening AP exceeds the predetermined opening APREF (step 23: YES in FIG. 58), the clutch 171 is released (step 162), thereby Similarly to the traveling of the vehicle V described above, the transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2B is cut off. Further, when the deceleration fuel cut operation is ended by the driver's operation of the accelerator pedal described above, the operation during traveling of the vehicle V shown in FIG. 59 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Second control mode]
Next, the process for executing the second control mode in step 154 of FIG. 57 described above will be described with reference to FIG. In the figure, the same step numbers are assigned to the same execution contents as in the first embodiment. As shown in FIG. 61, in order to set the gear position of the second transmission device T2B to the third gear position, the releasing operation of the first and second brakes 91 and 101 is executed by executing the steps 31 and 32, respectively. At the same time, in step 171, the clutch 171 is engaged and the present process is terminated.

  FIG. 62 shows the relationship between the rotational speeds of the various rotary elements during the traveling of the vehicle V immediately before starting the second control mode, and FIG. 63 shows the various speeds during the execution of the second control mode. 3 shows a rotational speed relationship and a torque balance relationship between the rotary elements. As described above, the second control mode is executed when the speed ratio RATIO is larger than the third speed ratio R3 and equal to or smaller than the second speed ratio R2 (steps 153 and 154 in FIG. 57). Thus, during traveling of the vehicle V immediately before the start of the second control mode, the transmission gear ratio RATIO is greater than the third transmission gear ratio R3 that is the third transmission gear ratio of the second transmission device T2B, and the second transmission gear stage. Or less than the second speed ratio R2.

  As shown in FIG. 62, when the vehicle V is traveling, when the transmission gear ratio RATIO is larger than the third transmission gear ratio R3 and less than or equal to the second transmission gear ratio R2, the second transmission device is started at the subsequent start of the second control mode. In order to quickly set the T2B gear to the third gear, the release operation of the first and second brakes 91 and 101 is executed and the clutch 171 is engaged.

  As described above, when the speed of the second transmission device T2B is the third speed, the rotation speed of the third carrier 86 becomes 0 due to prevention of the forward rotation of the third carrier 166 by the third brake 171 ( (See FIG. 56). Further, when the gear position is the second gear, the rotation speed of the second ring gear 153 becomes 0 due to the forward rotation prevention operation of the second brake 101 (see FIG. 55). In FIG. 62, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various rotary elements when the shift speed is the third speed, and a thin two-dot chain line indicates the various rotational elements when the speed is the second speed. The relationship of the rotation speed between is shown.

  On the other hand, during the travel of the vehicle V shown in FIG. 62, the first and second ring gears 143 and 153 are allowed to rotate (forward / reverse rotation) by the releasing operation of the first and second brakes 91 and 101 described above. At the same time, the power of the engine 3 is transmitted to the first to third sun gears 142, 152, 162 by the engagement of the clutch 171 described above. Since this and the gear ratio RATIO are between the third gear ratio R3 of the third gear and the second gear ratio R2 of the second gear, the first and second ring gears 143, 153 are present. Idles in the forward direction, and the third carrier 166 idles in the reverse direction.

  In this case, although the power of the engine 3 is transmitted to the first sun gear 142 and the like, the first and second ring gears 143 and 153 and the third carrier 166 are all idle, so that the engine transmitted to the first sun gear 142 and the like is transmitted. 3 is not transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151, and 161. Therefore, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission device T1.

  Further, when the second control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2B to the third gear position, the release operation of the first and second brakes 91 and 101 is subsequently executed (steps 31 and 32 in FIG. 61) and the clutch 171 is engaged. (Step 171). The various parameters shown in FIG. 63 are as described with reference to FIG.

  As is apparent from FIG. 63, when the engine speed NE decreases in a state where the engine 3 and the first to third sun gears 142, 152, 162 are connected by the engagement of the clutch 171 described above, The braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162. 60, the inertia torque of the drive wheels DW and DW transmitted to the first and second carriers 145 and 155 and the third ring gear 163 is the same as that in the first control mode shown in FIG. The braking force by the engine brake transmitted to is transmitted as a reaction force to the third carrier 166 and acts to rotate the third carrier 166 in the normal direction. As a result, the number of rotations of the third carrier 166 that has been reversed as shown in FIG. Accordingly, the third brake 181 prevents the third carrier 166 from rotating forward.

  When the third carrier 166 is prevented from rotating forward as described above, the braking force by the engine brake transmitted to the first sun gear 142 or the like is the braking force acting on the third carrier 166 from the third brake 181. The reaction force is transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151 and 161. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission device T2B.

  Further, when the accelerator pedal is depressed during the execution of the second control mode, the deceleration fuel cut operation is terminated and the supply of fuel to the engine 3 is resumed. As is clear from 63, the first ring gear 143, the second ring gear 153, and the third carrier 166 act in the reverse direction by using the loads of the drive wheels DW, DW as reaction forces. As a result, the braking force no longer acts on the third carrier 166 from the third brake 181, so that the operation during traveling of the vehicle V shown in FIG. 62 described above is performed again, and the power of the engine 3 is transmitted to the first transmission. It is transmitted to the drive wheels DW and DW via T1.

[Third control mode]
Next, the process for executing the third control mode in step 156 of FIG. 57 described above will be described with reference to FIG. In the figure, the same step numbers are assigned to the same execution contents as in the first embodiment. As shown in FIG. 64, in order to set the gear position of the second transmission device T2B to the second gear position, the release operation of the first brake 91 and the forward rotation prevention of the second brake 101 are prevented by executing the steps 41 and 42. Each operation is executed, and in the subsequent step 181, the clutch 171 is engaged, and this process is terminated.

  FIG. 65 shows the rotational speed relationship between the various rotary elements while the vehicle V is traveling just before the start of the third control mode, and FIG. 66 shows the various speeds during the execution of the third control mode. 3 shows a rotational speed relationship and a torque balance relationship between the rotary elements. As described above, the third control mode is executed when the speed ratio RATIO is larger than the second speed ratio R2 and equal to or less than the first speed ratio R1 (steps 155 and 156 in FIG. 57). Thus, during traveling of the vehicle V immediately before the start of the third control mode, the transmission gear ratio RATIO is larger than the second transmission gear ratio R2 that is the second transmission gear ratio of the second transmission device T2B, and the first gear stage. Or less than the first speed ratio R1.

  As shown in FIG. 65, when the vehicle V is traveling, when the transmission gear ratio RATIO is greater than the second transmission gear ratio R2 and less than or equal to the first transmission gear ratio R2, the second transmission device is started at the subsequent start of the third control mode. In order to quickly set the T2B gear to the second gear, the release operation of the first brake 91 and the forward rotation prevention operation of the second brake 101 are executed, and the clutch 171 is engaged.

  As described above, when the speed of the second transmission device T2B is the second speed, the rotation speed of the second ring gear 153 becomes 0 due to the forward rotation prevention operation of the second brake 101 (see FIG. 55). Further, when the gear position is the first gear, the rotation speed of the first ring gear 143 becomes 0 due to the forward rotation prevention operation of the first brake 91 (see FIG. 54). In FIG. 65, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various rotating elements when the shift speed is the second speed, and a thin alternate long and two short dashes line indicates the various rotational elements at the first speed. The relationship of the rotation speed between is shown.

  In contrast, during the traveling of the vehicle V shown in FIG. 65, the first ring gear 143 is allowed to rotate (forward rotation / reverse rotation) by the release operation of the first brake 91 described above, and the second brake 101 is prevented from rotating forward. By the operation, the reverse rotation of the second ring gear 153 is allowed, and the power of the engine 3 is transmitted to the first to third sun gears 142, 152, 162 by the engagement of the clutch 171. Since this and the gear ratio RATIO are between the second gear ratio R2 of the second gear of the second transmission device T2B and the first gear ratio R1 of the first gear, the first ring gear 143 is in the forward rotation direction. While idling, the second ring gear 153 and the third carrier 166 are idling in the reverse direction.

  Also in this case, the power of the engine 3 is transmitted to the first sun gear 142 and the like as in the case where the vehicle V shown in FIG. 62 is traveling, but the first and second ring gears 143 and 153 and the third carrier are transmitted. Since all of 166 idle, the power of the engine 3 transmitted to the first sun gear 142 or the like is not transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151 and 161. Therefore, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission device T1.

  If the third control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, the second speed change is performed as shown in FIG. In order to set the gear position of the device T2B to the third gear position, the release operation of the first brake 91 and the forward rotation prevention operation of the second brake 101 are subsequently executed (steps 41 and 42 in FIG. 64), and the clutch 171 is fastened (step 181).

  As is apparent from FIG. 66, the engine 3 and the first to third sun gears 142, 152, 162 are connected by the engagement of the clutch 171 as in the case of the second control mode shown in FIG. When the engine speed NE decreases in this state, the braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162 accordingly. Further, the inertia torque of the drive wheels DW and DW transmitted to the first and second carriers 145 and 155 and the third ring gear 163 is obtained by using the braking force by the engine brake transmitted to the first sun gear 142 and the like as a reaction force. It is transmitted to the two ring gear 153 and acts to cause the second ring gear 153 to rotate forward. As a result, the rotational speed of the second ring gear 153 that has been reversed as shown in FIG. As a result, the second brake 101 prevents the second ring gear 153 from rotating forward.

  As described above, when the second ring gear 153 is prevented from rotating forward, the braking force by the engine brake transmitted to the first sun gear 142 or the like is the braking force acting on the second ring gear 153 from the second brake 101. The reaction force is transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151 and 161. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission device T2B.

  In addition, when the accelerator pedal is depressed during execution of the third control mode, the deceleration fuel cut operation is terminated and the supply of fuel to the engine 3 is resumed. As is apparent from 66, the first ring gear 143, the second ring gear 153, and the third carrier 166 are operated in reverse by using the loads of the drive wheels DW, DW as reaction forces. As a result, the braking force no longer acts on the second ring gear 153 from the second brake 101, so that the operation during the traveling of the vehicle V shown in FIG. 65 is performed again, and the power of the engine 3 is supplied to the first transmission. It is transmitted to the drive wheels DW and DW via T1.

[Fourth control mode]
Next, the process for executing the fourth control mode in step 157 of FIG. 57 described above will be described with reference to FIG. In the figure, the same step numbers are assigned to the same execution contents as in the first embodiment. As shown in FIG. 67, in order to set the gear position of the second transmission device T2B to the first gear position, the forward rotation preventing operation of the first and second brakes 91 and 101 is performed by executing the steps 51 and 52, respectively. In step 191 that is executed, the clutch 171 is engaged and the present process is terminated.

  FIG. 68 shows the relationship between the rotational speeds of various rotary elements during traveling of the vehicle V immediately before starting the fourth control mode, and FIG. 69 shows the various speeds during execution of the fourth control mode. 3 shows a rotational speed relationship and a torque balance relationship between the rotary elements. As is apparent from the fact that the fourth control mode is executed when the gear ratio RATIO is larger than the first gear ratio R1 as described above (steps 155 and 157 in FIG. 57), immediately before the start of the fourth control mode. While the vehicle V is traveling, the gear ratio RATIO is larger than the first gear ratio R1 that is the gear ratio of the first gear of the second transmission device T2B.

  As shown in FIG. 68, when the speed ratio RATIO is larger than the first speed ratio R1 while the vehicle V is traveling, the speed stage of the second transmission device T2B is quickly changed to the first speed stage at the start of the fourth control mode thereafter. Therefore, the forward rotation prevention operation of the first and second brakes 91 and 101 is executed and the clutch 171 is engaged.

  As described above, when the speed of the second transmission device T2B is the first speed, the rotation speed of the first ring gear 143 becomes 0 due to the forward rotation prevention operation of the first brake 91 (see FIG. 54). In FIG. 68, a thin alternate long and short dash line indicates the relationship between the rotational speeds of the various rotary elements when the shift speed is the first speed.

  On the other hand, during the traveling of the vehicle V shown in FIG. 68, the forward rotation prevention operation of the first and second brakes 91 and 101 described above allows the first and second ring gears 143 and 153 to reversely rotate, By the engagement of the clutch 171, the power of the engine 3 is transmitted to the first to third sun gears 142, 152, 162. Since this and the gear ratio RATIO are larger than the first gear ratio R1 of the first gear of the second transmission device T2B, the first ring gear 143, the second ring gear 153, and the third carrier 166 idle in the reverse direction. .

  Also in this case, the power of the engine 3 is transmitted to the first sun gear 142 and the like as in the case of the traveling of the vehicle V shown in FIGS. 62 and 65, but the first and second ring gears 143, 153 and Since all of the third carriers 166 idle, the power of the engine 3 transmitted to the first sun gear 142 or the like is not transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151, and 161. . Therefore, the power of the engine 3 is transmitted to the drive wheels DW and DW only through the first transmission device T1.

  When the fourth control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2B to the first gear position, the forward rotation prevention operation of the first and second brakes 91 and 101 is subsequently executed (steps 51 and 52 in FIG. 67), and the clutch 171 is engaged. (Step 191). The various parameters shown in FIG. 69 are as described in the first embodiment.

  As is apparent from FIG. 69, in the same manner as in FIGS. 63 and 66, the engine 3 and the first to third sun gears 142, 152, 162 are connected by the engagement of the clutch 171 described above. When the engine speed NE decreases, the braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162 accordingly. Further, the inertia torque of the drive wheels DW and DW transmitted to the first and second carriers 145 and 155 and the third ring gear 163 is obtained by using the braking force by the engine brake transmitted to the first sun gear 142 and the like as a reaction force. The first ring gear 143 is transmitted to the first ring gear 143 and acts to rotate the first ring gear 143 in the normal direction. As a result, the rotation speed of the first ring gear 143 that has been reversed as shown in FIG. Accordingly, forward rotation of the first ring gear 143 is prevented by the first brake 91.

  As described above, when the first ring gear 143 is prevented from rotating forward, the braking force by the engine brake transmitted to the first sun gear 142 or the like is the braking force acting on the first ring gear 143 from the first brake 91. The reaction force is transmitted to the drive wheels DW and DW via the first to third planetary gear devices 141, 151 and 161. In other words, the power of the drive wheels DW and DW due to inertia is transmitted to the engine 3 via the second transmission device T2B.

  As described above, not the releasing operation of the second brake 101 but the forward rotation preventing operation of the second brake 101 is executed for the same reason as described in the first embodiment. That is, as is clear from the execution contents of the processing shown in FIG. 57, during the deceleration travel of the vehicle V, the control for controlling the second transmission device T2B as the gear ratio RATIO decreases due to the action of the engine brake. Mode switching is performed. In this case, for example, when the fourth control mode is selected as the vehicle V starts to decelerate, during the execution of the fourth control mode, the speed ratio RATIO that has been larger than the first speed ratio R1 until then is As a result of the action of the engine brake being equal to or less than the first gear ratio R1, the answer to step 155 in FIG. 57 is YES, thereby executing the third control mode (step 156).

  As described above, when the control mode of the second transmission device T2B is switched to the third control mode, the second brake 101 is not switched to the forward rotation prevention operation after waiting for the switching. This is because the control mode can be quickly switched by executing the forward rotation prevention operation in advance. In this case, the second ring gear 153 is reversely rotated during execution of the fourth control mode, and the reverse rotation of the second ring gear 153 is allowed by the second brake 101, so that the forward rotation prevention operation of the second brake 101 is executed. Even so, there is no problem in the operation of the fourth control mode.

  Further, when the accelerator pedal is depressed during execution of the fourth control mode, the deceleration fuel cut operation is terminated and the supply of fuel to the engine 3 is resumed. As is apparent from 69, the first ring gear 143, the second ring gear 153, and the third carrier 166 are operated in reverse by using the loads of the drive wheels DW and DW as reaction forces. As a result, the braking force no longer acts on the first ring gear 143 from the first brake 91. As a result, the operation during traveling of the vehicle V shown in FIG. 68 is performed again, and the power of the engine 3 is supplied to the first transmission. It is transmitted to the drive wheels DW and DW via T1.

  In the fourth control mode, a release operation may be executed instead of the forward rotation prevention operation of the second brake 101.

  Next, a process for stopping idling of the engine 3 while the vehicle V is decelerating (idle stop) will be described with reference to FIG. This process is repeatedly executed at a predetermined time (for example, 100 msec) in preference to the first to fourth control modes described above. In FIG. 70, the same step numbers are assigned to the same execution contents as in the first embodiment (FIG. 26). As shown in FIG. 70, when the answer to step 62 is YES and the vehicle speed VP is equal to or lower than the predetermined vehicle speed VPREF, the clutch 171 is released (step 201), and the step 64 is executed.

  In the process shown in FIG. 70, as in the first embodiment, the first and second brakes 91 and 101 are held in a state of being controlled immediately before the answer to step 62 (VP ≦ VPREF) is YES. Is done. For example, when the above-described first control mode is being executed immediately before the answer to step 62 is YES, the first and second brakes 91 and 101 are the first and release as in the case of the first control mode. It is controlled to execute each operation.

  FIG. 71 shows the rotational speed relationship between the various types of rotary elements when Steps 201 and 64 in FIG. 70 are executed during execution of the second control mode described above. As shown in FIG. 71, when the clutch 171 is released, the engine 3 and the first to third sun gears 142, 152, 162 are disconnected, so that the power of the drive wheels DW, DW due to inertia is first. Unnecessary cranking of the engine 3 due to transmission through the two-transmission device T2B can be prevented. Further, when the vehicle V is traveling at a reduced speed while the vehicle V is traveling at a reduced speed, the engine 3 can be appropriately idled prior to resuming the fuel supply to the engine 3 from the deceleration fuel cut operation. it can.

  In this case, since the clutch 171 blocks the engine 3 from the first sun gear 142 and the like, the engine 3 is shown in parentheses in FIG. 71, and the white circle representing the engine speed NE is shown by a broken line. ing. FIG. 71 shows a case where the engine 3 is idle-stopped during execution of the second control mode. However, this is merely an example, and steps 61 and 62 are also performed during execution of other control modes. If Steps 201 and 64 are executed when the above condition is satisfied, the engine 3 can be appropriately stopped idle.

  Similarly to the first embodiment, when the failure of the first transmission device T1 is determined (FIG. 28) and when it is determined that the first transmission device T1 has failed, the second transmission device T2B is turned on. Thus, the operation of the second transmission device T2B is controlled so that the power of the engine 3 is transmitted to the drive wheels DW and DW.

  FIG. 72 shows a process for controlling the operation of the second transmission device T2B during the failure of the first transmission device T1. This process is repeatedly executed every predetermined time (for example, 100 msec). In FIG. 72, the same step numbers are given to the portions of the same execution contents as in the first embodiment (FIG. 29). As shown in the figure, when the answer to step 82 is YES (F_T1NG = 1), that is, when it is determined that the first transmission device T1 has failed, the clutch 171 is released (step 211). Step 84 and subsequent steps are executed. If the answer to step 88 is YES (AP> APREF) and the accelerator pedal is depressed, the clutch 171 is engaged (step 212), and the process ends. By executing this step 212, the degree of engagement of the clutch 171 gradually increases, and by repeating this execution, the clutch 171 is completely engaged.

  FIG. 73 shows the rotational speed relationship between the various rotary elements when the engine 3 is started while the vehicle V is stopped by the process shown in FIG. 72 described above. As described above, when the engine 3 is started (step 86: YES), the clutch 171 is held in the released state (step 211). As a result, the engine 3 and the first to third sun gears 142, 152, 162 are shut off, so that the transmission of power from the engine 3 to the drive wheels DW, DW via the second transmission T2B is cut off. The Therefore, as shown in FIG. 73, the engine 3 can be started properly while the rotation speed of the drive wheels DW and DW remains at 0, that is, the vehicle V is stopped, and the engine 3 is idle. Driving can be performed appropriately.

  In this case, since the clutch 171 blocks the engine 3 from the first sun gear 142 and the like, in FIG. 73, the engine 3 is shown in parentheses, and a white circle representing the engine speed NE is shown by a broken line. Yes.

  FIG. 74 shows the rotational speed relationship and the torque balance relationship between the various types of rotary elements when the vehicle V is started by the processing shown in FIG. The various parameters in the figure are as described in the first embodiment.

  As described above, when the accelerator pedal is depressed (step 88 in FIG. 72: YES), the clutch 171 that has been released so far is engaged and the degree of engagement is gradually increased. Thereby, as shown in FIG. 74, the torque of engine 3 is transmitted to first to third sun gears 142, 152, 162. The torque of the engine 3 transmitted to the first sun gear 142 and the like is transmitted through the first to third planetary gear devices 141, 151, 161 using the braking force acting on the first ring gear 143 from the first brake 91 as a reaction force. It is transmitted to the drive wheels DW and DW. As described above, the power of the engine 3 is transmitted to the drive wheels DW and DW while being decelerated at the first gear ratio of the second transmission device T2B. Therefore, a larger torque can be transmitted to the drive wheels DW and DW.

  In this case, since the degree of engagement of the clutch 171 is gradually increased, the torque transmitted from the engine 3 to the drive wheels DW and DW via the second transmission device T2B can be gradually increased, thereby generating an engine stall. The vehicle V can be started appropriately.

  The correspondence between the various elements in the third embodiment and the various elements in the present invention is as follows. That is, the first to third planetary gear devices 141, 151, 161 in the third embodiment correspond to the first differential device in the present invention. Further, the first to third sun gears 142, 152, 162 in the third embodiment correspond to the first rotating element in the present invention, and the first and second carriers 145, 155 and the third ring gear 163 in the third embodiment. Corresponds to the second rotating element in the present invention. Further, the first ring gear 143, the second ring gear 153, and the third carrier 166 in the third embodiment correspond to the third rotation element, the fourth rotation element, and the fifth rotation element in the present invention, respectively, in the third embodiment. The clutch 171 corresponds to the power transmission changing device in the present invention, and the third brake 181 in the third embodiment corresponds to the second one-way clutch in the present invention. The correspondence relation regarding the other first transmission device T1 is the same as that of the first embodiment.

  As described above, according to the third embodiment, as in the first embodiment, while the vehicle V is traveling at a reduced speed, the drive wheels DW are connected via the second transmission T2B provided in parallel with the first transmission T1. , Power transmission between the DW and the engine 3 is performed. In this case, as described in detail with reference to FIGS. 57 to 69, the lower the gear ratio RATIO, that is, the higher the rotational speed of the drive wheels DW and DW, the higher the speed of the second transmission device T2B. Therefore, when the vehicle V is traveling at a reduced speed, the engine brake can be applied to the drive wheels DW and DW appropriately, thereby improving drivability and over-rotation of the engine 3. Can be prevented.

  Further, when the power of the engine 3 is transmitted to the drive wheels DW and DW via the first transmission device T1 while the vehicle V is traveling, the engine 3 and the first to third sun gears 142, 152, and 162 are driven by the clutch 171. By interrupting the transmission of power to the drive wheel DW, the transmission of the power of the engine 3 to the drive wheels DW and DW via the second transmission T2B can be blocked. Thereby, transmission of the power of the engine 3 to the drive wheels DW and DW via the first transmission device T1 can be performed without any trouble.

  Further, as described with reference to FIGS. 60 and 63, when the speed ratio RATIO is relatively high during the traveling of the vehicle V at a reduced speed, that is, when the rotational speed of the drive wheels DW and DW is high, the third carrier 166 The forward rotation is automatically prevented by the third brake 181 configured by a one-way clutch, and thereby the gear position of the second transmission device T2B is set to the third gear position. In addition, when the speed ratio RATIO is relatively low during the vehicle V traveling at a reduced speed, that is, when the rotational speed of the drive wheels DW and DW is low, the third carrier 166 reversely rotates, and the reverse rotation of the third carrier 166 causes the third brake to rotate. Automatically allowed by H.181. Therefore, special control of the third brake 181 itself is not necessary for performing the above-described operation.

  Further, as described with reference to FIG. 66 and FIG. 69, while the vehicle V is decelerating, the second brake 101 prevents the second ring gear 153 from rotating forward, and the first brake 91 prevents the first ring gear 143 from moving forward. The prevention of the rolling is automatically performed with the transmission of the braking force by the engine brake to the first to third planetary gear devices 141, 151, 161. Therefore, unlike the case of using an ON / OFF type clutch, it is not necessary to constantly monitor the rotational speeds of the first and second ring gears 143 and 153 when performing the above-described operation.

  Further, as described with reference to FIGS. 60 and 63, when the third carrier 166 is braked by the third brake 181 in order to set the gear position of the second transmission device T2B to the third gear position, By the releasing operation of the first and second brakes 91 and 101, normal rotation of the first and second ring gears 143 and 153 can be permitted, and thus the above-described operation can be performed without any trouble.

  Further, as described with reference to FIGS. 72 to 74, when it is determined that the first transmission device T1 is out of order, when the vehicle V is stopped and the engine 3 is started, the engine 3 and the first to third sun gears 142, 152, 162 are interrupted by the clutch 171. Therefore, the engine 3 can be appropriately started without driving the drive wheels DW and DW while the first transmission device T1 is out of order and the vehicle V is stopped. Further, in the case where it is determined that the first transmission device T1 has failed, unless the accelerator pedal is depressed while the vehicle V is stopped, the power between the engine 3 and the first sun gear 142 and the like described above is reduced. Transmission interruption is maintained. Therefore, the idle operation of the engine 3 can be appropriately performed without driving the drive wheels DW and DW while the first transmission device T1 is out of order and the vehicle V is stopped.

  Further, when it is determined that the first transmission device T1 has failed, when the engine 3 is in operation and the vehicle V is started, the reverse rotation of the first ring gear 143 is caused by the reverse rotation prevention operation of the first brake 91. And the release operation of the second brake 101 is executed, and the degree of engagement of the clutch 171 is gradually increased so that the power transmitted from the engine 3 to the drive wheels DW and DW gradually increases. Thereby, during failure of the first transmission device T1, power can be transmitted from the engine 3 to the drive wheels DW and DW via the second transmission device T2B, and the power transmitted to the drive wheels DW and DW is gradually increased. Therefore, the vehicle V can be started appropriately without causing engine stall and shock.

  In this case, since the first ring gear 143 is braked by the first brake 91, the first ring gear 143 is transmitted to the first to third sun gears 142, 152, 162 compared to the case where the second ring gear 153 is braked by the second brake 101. The ratio of the torque transmitted to the first and second carriers 145 and 155 and the third ring gear 163 with respect to the generated torque can be increased. Therefore, when the vehicle V is started by transmitting power to the drive wheels DW and DW via the second transmission device T2B, a larger torque can be transmitted to the drive wheels DW and DW, and thus the startability of the vehicle V can be improved. Can be improved.

  Next, a power transmission device according to a fourth embodiment of the present invention will be described with reference to FIG. As shown in FIG. 75, in the power transmission device according to the fourth embodiment, the first to third brakes 121, 131, and 211 are all configured by electromagnetic clutch type brakes, as compared with the third embodiment. The point is mainly different. In FIG. 75, the same components as those in the second and third embodiments are denoted by the same reference numerals. Hereinafter, a description will be given focusing on differences from the third embodiment.

  As shown in FIG. 76, the first to third brakes 121, 131, and 211 are connected to the ECU 2, and the degree of engagement thereof is controlled by the ECU 2. Since the operation of the second transmission device T2C in the fourth embodiment is different from that of the third embodiment due to the difference in configuration from the third embodiment described above, FIGS. 77 to 94 will be described in this regard. The description will be given with reference.

[First control mode]
FIG. 77 shows a process for executing the first control mode described in the third embodiment. In the same figure, the same step number is attached | subjected about the part of the same execution content as 3rd Embodiment (FIG. 58). First, in steps 221 and 222 in FIG. 77, the first and second brakes 121 and 131 are released in order to set the gear position of the second transmission device T2C to the third gear position. Next, the third brake 211 is engaged (step 223), and steps 23, 161, and 162 described in the third embodiment are executed, and this process ends. Thus, when the accelerator pedal is not depressed (step 23: NO), the degree of engagement of the clutch 171 is gradually increased (step 161), and when depressed (step 23: YES), the clutch 171 is released. (Step 162).

  FIG. 78 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the first control mode, and FIG. 79 shows various rotational speeds during execution of the first control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 78, when the speed ratio RATIO is equal to or smaller than the third speed ratio R3 during traveling of the vehicle V, the speed stage of the second transmission device T2C is quickly changed to the third speed stage at the start of the subsequent first control mode. In order to set, the first and second brakes 121 and 131 are released, the third brake 211 is engaged, and the clutch 171 is released.

  Similarly to the third embodiment, the transmission of the power of the engine 3 and the drive wheels DW and DW via the second transmission T2C is interrupted by the release of the clutch 171 described above, whereby the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW only through the transmission device T1. In this case, since the engine 3 and the first to third sun gears 142, 152, and 162 are disconnected by the clutch 171, in FIG. 78, the engine 3 is shown in parentheses and represents the engine speed NE. White circles are indicated by broken lines. The first and second ring gears 143 and 153 are allowed to rotate (forward / reverse rotation) by releasing the first and second brakes 121 and 131 described above, and the third brake 211 is engaged to engage the third brake. When the carrier 166 is braked by the third brake 211, the rotation speed of the third carrier 166 becomes zero.

  In addition, when the first control mode is executed as the traveling vehicle V shifts to decelerating and the decelerating fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2C to the third speed, the first and second brakes 121 and 131 are subsequently released (steps 221 and 222 in FIG. 77) and the third brake 211 is engaged ( Step 223). Further, as in the third embodiment, the degree of engagement of the clutch 171 is gradually increased (step 161). Thereby, the braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162. In FIG. 79, RB3A indicates the reaction torque of the third brake 211, and other parameters are as described in the first embodiment.

  As is clear from FIG. 79, as in the third embodiment, the braking force by the engine brake transmitted to the first to third sun gears 142, 152, 162 is obtained by using the braking force of the third brake 211 as a reaction force. The first to third planetary gear devices 141, 151, 161 are transmitted to the drive wheels DW, DW.

  Further, during execution of the first control mode, as in the third embodiment, when the accelerator pedal is depressed (step 23: YES), the clutch 171 is released (step 162), whereby the second transmission T2C is interposed. Transmission of power between the engine 3 and the drive wheels DW and DW is cut off. Further, when the supply of fuel to the engine 3 is resumed by the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 78 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Second control mode]
Next, processing for executing the second control mode will be described with reference to FIG. First, in steps 231 and 232 of FIG. 80, the first and second brakes 121 and 131 are released in order to set the gear position of the second transmission device T2C to the third gear stage, and in the subsequent step 233, The 3 brake 211 is fastened. Next, in Steps 234 to 236, as in Steps 23, 161 and 162, the operation of the clutch 171 is controlled according to the comparison result between the accelerator opening AP and the predetermined opening APREF, and this process is terminated.

  Specifically, in step 234, it is determined whether or not the accelerator opening AP is larger than a predetermined opening APREF. If the answer is NO and the accelerator pedal is not depressed, the clutch 171 is released in step 235. The process is terminated. By executing step 235, the degree of engagement of the clutch 171 gradually increases. On the other hand, if the answer to step 234 is YES and the accelerator pedal is depressed, the clutch 171 is released in step 236 and the process is terminated.

  FIG. 81 shows the relationship between the rotational speeds of various rotary elements during travel of the vehicle V immediately before starting the second control mode, and FIG. 82 shows various rotational speeds during execution of the second control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 81, when the vehicle V is traveling, when the transmission gear ratio RATIO is larger than the third transmission gear ratio R3 and less than or equal to the second transmission gear ratio R2, the second transmission device is started at the subsequent start of the second control mode. In order to quickly set the T2C gear to the third gear, the first and second brakes 121 and 131 are released, the third brake 211 is engaged, and the clutch 171 is released.

  By disengaging the clutch 171, transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2C is cut off, so that the power of the engine 3 is transmitted only through the first transmission device T1. Are transmitted to the drive wheels DW and DW. In this case, since the engine 171 and the first sun gear 142 are disconnected by the clutch 171, in FIG. 81, the engine 3 is shown in parentheses, and a white circle representing the engine speed NE is shown by a broken line. Yes. Moreover, in the figure, the thin dashed-dotted line has shown the relationship of the rotation speed between the various rotation elements when the gear stage of 2nd transmission T2C is a 2nd gear stage.

  When the second control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, as shown in FIG. In order to set the gear position of the device T2C to the third gear position, the first and second brakes 121 and 131 are subsequently released (steps 231 and 232 in FIG. 80) and the third brake 211 is engaged ( Step 233). Further, the degree of engagement of the clutch 171 is gradually increased (step 235). The various parameters in FIG. 82 are as described with reference to FIG.

  As is apparent from FIG. 82, when the engine speed NE is decreased in a state where the engine 3 and the first to third sun gears 142, 152, 162 are connected by the engagement of the clutch 171 described above, The braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162. The braking force by the engine brake transmitted to the first sun gear 142 and the like is driven by the driving wheels DW, DW via the first to third planetary gear devices 141, 151, 161 using the braking force of the third brake 211 as a reaction force. Is transmitted to.

  Further, during execution of the second control mode, as in the case of the first control mode shown in FIG. 77, when the accelerator pedal is depressed (step 234: YES), the clutch 171 is released (step 236). Transmission of power between the engine 3 and the drive wheels DW and DW via the two-transmission device T2C is interrupted. Further, when the supply of fuel to the engine 3 is resumed due to the depression of the accelerator pedal described above, the operation during traveling of the vehicle V shown in FIG. 81 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Third control mode]
Next, a process for executing the third control mode will be described with reference to FIG. First, in steps 241 and 242 of FIG. 83, the first and third brakes 121 and 211 are released in order to set the gear position of the second transmission T2C to the second gear stage, and in the subsequent step 243, 2 Brake 131 is engaged. Next, in steps 244 to 246, as in steps 23, 161 and 162, the operation of the clutch 171 is controlled in accordance with the comparison result between the accelerator opening AP and the predetermined opening APREF, and this process is terminated.

  FIG. 84 shows the rotational speed relationship between the various rotary elements while the vehicle V is traveling just before the start of the third control mode, and FIG. 85 shows the various rotations during the execution of the third control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 84, when the vehicle V is traveling, when the transmission gear ratio RATIO is greater than the second transmission gear ratio R2 and less than or equal to the first transmission gear ratio R1, the second transmission device is started at the subsequent start of the third control mode. In order to quickly set the T2C gear to the second gear, the first and third brakes 121 and 211 are released, the second brake 131 is engaged, and the clutch 171 is released.

  By disengaging the clutch 171, the transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2C is cut off, so that the power of the engine 3 is transmitted only through the first transmission device T1. It is transmitted to the drive wheels DW and DW. In this case, since the clutch 171 blocks the engine 3 from the first sun gear 142 and the like, in FIG. 84, the engine 3 is shown in parentheses, and a white circle representing the engine speed NE is shown by a broken line. Yes.

  Further, the first ring gear 143 and the third carrier 166 are allowed to rotate (forward / reverse rotation) by releasing the first and third brakes 121 and 211 described above, and the second brake 131 is engaged to engage the second brake 131. When the ring gear 153 is braked by the second brake 131, the rotation speed of the second ring gear 153 becomes zero. In FIG. 84, a thin alternate long and short dash line indicates the relationship between the rotational speeds of various rotary elements when the gear position of the second transmission device T2C is the first gear.

  In addition, when the third control mode is executed as the traveling vehicle V shifts to decelerating and the deceleration fuel cut operation of the engine 3 is executed, the second speed change is performed as shown in FIG. In order to set the gear position of the device T2C to the second gear position, the first and third brakes 121 and 211 are subsequently released (steps 241 and 242 in FIG. 83) and the second brake 131 is engaged ( Step 243). Further, the degree of engagement of the clutch 171 is gradually increased (step 245). In FIG. 85, RB2A represents the reaction torque of the second brake 131 as described in the second embodiment.

  As is apparent from FIG. 85, when the engine speed NE is decreased in a state where the engine 3 and the first to third sun gears 142, 152, 162 are connected by the engagement of the clutch 171 described above, The braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162. The braking force by the engine brake transmitted to the first sun gear 142 and the like is driven by the driving wheels DW, DW via the first to third planetary gear devices 141, 151, 161 using the braking force of the second brake 131 as a reaction force. Is transmitted to.

  Further, during execution of the third control mode, as in the case of the first control mode shown in FIG. 77, when the accelerator pedal is depressed (step 244: YES), the clutch 171 is released (step 246). Transmission of power between the engine 3 and the drive wheels DW and DW via the two-transmission device T2C is interrupted. Further, when the supply of fuel to the engine 3 is resumed by the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 84 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

[Fourth control mode]
Next, a process for executing the fourth control mode will be described with reference to FIG. First, in steps 251 and 252 of FIG. 86, the second and third brakes 131 and 211 are released to set the gear position of the second transmission device T2C to the first gear stage, and in the subsequent step 253, 1 Brake 121 is fastened. Next, in Steps 254 to 256, as in Steps 23, 161 and 162, the operation of the clutch 171 is controlled according to the comparison result between the accelerator opening AP and the predetermined opening APREF, and this process ends.

  FIG. 87 shows the relationship between the rotational speeds of various rotary elements during traveling of the vehicle V immediately before starting the fourth control mode, and FIG. 88 shows various rotations during execution of the fourth control mode. The rotational speed relationship between the elements and the torque balance relationship are shown.

  As shown in FIG. 87, when the speed ratio RATIO is larger than the first speed ratio R1 while the vehicle V is traveling, the speed stage of the second transmission device T2C is quickly changed to the first speed stage at the start of the fourth control mode thereafter. Therefore, the first brake 121 is engaged, the second and third brakes 131 and 211 are released, and the clutch 171 is released.

  Disengagement of the clutch 171 interrupts transmission of power between the engine 3 and the drive wheels DW and DW via the second transmission device T2C, so that the power of the engine 3 is transmitted only through the first transmission device T1. Are transmitted to the drive wheels DW and DW. In this case, since the engine 3 and the first to third sun gears 142, 152, and 162 are disconnected by the clutch 171, in FIG. 87, the engine 3 is shown in parentheses and represents the engine speed NE. White circles are indicated by broken lines.

  Further, the first ring gear 143 is braked by the first brake 121 due to the engagement of the first brake 121 described above, so that the rotation speed of the first ring gear 143 becomes 0, and the second and third brakes 131, By releasing 211, the second ring gear 153 and the third carrier 166 are allowed to rotate (forward rotation / reverse rotation).

  When the fourth control mode is executed as the traveling vehicle V shifts to decelerating running and the deceleration fuel cut operation of the engine 3 is executed, the second speed change is performed as shown in FIG. In order to set the gear position of the device T2C to the first gear position, the second and third brakes 131 and 211 are subsequently released (steps 251 and 252 in FIG. 86) and the first brake 121 is engaged ( Step 253). Further, the degree of engagement of the clutch 171 is gradually increased (step 255). In FIG. 88, RB1A indicates the reaction torque of the first brake 121 as described in the second embodiment.

  As is apparent from FIG. 88, when the engine speed NE is decreased in a state where the engine 3 and the first to third sun gears 142, 152, 162 are connected by the engagement of the clutch 171 described above, The braking force by the engine brake is transmitted to the first to third sun gears 142, 152, 162. The braking force by the engine brake transmitted to the first sun gear 142 and the like is driven by the driving wheels DW, DW via the first to third planetary gear devices 141, 151, 161 using the braking force of the first brake 121 as a reaction force. Is transmitted to.

  Further, during execution of the fourth control mode, as in the case of the first control mode shown in FIG. 77, when the accelerator pedal is depressed (step 254: YES), the clutch 171 is released (step 256). Transmission of power between the engine 3 and the drive wheels DW and DW via the two-transmission device T2C is interrupted. Further, when the supply of fuel to the engine 3 is resumed by the depression of the accelerator pedal described above, the operation during the traveling of the vehicle V shown in FIG. 87 is performed again, and the power of the engine 3 is changed to the first power. It is transmitted to the drive wheels DW and DW via the transmission device T1.

  In the fourth embodiment, the process for stopping idling of the engine 3 during idle traveling of the vehicle V (idle stop) is executed in the same manner as in the third embodiment (FIG. 70). FIG. 89 shows the relationship between the rotational speeds of various rotating elements when this processing is executed during execution of the second control mode described above.

  As shown in FIG. 89, when the clutch 171 is disengaged, the engine 3 and the first to third sun gears 142, 152, 162 are disconnected, so that the power of the driving wheels DW, DW due to inertia is first. Unnecessary cranking of the engine 3 due to transmission through the two-transmission device T2C can be prevented. Similarly to the first embodiment, when the vehicle speed VP is equal to or lower than the predetermined vehicle speed VPREF while the vehicle V is traveling at a reduced speed, the engine 3 is idle prior to resuming the fuel supply to the engine 3 from the deceleration fuel cut operation. Stop can be done appropriately.

  Further, in the fourth embodiment, as in the first embodiment, when the failure of the first transmission device T1 is determined (FIG. 28) and when it is determined that the first transmission device T1 has failed, The operation of the second transmission device T2C is controlled so that the power of the engine 3 is transmitted to the drive wheels DW and DW via the second transmission device T2C. FIG. 90 illustrates a process for controlling the operation of the second transmission device T2C during the failure of the first transmission device T1. In the figure, the same step numbers are assigned to the same execution contents as in the first and third embodiments (FIGS. 29 and 72). The following description will focus on the execution contents different from those in the first and third embodiments.

  As shown in FIG. 90, in steps 261 and 262 following the step 211, the second and third brakes 131 and 211 are released, respectively. Next, the first brake 121 is engaged (step 263), and step 86 and subsequent steps are executed.

  FIG. 91 shows the rotational speed relationship between the various rotary elements when the engine 3 is started while the vehicle V is stopped by the process shown in FIG. 90 described above. As described above, as in the third embodiment, when the engine 3 is started (step 86: YES), the clutch 171 is held in the released state (step 211). As a result, the transmission of power from the engine 3 to the drive wheels DW and DW via the second transmission T2C is interrupted, so that the rotational speeds of the drive wheels DW and DW remain at 0 as shown in FIG. Thus, the engine 3 can be properly started and the idle operation of the engine 3 can be appropriately performed.

  FIG. 92 shows the rotational speed relationship and the torque balance relationship between the various rotary elements when the vehicle V is started by the processing shown in FIG. In FIG. 92, RB1A indicates the reaction torque of the first brake 121 as described with reference to FIG. 88, and the other parameters are as described in the first embodiment.

  As described above, when the accelerator pedal is depressed (step 88: YES), the clutch 171 that has been released so far is engaged and the degree of engagement is gradually increased. As a result, the engine 3 and the first to third sun gears 142, 152, 162 are connected. Further, the second and third brakes 131 and 211 are released (steps 261 and 262), and the first brake 121 is engaged (step 263).

  As is clear from FIG. 92, as in the third embodiment, the torque of the engine 3 is transmitted to the first to third sun gears 142, 152, 162, and the braking force of the first brake 121 is used as a reaction force. It is transmitted to the drive wheels DW and DW. As described above, the power of the engine 3 is transmitted to the drive wheels DW and DW while being decelerated at the first gear ratio of the second transmission device T2C.

  Further, in the fourth embodiment, as in the second embodiment, when it is determined that the first transmission device T1 is out of order, the power of the engine 3 is transmitted to the drive wheels DW, the second transmission device T2C via the second transmission device T2C. The gear position is changed during transmission to the DW. FIG. 93 shows a process for changing the gear position of the second transmission device T2C from the first gear to the second gear. In the drawing, the same step numbers are assigned to the same execution contents as in the second embodiment (FIG. 50). Hereinafter, a description will be given focusing on differences from the second embodiment.

  If the answer to step 142 is YES (F_UPRATIO = 1) and the gear position of the second transmission T2C is requested to change from the first gear to the second gear, the gear is changed to the second gear. Therefore, the processing of subsequent steps 271 to 275 is executed.

  That is, the clutch 171 that has been in the released state is kept in the released state (step 271), and the first brake 121 that has been in the engaged state is released (step 272). Next, the third brake 211 in the released state is continuously released (step 273), and the second brake 131 in the released state is engaged (step 274). Next, the clutch 171 is engaged (step 275), and this process ends. The engagement of the second brake 131 and the clutch 171 in these steps 274 and 275 is performed so that the degree of engagement of both 131 and 171 gradually increases.

  FIG. 94 shows the relationship between the rotational speeds of the various rotary elements during traveling of the vehicle V when the shift stage of the second transmission device T2C is shifted up to the second speed stage by the process shown in FIG. The torque balance relationship is shown.

  As is apparent from FIG. 94, the torque of the engine 3 is transmitted to the first to third sun gears 142, 152, 162, and further transmitted to the drive wheels DW, DW using the braking force of the second brake 131 as a reaction force. Is done. As described above, the power of the engine 3 is transmitted to the drive wheels DW and DW while being decelerated at the second gear ratio of the second transmission device T2C.

  Although not shown, the second speed change device T2C can be similarly switched to the third speed. In this case, the control of the clutch 171 and the first to third brakes 121, 131, and 211 for setting the shift speed to the third speed is performed in the same manner as in the first and second control modes.

  Moreover, the correspondence between the various elements in the fourth embodiment and the various elements in the present invention is as follows. That is, the ECU 2 in the fourth embodiment corresponds to a failure determination unit and a failure time control unit in the present invention. The other correspondence is the same as that of the third embodiment except for the second one-way clutch in the present invention.

  As described above, according to the fourth embodiment, as in the third embodiment, the drive wheel DW is driven via the second transmission T2C provided in parallel with the first transmission T1 while the vehicle V is traveling at a reduced speed. , Power transmission between the DW and the engine 3 is performed. In this case, as described in detail with reference to FIGS. 77 to 88, the lower the gear ratio RATIO, that is, the higher the rotational speed of the drive wheels DW and DW, the higher the speed of the second transmission device T2C. Therefore, when the vehicle V is traveling at a reduced speed, the engine brake can be applied to the drive wheels DW and DW appropriately, thereby improving drivability and over-rotation of the engine 3. Can be prevented.

  Further, when the power of the engine 3 is transmitted to the drive wheels DW and DW via the first transmission device T1 while the vehicle V is traveling, the engine 3 and the first to third sun gears 142, 152, and 162 are driven by the clutch 171. By interrupting the transmission of the power to the drive wheel DW, the transmission of the power of the engine 3 to the drive wheels DW and DW via the second transmission device T2C can be interrupted. Thereby, transmission of the power of the engine 3 to the drive wheels DW and DW via the first transmission device T1 can be performed without any trouble.

  Furthermore, as described with reference to FIGS. 90 to 94, as in the third embodiment, when it is determined that the first transmission device T1 has failed, the engine 3 is stopped while the vehicle V is stopped. Starting and idling can be appropriately performed without driving the drive wheels DW and DW. Further, when it is determined that the first transmission device T1 has failed, when the engine 3 is in operation and the vehicle V is started, the drive wheels DW are driven from the engine 3 via the second transmission device T2C. In addition, power can be transmitted to DW, and power transmitted to the drive wheels DW and DW can be gradually increased. Therefore, the vehicle V can be started appropriately without causing engine stall and shock during the failure of the first transmission device T1. In this case, since the first ring gear 143 is braked by the first brake 121, a larger torque can be transmitted to the drive wheels DW and DW, and thus the startability of the vehicle V can be improved.

  In addition, when it is determined that the first transmission device T1 has failed, the first to third sun gears 142, 152, 162 from the engine 3 while the engine 3 is in operation and the vehicle V is running. The clutch 171 is controlled such that the power is transmitted to the first brake 121, the braking by the first brake 121 is released, and the second ring gear 153 is braked by the second brake 131. Thereby, compared with the case where the 1st brake 121 brakes the 1st ring gear 143, ratio of the rotation speed of the 1st sun gear 142 etc. to the rotation speed of the 1st career 145 etc. connected with driving wheel DW and DW is. The reduction ratio of the power transmitted from the engine 3 to the drive wheels DW and DW via the second transmission device T2C can be reduced, and the rotation speed of the drive wheels DW and DW can be increased. .

  In addition, this invention can be implemented in a various aspect, without being limited to the 1st-4th embodiment demonstrated. For example, in the first and second embodiments, a combination of a single pinion type first planetary gear device 61 and a double pinion type second planetary gear device 71 is used as the first differential device in the present invention. However, other suitable differential devices having first to fourth rotational elements whose rotational speeds are collinear with each other may be used. For example, as shown in FIG. 95, a differential device combining a double planetary first planetary gear device 221 and a second planetary gear device 71 may be used.

  The first planetary gear device 221 includes a first sun gear 222, a first ring gear 223, a first pinion gear 224 that meshes with the first sun gear 222, a second pinion gear 225 that meshes with the first pinion gear 224 and the first ring gear 223, A rotatable first carrier 226 is provided for rotatably supporting the first and second pinion gears 224 and 225.

  The first sun gear 222 is integrally provided coaxially with the hollow first rotating shaft 231, and is rotatable integrally with the first rotating shaft 231. Further, the third ring gear 83 and the second carrier 76 described above are connected to the first rotating shaft 231 via a flange or the like. Thereby, the 1st sun gear 222, the 1st rotating shaft 231, the 2nd carrier 76, and the 3rd ring gear 83 can rotate in one mutually. Further, the first brake 91 described above is attached to the first carrier 226.

  Further, the above-described one-way clutch OW is provided between the first sun gear 222 and the first ring gear 223. The one-way clutch OW connects between the first sun gear 222 and the first ring gear 223 when the rotational speed of the first ring gear 223 is higher than the rotational speed of the first sun gear 222, and the rotational speed of the first ring gear 223 is the first. When it is lower than the rotational speed of one sun gear 222, it is shut off. Further, the first and second ring gears 223 and 73 are integrally provided coaxially with the output shaft 12 via a flange or the like, and are rotatable integrally with the output shaft 12.

  The second sun gear 72 is coaxially and integrally provided at one end of the hollow second rotating shaft 232. The second rotating shaft 232 is arranged coaxially with the output shaft 12, the output shaft 12 is arranged inside thereof, and the first rotating shaft 231 described above is arranged so as to be relatively rotatable. . The second brake 101 described above is attached to the other end of the second rotating shaft 232. Other configurations are the same as those of the first embodiment.

  With the above configuration, the rotational speed relationship between the various rotary elements in the second transmission device T2D shown in FIG. 95 is expressed, for example, as shown in a collinear chart in FIG. As is apparent from this nomograph, the effect of the first embodiment can be obtained in this case as well.

  Further, as described above, when the first differential device is configured by combining the first and second planetary gear devices 221 and 71, the third sun gear 82 and the third carrier 86, the engine 3 and the brake 111 are The connection relationship may be reversed. That is, as shown in FIG. 97, the third sun gear 82 may be provided with the brake 111, and the third carrier 86 may be rotatably provided integrally with the second sprocket SP2.

  95 and 97, the first and second brakes 91 and 101 and the one-way clutch OW are used. However, the electromagnetic clutch type first and second brakes 121 described in the second embodiment are used. 131 and the clutch CL may be used.

  Alternatively, as the first differential device, another appropriate differential device having first to fourth rotational elements whose rotational speeds are collinear with each other may be used. For example, a Ravigneaux planetary gear device in which a carrier of a single pinion type planetary gear device and a double pinion type planetary gear device is shared and a ring gear is shared may be used.

  Alternatively, a rotatable first sun gear and a first ring gear, which are rotatably supported by a rotatable carrier member, and which are constituted by first and second pinion gears integrated with each other, and mesh with the first pinion gear; Four rotating elements in which three rotating elements are selected from four rotating elements consisting of a rotatable second sun gear and second ring gear meshing with the second pinion gear, and the carrier member is added to the three rotating elements. You may use the differential device which has these. In this case, the remaining rotation elements not selected can be omitted. Further, another pinion gear may be provided between the first sun gear or the first ring gear and the first pinion gear, and this pinion gear may be meshed with the first sun gear or the first ring gear and the first pinion gear. The same applies to the second sun gear and the second ring gear.

  Alternatively, a differential device having four rotating elements including a carrier member that rotatably supports a triple pinion gear and first to third sun gears that mesh with the triple pinion gear, disclosed in Japanese Patent Application Laid-Open No. 8-114255. May be used. In this case, a ring gear may be used instead of at least one of the first to third sun gears, and a pinion gear is provided between at least one of the triple pinion gear and the first to third sun gears. You may mesh | engage with one gear and a 1st pinion gear.

  Alternatively, the first and second pinion gears that mesh with each other are rotatably supported by a rotatable carrier member, and the first sun gear and the first ring gear that mesh with the first pinion gear and the second pinion gear that meshes with the second pinion gear. Using a differential device having four rotating elements in which three rotating elements are selected from the four rotating elements including the second sun gear and the second ring gear, and the carrier member is added to the three rotating elements. Also good. In this case, the remaining rotation elements not selected can be omitted. Further, another pinion gear may be provided between the first sun gear or the first ring gear and the first pinion gear, and this pinion gear may be meshed with the first sun gear or the first ring gear and the first pinion gear. The same applies to the second sun gear and the second ring gear.

  In the first and second embodiments, a double pinion type third planetary gear device 81 is used as the second differential device in the present invention. However, the fifth to fifth rotation speeds are collinear with each other. Another suitable differential device having seven rotating elements, for example, a single pinion type planetary gear device or a bevel gear type differential device may be used.

  Furthermore, in 3rd and 4th embodiment, what combined the 1st-3rd planetary gear apparatus 141, 151, 161 is used as a 1st differential gear in this invention, but a rotation speed is mutually collinear. Other suitable differentials having first to fifth rotating elements in relation may be used. For example, a combination of the aforementioned Ravigneaux planetary gear device and a single pinion type or double pinion type planetary gear device may be used.

  Alternatively, a differential device having five rotating elements including a carrier member that rotatably supports the above-described double pinion gear, a first sun gear, a first ring gear, a second sun gear, and a second ring gear may be used. Also in this case, another pinion gear may be provided between the first sun gear or the first ring gear and the first pinion gear, and this pinion gear may be meshed with the first sun gear or the first ring gear and the first pinion gear. The same applies to the second sun gear and the second ring gear.

  Alternatively, four rotating elements selected from six rotating elements including the first to third sun gears and the first to third ring gears meshed with the above-described triple pinion gear, and a carrier member that rotatably supports the triple pinion gear. A differential having five rotating elements consisting of Also in this case, a pinion gear may be provided between at least one of the triple pinion gear and the four rotary elements, and the pinion gear may be meshed with at least one rotary element and the triple pinion gear.

  Alternatively, a differential device having five rotating elements including a carrier member, a first sun gear, a first ring gear, a second sun gear, and a second ring gear that rotatably supports the first and second pinion gears that mesh with each other is used. Also good. In this case as well, it is needless to say that another pinion gear described above may be provided.

  In the first and second embodiments, the brake 111 is an electromagnetic brake, but may be a hydraulic brake or the like. The same applies to the first and second brakes 121 and 131 of the second and fourth embodiments and the third brake 211 of the fourth embodiment. Furthermore, in the first and third embodiments, the first brake 91 is configured to be able to execute the reverse rotation prevention operation in addition to the forward rotation prevention operation. However, like the second brake 101, only the forward rotation prevention operation is performed. It may be configured to be executable.

  In the first and third embodiments, the first and second brakes 91 and 101 are roller-type one-way (two-way) clutches, but may be sprag-type one-way (two-way) clutches. The same applies to the one-way clutch OW of the first embodiment and the third brake 181 of the third embodiment. Furthermore, in the second embodiment, the clutch CL is an electromagnetic clutch, but may be a hydraulic clutch or the like. This also applies to the clutch 171 of the third and fourth embodiments. In the first and second embodiments, the one-way clutch OW and the clutch CL are provided between the first sun gear 62 and the first carrier 65, that is, between the first rotating element and the second rotating element, respectively. These two rotating elements may be freely selected from the first to fourth rotating elements. Also in this case, when the rotation speed of the first rotation element becomes higher than the rotation speed of the second rotation element, the two selected rotation elements are connected by the one-way clutch OW.

  Furthermore, in the first embodiment, the first and second brakes 91 and 101 and the one-way clutch OW are used, but instead of two or one of them, the corresponding first and second brakes of the second embodiment are used. Two or one of the second brakes 121 and 131 and the clutch CL may be used. In the first and second embodiments, the one-way clutch OW and the clutch CL are used, but both the OW and CL may be omitted. Furthermore, in the third embodiment, the first to third brakes 91, 101, 181 are used, but instead of two or one of them, the corresponding first to third brakes of the fourth embodiment are used. Two or one of the brakes 112, 113, 211 may be used.

  In the first and second embodiments, the third sun gear 82 is connected to the crankshaft of the engine 3 via the second and first sprockets SP2 and SP1 and the chain CH, but via a plurality of gears and the like. May be connected to each other, or may be directly connected. This also applies to the first to third sun gears 142, 152, 162 of the third and fourth embodiments. Furthermore, in the first and second embodiments, the first carrier 65 and the second ring gear 73 are connected to the drive shaft DS via the output shaft 12 and the differential device DF, but via a plurality of pulleys and the like. They may be connected or directly connected. The same applies to the first and second carriers 145 and 155 and the third ring gear 163 of the third and fourth embodiments.

  In the first and second embodiments, the third planetary gear device 81 and the brake 111 are used as the power transmission changing device in the present invention. However, the clutch 171 of the third and fourth embodiments may be used. . Similarly, in the third and fourth embodiments, the clutch 171 is used as the power transmission changing device in the present invention, but the third planetary gear device 81 and the brake 111 of the first and second embodiments may be used. Good.

  Furthermore, in the first to fourth embodiments, the first one-way clutch in the present invention is the roller-type one-way clutch 23, but other types of one-way clutches such as a sprag type may be used. In the first and second embodiments, the number of rotating elements constituted by the first and second planetary gear devices 61 and 71 is four. In the third and fourth embodiments, the first to third The number of rotating elements constituted by the planetary gear devices 141, 151, 161 is five, but may be six or more. In this case, a brake for braking the added rotating element is further provided. As described above, a second transmission device having four or more gear positions may be used.

  Furthermore, in the first to fourth embodiments, the first transmission device T1 is a continuously variable transmission device in which the input side member and the output side member are configured in a disc shape, but the principle of a four-bar link is applied. Of course, other appropriate continuously variable transmissions, for example, a continuously variable transmission of a type in which the input side member and the output side member are constituted by arms may be used. In the first to fourth embodiments, as a parameter for controlling the second transmission devices T2, T2A, T2B, and T2C, a gear ratio that is a ratio between the rotational speed of the input shaft 11 and the rotational speed of the output shaft 12 RATIO is used, but other appropriate gear ratio parameters representing the ratio between the engine speed NE and the rotational speed of the drive wheels DW and DW, for example, the engine speed NE itself and the rotational speed of the drive wheels DW and DW itself (The engine speed NE / the rotational speed of the drive wheels DW and DW) may be used.

  Furthermore, in the first to fourth embodiments, the engine 3 is a gasoline engine, but may be a diesel engine, an LPG engine, a CNG engine, or the like. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

V vehicle 2 ECU (failure judgment means, failure control means)
3 Engine DW Drive Wheel T1 First Transmission 11 Input Shaft 12 Output Shaft 14 Shift Actuator (Actuator)
18 Eccentric disc (input side member)
19 Connecting rod 21 Outer ring (output side member)
23 One-way clutch (first one-way clutch)
T2 Second transmission 61 First planetary gear unit (first differential)
62 First sun gear (first rotating element)
63 1st ring gear (3rd rotating element)
65 First carrier (second rotating element)
71 Second planetary gear unit (first differential)
72 Second sun gear (first rotating element)
73 Second ring gear (second rotating element)
76 Second carrier (fourth rotating element)
81 Third planetary gear unit (second differential, power transmission changing device)
82 3rd sun gear (5th rotating element)
83 Third ring gear (sixth rotating element)
86 Third carrier (seventh rotating element)
91 1st brake (3rd one-way clutch)
101 Second brake (fourth one-way clutch)
111 Brake (Power transmission changing device)
OW one-way clutch (clutch, second one-way clutch)
CL clutch T2A second transmission 121 first brake 131 second brake T2B second transmission 141 first planetary gear unit (first differential)
142 First sun gear (first rotating element)
143 1st ring gear (3rd rotation element)
145 First carrier (second rotating element)
151 Second planetary gear unit (first differential)
152 Second sun gear (first rotating element)
153 Second ring gear (fourth rotating element)
155 Second carrier (second rotating element)
161 Third planetary gear unit (first differential)
162 Third sun gear (first rotating element)
163 Third ring gear (second rotating element)
166 Third carrier (fifth rotating element)
171 Clutch (power transmission changing device)
181 3rd brake (2nd one-way clutch)
T2C second transmission 211 third brake

Claims (6)

A first transmission for shifting the power of the internal combustion engine steplessly and transmitting it to the drive wheels of the vehicle;
A second transmission that is provided in parallel with the first transmission and that transmits the power in stages between the internal combustion engine and the drive wheels.
The first transmission is
An input shaft and an output shaft respectively connected to the internal combustion engine and the drive wheel;
An input side member that is configured to be capable of changing the amount of eccentricity with respect to the input shaft, and that is rotated by transmission of power from the input shaft;
An actuator for changing the amount of eccentricity of the input side member with respect to the input shaft;
An output side member rotatably connected to the output shaft;
One end portion and the other end portion are rotatably supported by the input side member and the output side member, respectively, and the output side member is swung through the other end portion as the input side member rotates. Connecting rod,
The output shaft and the output side member are connected when the output side member rotates in one direction with respect to the output shaft, and the output side member rotates in the other direction with respect to the output shaft. A first one-way clutch that shuts off when
The second transmission is
The first rotating element, the second rotating element, the third rotating element, and the fourth rotating element that can transmit power between each other have a single rotational speed in the collinear diagram. The first differential element is configured to satisfy the collinear relationship arranged in this order on the straight line, and the first rotary element is connected to the internal combustion engine and the second rotary element is connected to the drive wheel. Equipment,
A power transmission change device capable of changing power transmitted between the first rotating element and the internal combustion engine;
A first brake for braking the third rotating element;
A second brake for braking the fourth rotating element ;
When the rotation speed of the second rotation element is higher than the rotation speed of the first rotation element between one rotation element of the first to fourth rotation elements and the other rotation element. And a second one-way clutch that shuts off when the rotation speed of the second rotation element is lower than the rotation speed of the first rotation element . The power transmission changing device is
A fifth rotating element, a sixth rotating element, and a seventh rotating element capable of transmitting power between each other, and the rotational speeds of the fifth to seventh rotating elements are arranged on a single straight line in a collinear diagram; A second differential device configured to satisfy a collinear relationship arranged in order, wherein the fifth rotating element is connected to the internal combustion engine, and the sixth rotating element is connected to the first rotating element;
The power transmission device according to claim 1, further comprising: a brake configured to change a braking force and configured to brake the seventh rotating element. The first differential device further includes a fifth rotating element capable of transmitting power to the first to fourth rotating elements,
The rotation speeds of the first to fifth rotation elements satisfy a collinear relationship arranged in this order on a single straight line in the collinear diagram,
The power transmission device according to claim 1 , wherein the second transmission device further includes a third brake for braking the fifth rotation element . The first brake inhibits the rotation of the third rotating element in one direction and allows the rotation of the third rotating element and the first blocking operation that allows the rotation of the third rotating element in the other direction. A third one-way clutch capable of executing a first release operation for releasing the first blocking operation;
The second brake prevents rotation of the fourth rotation element in one direction and allows rotation in the other direction, and allows rotation of the fourth rotation element. 4. The power transmission device according to claim 1, wherein the power transmission device includes a fourth one-way clutch capable of executing a second release operation for releasing the second blocking operation . 5. Failure determination means for determining whether or not the first transmission has failed;
A failure-time control means for controlling the operation of the power transmission change device and the first and second brakes when the failure determination means determines that the first transmission is broken. Prepared,
The failure control means is
When the vehicle is stopped and the internal combustion engine is operated, the power transmission change device is controlled so as to interrupt the transmission of power between the internal combustion engine and the first rotating element;
When the internal combustion engine is in operation and the vehicle is started, the first brake is controlled so as to brake the third rotation element, the braking by the second brake is released, and the internal combustion engine the first such power transmitted to the rotating element gradually increases, and controls the power transmission changing device, the power transmission device according to any one of claims 1 to 3. The failure-time control means controls the power transmission change device so that power is transmitted from the internal combustion engine to the first rotating element while the internal combustion engine is in operation and the vehicle is running. The power transmission device according to claim 5 , wherein the second brake is controlled to release the braking by the first brake and to brake the fourth rotating element .

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