WO2011158600A1

WO2011158600A1 - Drive system for automobile and method for controlling drive system for automobile

Info

Publication number: WO2011158600A1
Application number: PCT/JP2011/061580
Authority: WO
Inventors: 和樹市川; 文康菅
Original assignee: 本田技研工業株式会社
Priority date: 2010-06-15
Filing date: 2011-05-19
Publication date: 2011-12-22
Also published as: CN102971167B; JPWO2011158600A1; JP5586694B2; CN102971167A

Abstract

Disclosed is a drive system (1) for an automobile, wherein the system is provided with first and second engines (ENG1, ENG2), first and second transmissions (TM1, TM2), first and second oneway clutches (OWC1, OWC2) respectively provided in output units of the first and second transmissions (TM1, TM2), a rotated/driven member (11) commonly linked to output members (121) of the first and second oneway clutches (OWC1, OWC2), and a control means (5). Under the conditions that the power generated by the first engine (ENG1) is input through the first oneway clutch (OWC1) to the rotated/driven member, namely, driving is performed by the first engine (ENG1), the control means switches from driving by the first engine (ENG1) to driving by the second engine (ENG2) by changing the number of rotations of the second engine (ENG2) and/or by changing a change gear ratio of a second gear shift mechanism so that the number of rotations to be input to the input member of the second oneway clutch (OWC2) is greater than the number of rotations of the output member. Thereby, a drive system for an automobile and a method for controlling a drive system for an automobile achieving high efficiency and an improved fuel efficiency can be provided.

Description

Vehicle drive system and method for controlling vehicle drive system

The present invention relates to an automobile drive system including a plurality of internal combustion engine sections and a method for controlling the automobile drive system.

Various conventional drive systems for automobiles are known (for example, see Patent Documents 1 to 3). Among them, the one described in Patent Document 1 is equipped with two engines, a first engine and a second engine, as power sources, and when the required torque is small, only the first engine is operated and its output is When the required torque increases, the second engine is added and operated to synthesize the outputs of both engines and input them to the transmission. Under the optimum conditions, the required torque is taken out to improve the fuel efficiency of the vehicle.

In addition, in Patent Document 2, the power of an engine having two pistons with different strokes (substantially regarded as two engines) is input to a transmission in parallel via a one-way clutch, and an output shaft It is intended to communicate to.

Japanese Patent Publication No. Sho 63-35822 Japanese Unexamined Patent Publication No. 2003-83105 Japan Special Table 2005-502543

However, since the drive devices described in Patent Document 1 and Patent Document 2 combine two independent engines or substantially combine the power of two engines and then input them to the transmission, On the other hand, it is impossible to individually change the rotational speed of each engine, and therefore, there is a limit in improving fuel efficiency without aiming at the high efficiency point of the engine.

The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle drive system and a vehicle drive system control method capable of improving fuel efficiency with higher efficiency.

In order to achieve the above object, the invention according to claim 1
A first internal combustion engine section (for example, a first engine ENG1 in an embodiment described later) and a second internal combustion engine section (for example, a second engine ENG2 in an embodiment described later) that independently generate rotational power. When,
A first speed change mechanism (for example, a first transmission TM1 in an embodiment described later) and a second speed change and output each rotational power generated by the first internal combustion engine part and the second internal combustion engine part, respectively. A speed change mechanism (for example, a second transmission TM2 in an embodiment described later);
An input member (for example, an input member 122 in an embodiment described later) and an output member (for example, an output member 121 in an embodiment described later) are provided at each output portion of the first transmission mechanism and the second transmission mechanism, respectively. And an engaging member (for example, a roller 123 in an embodiment described later) that locks the input member and the output member with each other, and from the first transmission mechanism and the second transmission mechanism. When the rotational speed in the positive direction of the input member that receives each rotational power exceeds the rotational speed in the positive direction of the output member, the input member and the output member are in a locked state, and are input to the input member. A first one-way clutch (for example, a first one-way clutch OWC1 in an embodiment described later) and a second that transmit rotational power to the output member A one-way clutch (e.g., a second one-way clutch OWC2 in the embodiment to be described later),
Rotating power transmitted to the output members of the one-way clutches is connected to both output members of the first one-way clutch and the second one-way clutch in common. 2) a driven member to be rotated (for example, a driven member 11 to be rotated in an embodiment described later),
Rotational power generated by the first internal combustion engine section and the second internal combustion engine section is transmitted to the first one-way clutch and the second via the first transmission mechanism and the second transmission mechanism. An automobile drive system (for example, in an embodiment described later) that inputs the rotational power to the driven member through the first one-way clutch and the second one-way clutch. A drive system 1) comprising:
Rotation input to the input member of the second one-way clutch in a state where the power generated by the first internal combustion engine section is input to the rotated drive member via the first one-way clutch. Control means for changing the rotational speed of the second internal combustion engine section and / or the gear ratio of the second transmission mechanism so that the number exceeds the rotational speed of the output member (for example, control means in the embodiments described later) 5).

The invention according to claim 2 is the structure of claim 1,
Both the first transmission mechanism and the second transmission mechanism are configured by continuously variable transmission mechanisms (for example, continuously variable transmission mechanisms BD1 and BD2 in embodiments described later) that can change the transmission gear ratio steplessly. It is characterized by.

The invention according to claim 3 is the configuration of

claim

1 or 2,
When the control means starts the second internal combustion engine section, it transmits the gear ratio of the second transmission mechanism and the power from the second internal combustion engine section to the second one-way clutch. It is possible to set the rotation speed of the input member of the second one-way clutch to a finite value that is lower than the rotation speed of the output member.

The invention according to claim 4 is the configuration of claim 2,
The continuously variable transmission mechanism is configured as an infinite and continuously variable transmission mechanism capable of setting the transmission ratio to infinity,
When the control means starts the second internal combustion engine section, it sets the transmission ratio of the infinite / continuously variable transmission mechanism provided as the second transmission mechanism to infinity, and the second internal combustion engine After the engine unit is started, the rotational speed input to the second one-way clutch is controlled by changing the transmission ratio of the infinite / continuously variable transmission mechanism to a finite value.

The invention according to claim 5 is the structure of claim 4,
The continuously variable transmission mechanism is
An input shaft (for example, an input shaft 101 in an embodiment described later) that rotates around an input center axis (for example, an input center axis O1 in an embodiment described later) by receiving rotational power;
The input shafts are provided at equal intervals in the circumferential direction, each of which can change the amount of eccentricity with respect to the input center axis (for example, the amount of eccentricity r1 in an embodiment described later), and the input while maintaining the amount of eccentricity. A plurality of first fulcrums (for example, a first fulcrum O3 in an embodiment described later) rotating around the central axis along with the input shaft;
A plurality of eccentric disks (for example, the eccentric disk 104 in the embodiment described later) having the first fulcrum at the respective centers and rotating around the input center axis;
An output member (for example, an output member 121 in an embodiment to be described later) that rotates around an output center axis (for example, an output center axis O2 in an embodiment to be described later) separated from the input center axis, and power in the rotational direction from the outside And an engaging member (for example, an input member 122 in the embodiment described later) and an engaging member (which locks or unlocks the input member and the output member). For example, when the rotational speed in the positive direction of the input member exceeds the rotational speed in the positive direction of the output member, the rotational power input to the input member is A one-way clutch that transmits to the output member, thereby converting the swinging motion of the input member into the rotational motion of the output member (e.g., implementation described below) The one-way clutch 120) in the state,
A second fulcrum (for example, a second fulcrum O4 in an embodiment described later) provided at a position separated from the output center axis on the input member;
One end (for example, a ring portion 131 in an embodiment described later) is connected to the outer periphery of each eccentric disk so as to be rotatable around the first fulcrum, and the other end (for example, the other end portion 132 in an embodiment described later). Is rotatably connected to the second fulcrum provided on the input member of the one-way clutch, so that the rotational movement given from the input shaft to the eccentric disk is applied to the input member of the one-way clutch. A plurality of connecting members (for example, connecting members 130 in the embodiments described later) that are transmitted as a swinging motion of the input member;
By adjusting the amount of eccentricity of the first fulcrum with respect to the input center axis, the swing angle of the swing motion transmitted from the eccentric disk to the input member of the one-way clutch is changed. A gear ratio variable mechanism (for example, a gear ratio in an embodiment described later) that changes a gear ratio when input rotational power is transmitted as rotational power to the output member of the one-way clutch via the eccentric disk and the connecting member. Variable ratio mechanism 112);
And is configured as a continuously variable transmission mechanism of a four-bar link mechanism type in which the gear ratio can be set to infinity by allowing the eccentricity to be set to zero.
Output shafts of the internal combustion engine section (for example, output shafts S1 and S2 in the embodiments described later) are connected to the input shaft of the continuously variable transmission mechanism,
The one-way clutch, which is a component of the continuously variable transmission mechanism, includes the first one-way clutch and the second one provided between the first transmission mechanism, the second transmission mechanism, and the driven member. It is also characterized by serving as a one-way clutch.

The invention according to claim 6
A first internal combustion engine section and a second internal combustion engine section that independently generate rotational power;
A first speed change mechanism and a second speed change mechanism that respectively shift and output the rotational power generated by the first internal combustion engine part and the second internal combustion engine part;
An input member, an output member, and an engagement member that locks the input member and the output member with each other in a locked state or an unlocked state, provided at each output portion of the first speed change mechanism and the second speed change mechanism; When the positive rotation speed of the input member receiving the rotational power from the first transmission mechanism and the second transmission mechanism exceeds the positive rotation speed of the output member, the input member and the output member The first one-way clutch and the second one-way clutch that transmit the rotational power input to the input member to the output member.
A rotationally driven member that is commonly connected to both output members of the first one-way clutch and the second one-way clutch, and that transmits rotational power transmitted to the output member of each one-way clutch to a drive wheel;
Rotational power generated by the first internal combustion engine section and the second internal combustion engine section is transmitted to the first one-way clutch and the second through the first transmission mechanism and the second transmission mechanism. A driving system for an automobile, wherein the rotational power is input to the rotated drive member via the first one-way clutch and the second one-way clutch,
Rotation input to the input member of the second one-way clutch in a state where the power generated by the first internal combustion engine is input to the driven member through the first one-way clutch. The number of revolutions of the second internal combustion engine section and / or the speed ratio of the second transmission mechanism is changed so that the number exceeds the number of revolutions of the output member.

According to the first and sixth aspects of the present invention, since the speed change mechanism is individually provided for each of the first and second internal combustion engine parts, the rotational speed of the internal combustion engine part and the speed ratio of the speed change mechanism are determined. The output rotation speed from the speed change mechanism (the input rotation speed of the input member of the one-way clutch) can be controlled by the combination of settings. Therefore, the number of revolutions of each internal combustion engine part can be controlled independently according to the setting of the speed ratio of the speed change mechanism, and each internal combustion engine part can be operated at an efficient operating point. Can contribute to improvement.

Also, when the set of “internal combustion engine part and transmission mechanism” is called “power mechanism”, the two sets of power mechanisms are connected to the same driven drive member via a one-way clutch, so Select and switch the power mechanism used as a power source, or combine the driving force from the two power mechanisms by simply controlling the input rotation speed (rotation speed output from the power mechanism) for each one-way clutch. can do.

For example, when the drive source for extracting power to the driven member connected to the drive wheel is switched from the first internal combustion engine part to the second internal combustion engine part, the switching operation is performed by changing the input rotational speed of the second one-way clutch. Only by controlling the rotation speed of the second internal combustion engine part and / or the gear ratio of the second transmission mechanism so that (the output rotation speed of each power mechanism) exceeds the rotation speed of the output member, without a shock, This can be easily performed without performing a special clutch operation.

According to the second aspect of the present invention, since the continuously variable transmission mechanism capable of stepless transmission is used as the first and second transmission mechanisms, the operating state is not changed without changing the rotational speed of the internal combustion engine section. By simply changing the gear ratio of the speed change mechanism steplessly while maintaining the high-efficiency operation point, the power transmission from each power mechanism to the driven member can be smoothly turned ON / OFF (the one-way clutch is locked) For convenience, “ON / OFF” of the power transmission path depending on whether the power transmission path is set or not can be controlled. That is, it is possible to smoothly switch from running by the power of the first internal combustion engine section to running by the power of the second internal combustion engine section by simply changing the speed ratio of the transmission mechanism steplessly.

In this regard, in the case of a stepped transmission, in order to smoothly control ON / OFF of the one-way clutch by changing the output rotational speed from the power mechanism, the rotational speed of the internal combustion engine section is set to the shift speed. It must be adjusted accordingly. On the other hand, in the case of a continuously variable transmission mechanism, the output rotational speed of the power mechanism can be changed smoothly by simply adjusting the speed ratio of the transmission mechanism steplessly without changing the rotational speed of the internal combustion engine section. The drive source (internal combustion engine part) can be smoothly switched by ON / OFF of power transmission between the power mechanism and the driven member through the action of the one-way clutch. Therefore, the operation of the internal combustion engine section can be maintained in an operating state with a good BSFC (net fuel consumption rate: Brake Specific Fuel Consumption).

According to the third aspect of the present invention, the second speed change mechanism connected to the second internal combustion engine portion is set to an appropriate speed change ratio (a slightly higher speed ratio than the target speed change ratio in advance). In order to start the second internal combustion engine part in a state where the rotational speed of the input member is set to a finite value lower than the rotational speed of the output member, the target gear ratio (second one-way It is possible to shorten the time until the rotational speed of the input member of the clutch is set to a gear ratio in which the rotational speed of the output member exceeds the rotational speed of the output member. Therefore, the response to the request can be improved.

According to the invention of claim 4, since the speed ratio of the second speed change mechanism is set to infinity when the second internal combustion engine part is started, the inertia mass part on the downstream side of the second speed change mechanism is set to the second speed change mechanism. It can be separated from the internal combustion engine part. Therefore, the resistance due to the inertial mass when starting the second internal combustion engine can be reduced, and the starting energy can be reduced. Further, when starting the second internal combustion engine portion when switching the drive source from the first internal combustion engine portion to the second internal combustion engine portion, it is possible to prevent power from being transmitted from the second transmission mechanism to the downstream side. Therefore, even if the rotational speed of the driven member suddenly decreases due to some reason (for example, sudden braking) during the startup, the torque of the second internal combustion engine at the time of startup is reduced. A start shock can be reduced without being transmitted to the drive wheel side with a sudden decrease in the rotational speed of the rotary drive member. Further, after the second internal combustion engine section is started, the rotational speed input to the second one-way clutch is controlled by changing the speed ratio of the second transmission mechanism to a finite value, so that the input rotational speed Is increased until the rotational speed of the output member is exceeded, so that the power of the second internal combustion engine can be transmitted to the driven member.

According to the invention of claim 5, the rotational motion of the input shaft is converted into the eccentric rotational motion of the eccentric disc of variable eccentricity, and the eccentric rotational motion of the eccentric disc is swung to the input member of the one-way clutch via the connecting member. By adopting a continuously variable transmission mechanism that converts the swinging motion of the input member into the rotational motion of the output member of the one-way clutch, the gear ratio can be changed simply by changing the amount of eccentricity. Can be infinite. Therefore, by setting the transmission ratio to infinity, the downstream inertial mass portion can be substantially separated from the internal combustion engine portion when the internal combustion engine portion is started. For this reason, the inertial mass portion on the downstream side (output side) does not become a resistance at the time of starting the internal combustion engine portion, and the internal combustion engine portion can be started smoothly.

In addition, by making the gear ratio infinite, the internal combustion engine part can be substantially separated from the inertial mass part on the downstream side when the main motor generator is connected to the driven member to be rotated and hybridized. It can be said that it is particularly effective. That is, for example, the first internal combustion engine unit is started from EV traveling using only the driving force of the main motor generator, and the sub motor generator provided separately is driven by the driving force of the first internal combustion engine unit. When the electric power generated by the sub motor generator is supplied to the main motor generator to shift to the series traveling that travels with the driving force of the main motor generator, the first internal combustion engine section needs to be started in the EV traveling state. However, since the resistance at the time of starting can be reduced as described above, the transition from EV traveling to series traveling can be performed smoothly and without a shock. In addition, by separating the internal combustion engine part from the inertial mass part on the downstream side, the rotational resistance during series running can be reduced, reducing energy loss during series running and improving fuel efficiency. Can contribute.

Also, when this type of continuously variable transmission mechanism is employed, the number of gears used can be reduced, so that energy loss due to gear meshing friction can also be reduced.

It is a skeleton figure of the drive system for vehicles of one embodiment of the present invention. It is sectional drawing which shows the specific structure of the infinite and continuously variable transmission mechanism which is the principal part of the system. It is the sectional side view which looked at the one part structure of the transmission mechanism from the axial direction. It is explanatory drawing of the first half part of the speed change principle by the gear ratio variable mechanism in the same speed change mechanism. FIG. 5B is a diagram showing a state in which the gear ratio i is set to “small” with “large”, and FIG. 5B is a diagram showing a state in which the eccentricity r1 is set to “medium” and the gear ratio i is set to “medium”. ) Is a diagram showing a state in which the eccentricity r1 is set to “small” and the transmission ratio i is set to “large”, and (d) is a state in which the eccentricity r1 is set to “zero” and the transmission ratio i is set to “infinity (∞)” It is a figure which shows the state set to. FIG. 7 is an explanatory diagram of the latter half of the speed change principle of the speed change mechanism in the same speed change mechanism, wherein the input member 122 of the one-way clutch 120 swings when the speed change ratio i is changed by changing the eccentric amount r1 of the eccentric disk. FIG. 6A is a diagram showing a change in the angle θ2, and (a) shows a state in which the swing angle θ2 of the input member 122 becomes “large” by setting the eccentricity r1 to “large” and the transmission ratio i to “small”. FIG. 5B is a diagram showing a state in which the swing angle θ2 of the input member 122 is “medium” by setting the eccentricity r1 to “medium” and the gear ratio i to “medium”; ) Is a diagram showing a state where the swing angle θ2 of the input member 122 is “small” by setting the eccentricity r1 to “small” and the transmission ratio i to “large”. It is explanatory drawing of the driving force transmission principle of the said infinite and continuously variable transmission mechanism comprised as a four-bar linkage mechanism. In the same speed change mechanism, when the eccentricity r1 (speed ratio i) of the eccentric disk rotating at the same speed as the input shaft is changed to “large”, “medium”, and “small”, the rotation angle θ of the input shaft and the one-way -It is a figure which shows the relationship of angular velocity (omega) 2 of the input member of a clutch. FIG. 6 is a diagram for explaining the principle of output extraction when power is transmitted from an input side (input shaft or eccentric disk) to an output side (output member of a one-way clutch) by a plurality of connecting members in the transmission mechanism. . It is explanatory drawing of the operation pattern A in the drive system of this embodiment. It is explanatory drawing of the operation pattern B in the drive system of this embodiment. It is explanatory drawing of the operation pattern C in the drive system of this embodiment. It is explanatory drawing of the operation pattern D in the drive system of this embodiment. It is explanatory drawing of the operation pattern E in the drive system of this embodiment. It is explanatory drawing of the operation pattern F in the drive system of this embodiment. It is explanatory drawing of the operation pattern G in the drive system of this embodiment. It is explanatory drawing of the operation pattern H in the drive system of this embodiment. It is explanatory drawing of the operation pattern I in the drive system of this embodiment. It is explanatory drawing of the operation pattern J in the drive system of this embodiment. It is explanatory drawing of the operation pattern K in the drive system of this embodiment. It is explanatory drawing of the operation pattern L in the drive system of this embodiment. It is explanatory drawing of the operation pattern M in the drive system of this embodiment. It is explanatory drawing of the operation pattern N in the drive system of this embodiment. It is explanatory drawing of the operation pattern O in the drive system of this embodiment. In the drive system of this embodiment, it is explanatory drawing of the control action performed according to a driving | running state at the time of start. In the drive system of this embodiment, it is explanatory drawing of the control action performed according to a driving | running state at the time of low speed driving | running | working. In the drive system of this embodiment, it is explanatory drawing of the control operation at the time of switching (switch operation) from EV driving mode to engine driving mode. In the drive system of this embodiment, it is explanatory drawing of the control action performed according to a driving | running state at the time of medium speed driving | running | working. In the drive system of this embodiment, it is explanatory drawing of the control action at the time of the switching (switch operation) from the engine running mode by the 1st engine to the engine running mode by the 2nd engine. In the drive system of this embodiment, it is explanatory drawing of the control action performed according to a driving | running state at the time of medium-high speed driving | running | working. In the drive system of this embodiment, it is explanatory drawing of the control action at the time of switching (switch operation) from the engine running mode by the 2nd engine to the parallel engine running mode by the 2nd engine and the 1st engine. In the drive system of this embodiment, it is explanatory drawing of the control action performed according to a driving | running state at the time of high speed driving | running | working. In the drive system of this embodiment, it is explanatory drawing of the control action performed when a vehicle reverses. In the drive system of this embodiment, it is explanatory drawing of the control action performed when a vehicle stops. (A) And (b) is explanatory drawing of the reverse drive impossible state by the lock | rock of a transmission. In the drive system of this embodiment, it is explanatory drawing of operation of the driving | running | working pattern when drive | working the low speed area. In the drive system of this embodiment, it is explanatory drawing of operation | movement of the driving | running | working pattern when drive | working a medium speed range. In the drive system of this embodiment, it is explanatory drawing of operation of the driving | running | working pattern when drive | working the high speed area. It is explanatory drawing of the engagement setting range of the engine in the drive system of this embodiment. It is a skeleton figure of the drive system for vehicles of another embodiment of the present invention. It is sectional drawing which shows the modification of the drive system for motor vehicles of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a skeleton diagram of an automobile drive system according to an embodiment of the present invention. FIG. 2 is a cross-sectional view showing a specific configuration of an infinite and continuously variable transmission mechanism that is a main part of the drive system. It is the sectional side view which looked at the one part structure of the infinite and continuously variable transmission mechanism from the axial direction.

"overall structure"
The vehicle drive system 1 includes two engines ENG1 and ENG2 as first and second internal combustion engine portions that independently generate rotational power, and downstream sides of the first and second engines ENG1 and ENG2. First and second transmissions (transmission mechanisms) TM1 and TM2 provided on the transmission, first and second one-way clutches OWC1 and OWC2 provided on the output portions of the transmissions TM1 and TM2, and these one-way clutches A rotated drive member 11 that receives the output rotation transmitted through OWC1 and OWC2, a main motor generator MG1 connected to the rotated drive member 11, and a sub connected to the output shaft S1 of the first engine ENG1. Motor generator MG2 and main and / or sub motor generators MG1 and MG2 In a battery (power storage unit) 8 capable of power exchange, and control means 5 for controlling such travel pattern by controlling the various elements, and a.

Each one-way clutch OWC1 and OWC2 is arranged between an input member (clutch outer) 122, an output member (clutch inner) 121, and the input member 122 and the output member 121, and the

members

122 and 121 are locked to each other. Or it has the some roller (engagement member) 123 made into a non-locking state, and the urging member 126 which urges | biases the roller 123 in the direction which gives a locked state. When the rotational speed of the input member 122 that receives the rotational power from the first transmission TM1 and the second transmission TM2 in the positive direction (arrow RD1 direction) exceeds the rotational speed of the output member 121 in the positive direction, When the input member 122 and the output member 121 are locked with each other, the rotational power input to the input member 122 is transmitted to the output member 121.

The first and second one-way clutches OWC1 and OWC2 are arranged on the right and left sides of the differential device 10, and the output members 121 of the first and second one-way clutches OWC1 and OWC2 are different from each other. Are connected to the driven member 11 via the clutch mechanisms CL1 and CL2. The clutch mechanisms CL1 and CL2 are provided to control transmission / cutoff of power between the output members 121 of the first and second one-way clutches OWC1 and OWC2 and the driven member 11 to be rotated.

The driven member 11 is constituted by a differential case of the differential device 10, and the rotational power transmitted to the output member 121 of each one-way clutch OWC1, OWC2 is transmitted through the differential device 10 and the left and

right axle shafts

13L, 13R. And transmitted to the left and right drive wheels 2. A differential case (rotation drive member 11) of the differential device 10 is provided with a differential pinion and a side gear (not shown). The left and

right axle shafts

13L and 13R are connected to the left and right side gears, and the left and

right axle shafts

13L and 13R are different. Dynamic rotation.

The first and second engines ENG1 and ENG2 use different engines with high efficiency operation points. The first engine ENG1 is an engine with a small displacement, and the second engine ENG2 The engine has a larger displacement than the first engine ENG1. For example, the displacement of the first engine ENG1 is 500 cc, the displacement of the second engine ENG2 is 1000 cc, and the total displacement is 1500 cc. Of course, the combination of the displacements is arbitrary.

The main motor generator MG1 and the driven member 11 are connected so that power can be transmitted when the drive gear 15 attached to the output shaft of the main motor generator MG1 and the driven gear 12 provided on the driven member 11 are engaged. Yes. For example, when the main motor generator MG1 functions as a motor, a driving force is transmitted from the main motor generator MG1 to the driven member 11 to be rotated. When the main motor generator MG1 functions as a generator, power is input from the driven member 11 to the main motor generator MG1, and mechanical energy is converted into electrical energy. At the same time, a regenerative braking force acts on the driven member 11 from the main motor generator MG1.

The sub motor generator MG2 is directly connected to the output shaft S1 of the first engine ENG1, and performs mutual transmission of power with the output shaft S1. Also in this case, when the sub motor generator MG2 functions as a motor, the driving force is transmitted from the sub motor generator MG1 to the output shaft S1 of the first engine ENG1. When sub motor generator MG2 functions as a generator, power is transmitted from output shaft S1 of first engine ENG1 to sub motor generator MG2.

In the drive system 1 having the above elements, the rotational power generated by the first engine ENG1 and the second engine ENG2 is transmitted through the first transmission TM1 and the second transmission TM2 to the first one-way The rotational power is input to the driven member 11 via the first one-way clutch OWC1 and the second one-way clutch OWC2 and input to the clutch OWC1 and the second one-way clutch OWC2.

Further, in this drive system 1, the output shaft S2 and the rotated drive member 11 different from the power transmission via the second transmission TM2 between the output shaft S2 of the second engine ENG2 and the rotated drive member 11 are used. A synchro mechanism (clutch means also referred to as a starter clutch) 20 capable of connecting / disconnecting power transmission between them is provided. The synchro mechanism 20 always meshes with the driven gear 12 provided on the driven member 11 and rotates between the first gear 21 provided around the output shaft S2 of the second engine ENG2 and the second engine ENG2. A second gear 22 provided so as to rotate integrally with the output shaft S2 around the output shaft S2, and a sleeve for coupling or releasing the first gear 21 and the second gear 22 by being slid in the axial direction. 24. That is, the synchro mechanism 20 forms a power transmission path different from the power transmission path via the second transmission TM2 and the clutch mechanism CL2, and connects and disconnects the power transmission through this power transmission path.

<Configuration of transmission>
Next, the first and second transmissions TM1 and TM2 used in the drive system 1 will be described.
The first and second transmissions TM1 and TM2 are constituted by continuously variable transmission mechanisms having substantially the same configuration. The continuously variable transmission mechanism in this case is a kind of what is called an IVT (Infinity Variable Transmission = transmission mechanism in which the transmission ratio can be made infinite without using a clutch and the output rotation can be made zero). = I) can be changed steplessly, and the maximum value of the gear ratio can be set to infinity (∞), which is configured by an infinite and continuously variable transmission mechanism BD (BD1, BD2).

2 and 3, the infinite and continuously variable transmission mechanism BD includes an input shaft 101 that rotates around an input center axis O1 by receiving rotational power from the engines ENG1 and ENG2, and an input shaft. 101 includes a plurality of eccentric discs 104 that rotate integrally with 101, the same number of connecting members 130 as the eccentric discs 104 for connecting the input side and the output side, and a one-way clutch 120 provided on the output side.

The plurality of eccentric disks 104 are each formed in a circular shape centered on the first fulcrum O3. The first fulcrum O3 is provided at equal intervals in the circumferential direction of the input shaft 101. Each of the first fulcrums O3 can change the amount of eccentricity r1 with respect to the input center axis O1, and the input center axis O1 while maintaining the amount of eccentricity r1. Is set to rotate together with the input shaft 101. Accordingly, the plurality of eccentric disks 104 are provided to rotate eccentrically around the input center axis O1 as the input shaft 101 rotates while maintaining the eccentricity r1.

As shown in FIG. 3, the eccentric disk 104 is composed of an outer peripheral disk 105 and an inner peripheral disk 108 formed integrally with the input shaft 101. The inner circumferential disc 108 is formed as a thick disc whose center is deviated from the input center axis O1 which is the center axis of the input shaft 101 by a certain eccentric distance. The outer peripheral side disk 105 is formed as a thick disk centered on the first fulcrum O3, and has a first circular hole 106 centered at a position off the center (first fulcrum O3). Yes. And the outer periphery of the inner peripheral disk 108 is fitted to the inner periphery of the first circular hole 106 so as to be rotatable.

Further, the inner circumferential disc 108 is provided with a second circular hole 109 centered on the input center axis O1 and having a part in the circumferential direction opened to the outer circumference of the inner circumferential disc 108. A pinion 110 is rotatably accommodated inside the two circular holes 109. The teeth of the pinion 110 are meshed with an internal gear 107 formed on the inner periphery of the first circular hole 106 of the outer peripheral disk 105 through the opening on the outer periphery of the second circular hole 109.

The pinion 110 is provided so as to rotate coaxially with the input center axis O1, which is the center axis of the input shaft 101. That is, the rotation center of the pinion 110 and the input center axis O1 that is the center axis of the input shaft 101 coincide with each other. As shown in FIG. 2, the pinion 110 is rotated inside the second circular hole 109 by an actuator 180 configured by a DC motor and a speed reduction mechanism. Normally, the pinion 110 is rotated in synchronization with the rotation of the input shaft 101, and the pinion 110 is given a rotational speed that is higher or lower than the rotational speed of the input shaft 101 with reference to the synchronous rotational speed. 110 is rotated relative to the input shaft 101. For example, when the pinion 110 and the output shaft of the actuator 180 are arranged so as to be connected to each other and the rotation of the actuator 180 causes a rotation difference with respect to the rotation of the input shaft 101, a reduction ratio is applied to the rotation difference. This can be realized by using a speed reduction mechanism (for example, a planetary gear) in which the relative angle between the input shaft 101 and the pinion 110 changes by the amount. At this time, if there is no rotational difference between the actuator 180 and the input shaft 101 and they are synchronized, the eccentricity r1 does not change.

Therefore, when the pinion 110 is turned, the internal gear 107 with which the teeth of the pinion 110 are engaged, that is, the outer peripheral disk 105 rotates relative to the inner peripheral disk 108, and thereby the center ( The distance between the input center axis O1) and the center of the outer peripheral disk 105 (first fulcrum O3) (that is, the eccentric amount r1 of the eccentric disk 104) changes.

In this case, the rotation of the pinion 110 is set so that the center of the outer peripheral disc 105 (first fulcrum O3) can be matched with the center of the pinion 110 (input center axis O1), and both the centers match. By doing so, the eccentricity r1 of the eccentric disk 104 can be set to “zero”.

The one-way clutch 120 also has an output member (clutch inner) 121 that rotates around an output center axis O2 that is distant from the input center axis O1, and an output center axis O2 that receives power from the outside in the rotational direction. A swinging ring-shaped input member (clutch outer) 122 and a plurality of members inserted between the input member 122 and the output member 121 to lock the input member 122 and the output member 121 with each other. It has a roller (engagement member) 123 and a biasing member 126 that biases the roller 123 in a direction to give a locked state, and is in the positive direction of the input member 122 (for example, the direction indicated by the arrow RD1 in FIG. 3). When the rotational speed exceeds the positive rotational speed of the output member 121, the rotational power input to the input member 122 is transmitted to the output member 121, The Le, and is capable of converting the oscillating motion of the input member 122 to the rotational motion of the output member 121.

As shown in FIG. 2, the output member 121 of the one-way clutch 120 is configured as a member that is integrally continuous in the axial direction. However, the input member 122 is divided into a plurality of portions in the axial direction, and is eccentric. As many as the number of disks 104 and connecting members 130 are arranged so as to be able to swing independently in the axial direction. The roller 123 is inserted between the input member 122 and the output member 121 for each input member 122.

A protruding portion 124 is provided at one circumferential position on each ring-shaped input member 122, and a second fulcrum O4 spaced from the output center axis O2 is provided on the protruding portion 124. And the pin 125 is arrange | positioned on the 2nd fulcrum O4 of each input member 122, and the front-end | tip (other end part) 132 of the connection member 130 is rotatably connected with the input member 122 by this pin 125. FIG.

The connecting member 130 has a ring portion 131 on one end side, and the inner periphery of the circular opening 133 of the ring portion 131 is rotatably fitted to the outer periphery of the eccentric disk 104 via a bearing 140. Accordingly, one end of the connecting member 130 is rotatably connected to the outer periphery of the eccentric disk 104 in this way, and the other end of the connecting member 130 is the second fulcrum O4 provided on the input member 122 of the one-way clutch 120. Are connected to each other in such a manner that a four-joint link mechanism having four joints of an input center axis O1, a first fulcrum O3, an output center axis O2, and a second fulcrum O4 as pivot points is configured. The rotational motion given from the input shaft 101 to the eccentric disk 104 is transmitted to the input member 122 of the one-way clutch 120 as the swing motion of the input member 122, and the swing motion of the input member 122 is transmitted to the output member 121. Converted to rotational motion.

In that case, the outer peripheral side disk provided with the pinion 110, the inner periphery side disk 108 provided with the 2nd circular hole 109 which accommodates the pinion 110, and the 1st circular hole 106 which accommodates the inner periphery side disk 108 rotatably. The eccentric amount r1 of the eccentric disk 104 can be changed by moving the pinion 110 of the speed ratio variable mechanism 112 configured by the actuator 105 and the actuator 180 with the actuator 180. Then, by changing the amount of eccentricity r1, the swing angle θ2 of the input member 122 of the one-way clutch 120 can be changed, whereby the ratio of the rotational speed of the output member 121 to the rotational speed of the input shaft 101 ( Gear ratio: Ratio i) can be changed. That is, by adjusting the eccentric amount r1 of the first fulcrum O3 with respect to the input center axis O1, the swing angle θ2 of the swing motion transmitted from the eccentric disk 104 to the input member 122 of the one-way clutch 120 is changed. The speed ratio when the rotational power input to the input shaft 101 is transmitted as rotational power to the output member 121 of the one-way clutch 120 via the eccentric disk 104 and the connecting member 130 can be changed.

In this case, the output shafts S1 and S2 of the first and second engines ENG1 and ENG2 are integrally connected to the input shaft 101 of the infinite and continuously variable transmission mechanism BD (BD1, BD2). Further, the one-way clutch 120, which is a component of the infinite and continuously variable transmission mechanism BD (BD1, BD2), is provided between the first transmission TM1 and the second transmission TM2 and the driven member 11 to be rotated. The first one-way clutch OWC1 and the second one-way clutch OWC2 also serve as each.

4 and 5 are explanatory diagrams of the speed change principle by the speed ratio variable mechanism 112 in the infinite and continuously variable transmission mechanism BD (BD1, BD2). As shown in FIGS. 4 and 5, the pinion 110 of the gear ratio variable mechanism 112 is rotated, and the outer peripheral disk 105 is rotated with respect to the inner peripheral disk 108, whereby the input center of the eccentric disk 104 is rotated. The amount of eccentricity r1 with respect to the axis O1 (rotation center of the pinion 110) can be adjusted.

For example, as shown in FIGS. 4A and 5A, when the eccentric amount r1 of the eccentric disk 104 is set to “large”, the swing angle θ2 of the input member 122 of the one-way clutch 120 is increased. Therefore, a small gear ratio i can be realized. Further, as shown in FIGS. 4B and 5B, when the eccentric amount r1 of the eccentric disk 104 is set to “medium”, the swing angle θ2 of the input member 122 of the one-way clutch 120 is set to “medium”. Therefore, a medium speed ratio i can be realized. Further, as shown in FIGS. 4C and 5C, when the eccentric amount r1 of the eccentric disk 104 is set to “small”, the swing angle θ2 of the input member 122 of the one-way clutch 120 is decreased. Therefore, a large gear ratio i can be realized. Further, as shown in FIG. 4D, when the eccentric amount r1 of the eccentric disk 104 is set to “zero”, the swing angle θ2 of the input member 122 of the one-way clutch 120 can be set to “zero”. Therefore, the gear ratio i can be set to “infinity (∞)”.

FIG. 6 is an explanatory diagram of the driving force transmission principle of the infinite and continuously variable transmission mechanism BD (BD1, BD2) configured as a four-bar linkage mechanism, and FIG. 7 shows the input shaft 101 in the transmission mechanism BD (BD1, BD2). The rotational angle (θ) of the input shaft 101 and the one-way clutch 120 when the eccentricity r1 (transmission ratio i) of the eccentric disk 104 that rotates at the same speed is changed to “large”, “medium”, and “small”. FIG. 8 is a diagram showing the relationship of the angular velocity ω2 of the input member 122. FIG. 8 is a diagram showing the relationship between the input side (input shaft 101 and the eccentric disk 104) and the output side (one-way It is a figure for demonstrating the output taking-out principle at the time of motive power being transmitted to the output member 121) of the clutch 120. FIG.

Then, as shown in FIG. 6, the input member 122 of the one-way clutch 120 oscillates by the power applied from the eccentric disk 104 via the connecting member 130. When the input shaft 101 that rotates the eccentric disk 104 makes one rotation, the input member 122 of the one-way clutch 120 swings one reciprocating motion. As shown in FIG. 7, irrespective of the value of the eccentricity r1 of the eccentric disk 104, the swing cycle of the input member 122 of the one-way clutch 120 is always constant. The angular velocity ω2 of the input member 122 is determined by the rotational angular velocity ω1 of the eccentric disk 104 (input shaft 101) and the eccentric amount r1.

One end (ring portion 131) of a plurality of connecting members 130 connecting the input shaft 101 and the one-way clutch 120 is rotatably connected to an eccentric disk 104 provided at equal intervals in the circumferential direction around the input center axis O1. Therefore, the swinging motion brought about by the rotational motion of each eccentric disk 104 to the input member 122 of the one-way clutch 120 occurs in order at a constant phase as shown in FIG.

At this time, transmission of power (torque) from the input member 122 to the output member 121 of the one-way clutch 120 is such that the rotational speed of the input member 122 in the positive direction (the direction of the arrow RD1 in FIG. 3) is the positive direction of the output member 121. It is performed only under conditions that exceed the rotational speed. That is, in the one-way clutch 120, meshing (locking) via the roller 123 occurs only when the rotational speed of the input member 122 becomes higher than the rotational speed of the output member 121. Is transmitted to the output member 121 to generate a driving force.

After the driving by one connecting member 130 is finished, the rotational speed of the input member 122 is lower than the rotating speed of the output member 121, and the lock by the roller 123 is released by the driving force of the other connecting member 130, and free Return to the normal state (idle state) This is sequentially performed by the number of the connecting members 130, whereby the swinging motion is converted into a unidirectional rotational motion. Therefore, only the power of the input member 122 at a timing exceeding the rotational speed of the output member 121 is transmitted to the output member 121 in order, and the rotational power leveled almost smoothly is applied to the output member 121.

Further, in this infinite / continuously variable transmission mechanism BD (BD1, BD2) of the four-bar linkage mechanism, by changing the eccentric amount r1 of the eccentric disc 104, the transmission ratio (ratio = one revolution of the crankshaft of the engine) It is possible to determine whether to rotate the driven member only. In this case, by setting the eccentricity r1 to zero, the speed ratio i can be set to infinity, and the swing angle θ2 transmitted to the input member 122 is set to zero despite the engine rotating. can do.

<Main functions of control means>
Next, the control contents executed in the drive system 1 will be described.
As shown in FIG. 1, the control means 5 includes infinite and continuously variable first and second engines ENG1 and ENG2, a main motor generator MG1, a sub motor generator MG2, and first and second transmissions TM1 and TM2. Various driving patterns (also referred to as operation patterns) are controlled by sending control signals to the actuator 180 of the speed change mechanisms BD1, BD2, the clutch mechanisms CL1, CL2, the synchro mechanism 20, and the like to control these elements. Hereinafter, typical control contents will be described.

The control means 5 controls the EV traveling control mode for controlling the EV traveling only by the driving force of the main motor generator MG1, and the engine traveling for controlling the engine traveling only by the driving force of the first engine ENG1 and / or the second engine ENG2. A motor driven by the driving force of the main motor generator MG1 while driving the sub motor generator MG2 as a generator by the control mode and the first engine ENG1 and supplying the electric power generated thereby to the main motor generator MG1 and / or the battery 8 And a function of selecting and executing a series traveling control mode for controlling series traveling in which traveling is performed. Further, it also has a function of executing a parallel traveling mode in which traveling is performed using both the driving force of the main motor generator MG1 and the driving force of the first engine ENG1. Further, EV travel, series travel, and engine travel are selected and executed according to the required driving force and the remaining capacity (SOC) of the battery 8.

Here, the series traveling is executed between EV traveling and engine traveling when the traveling mode is switched from EV traveling to engine traveling. During the series travel, the rotational speed input to the input member 122 of the first one-way clutch OWC1 is controlled by controlling the rotational speed of the first engine ENG1 and / or the gear ratio of the first transmission TM1. Is controlled to be lower than the rotational speed of the output member 121.

Further, when switching from the series running to the engine running, the rotation speed of the first engine ENG1 and / or the transmission ratio of the first transmission TM1 is controlled to be input to the input member 122 of the first one-way clutch OWC1. The rotation speed is changed to a value that exceeds the rotation speed of the output member 121 to shift from series running to engine running.

When starting the first engine ENG1 during EV traveling, the gear ratio of the first transmission TM1 is set so that the input rotational speed of the first one-way clutch OWC1 does not exceed the output rotational speed ( In order to minimize the rotational load, the first engine ENG1 is started using the driving force of the sub motor generator MG2 mainly in a state where the gear ratio is set to infinity. Then, after the traveling mode is switched from the series traveling to the engine traveling, the power generation by the sub motor generator MG2 is stopped. However, if the remaining capacity (SOC) of the battery 8 is equal to or lower than a first predetermined value (reference value: for example, reference SOCt = 35%) after the traveling mode is switched from the series traveling to the engine traveling, the sub motor generator MG2 Continue charging (charging operation of the battery 8 by power generation).

Next, when starting the second engine ENG2, for example, as one method, the gear ratio of the second transmission TM2 is set, and the power from the second engine ENG2 is sent to the second one-way clutch OWC2. Control is made to a finite value (a value as close as possible to the target value) so that transmission is possible (i ≠ ∞) and the rotational speed of the input member 122 of the second one-way clutch OWC2 is lower than the rotational speed of the output member 121. Alternatively, as another method, when the second engine ENG2 is started, the speed ratio of the second transmission TM2 is set to infinity (∞), and the rotation of the input member 122 of the second one-way clutch OWC2 is performed. The speed is controlled to be lower than the rotation speed of the output member 121. Then, after the second engine ENG2 is started, the rotational speed input to the second one-way clutch OWC2 is controlled by changing the gear ratio of the second transmission TM2 to a finite value (target value).

Here, when the second engine ENG2 is started using the power of the rotation driven member 11 while traveling using the driving force of the first engine ENG1 or the main motor generator MG1, The synchronized mechanism 20 provided between the output shaft S2 of the second engine ENG2 and the driven member 11 is brought into a connected state capable of transmitting power, so that the second driving member 11 can be used for power transmission. The engine ENG2 is cranked (start rotation), and the second engine ENG2 is started.

When the second engine ENG2 is started and the drive source is switched from the first engine ENG1 to the second engine ENG2, the power generated by the first engine ENG1 is received via the first one-way clutch OWC1. The rotational speed of the second engine ENG2 and the rotational speed of the second engine ENG2 so that the rotational speed input to the input member 122 of the second one-way clutch OWC2 exceeds the rotational speed of the output member 121 while being input to the rotational drive member 11. / Or change the gear ratio of the second transmission TM2. By doing so, the engine used as the drive source can be smoothly switched from the first engine ENG1 to the second engine ENG2.

Further, when the driving forces of both the first engine ENG1 and the second engine ENG2 are combined and transmitted to the driven member 11, both the first one-way clutch OWC1 and the second one-way clutch OWC2 are transmitted. The rotational speeds of the first and second engines ENG1, ENG2 and / or the first and second transmissions TM1, so that the rotational speeds input to the input member 122 are both synchronized and exceed the rotational speed of the output member 121. Synchronous control for controlling the transmission ratio of TM2 is performed.

In this case, at the time of acceleration, both engines ENG1 and ENG2 are not moved unconditionally, but one engine (first engine ENG1) is fixed at a high-efficiency operation point and the other engine (second engine). The output request is satisfied by raising the output of ENG2).

Specifically, the first and second engines ENG1, so that the rotational speed input to the input member 122 of the first one-way clutch OWC1 and the second one-way clutch OWC2 exceeds the rotational speed of the output member 121, When controlling the rotational speed of the ENG2 and / or the gear ratio of the first and second transmissions TM1 and TM2, the operation is performed so that the rotational speed and / or torque of the first engine ENG1 enters the high efficiency operation region. For an output request that controls the first engine ENG1 and / or the first transmission TM1 with the condition fixed in a certain range and exceeds the output obtained by the fixed operation condition, This is dealt with by controlling the engine ENG2 and the second transmission TM2.

Alternatively, as a control method different from the above, the second engine ENG2 having a large displacement may be set to a fixed operating condition side according to the required output. For example, when the required output is equal to or greater than a predetermined value The first engine ENG1 may be set on the fixed side of the operating condition, and when the required output is equal to or lower than the predetermined value, the second engine ENG2 may be set on the fixed side of the operating condition.

Also, when the vehicle is moving backward, the clutch mechanisms CL1 and CL2 are disengaged, and the reverse rotation impossible state due to the lock of the first and second transmissions TM1 and TM2 is released. On the other hand, at the time of starting uphill, at least one of the clutch mechanisms CL1 and CL2 is brought into a connected state.

<About operation pattern>
Next, an operation pattern executed in the drive system of this embodiment will be described.
FIGS. 9 to 23 are enlarged explanatory views showing the operation patterns A to O, and FIGS. 24 to 33 are explanatory views of a control operation executed in accordance with each driving state or a control operation at the time of traveling mode switching. The symbols A to O at the upper right in the frames showing the operation patterns in FIGS. 24 to 33 correspond to the symbols of the operation patterns A to O shown in FIGS. 9 to 23. Moreover, in the figure which shows an operation pattern, the drive source in operation | movement is distinguished and shown by shading, and the power transmission path and the flow of electric power are shown by arrows, such as a solid line and a dotted line.

In the operation pattern A shown in FIG. 9, EV traveling is performed with the driving force of the main motor generator MG1. In other words, the main motor generator MG1 is energized from the battery 8 to drive the main motor generator MG1, and the driving force of the main motor generator MG1 is transmitted to the driven member 11 through the drive gear 15 and the driven gear 12 for differential. The vehicle travels by being transmitted to the drive wheel 2 through the device 10 and the left and

right axle shafts

13L and 13R. At this time, the clutch mechanisms CL1 and CL2 are kept in the disconnected state (OFF state).

In the operation pattern B shown in FIG. 10, the sub motor generator MG2 generates power using the driving force of the first engine ENG1, and the generated power is supplied to the main motor generator MG1 and the battery 8 to perform series travel. ing. The first engine ENG1 is started by the sub motor generator MG2. At this time, the gear ratio of the first transmission TM1 is set to infinity.

In the operation pattern C shown in FIG. 11, parallel running is performed using the driving power of both the main motor generator MG1 and the first engine ENG1. In order to transmit the driving force of the first engine ENG1 to the driven member 11 to be rotated, the rotational speed of the first engine ENG1 and / or the first rotational speed of the first engine ENG1 is set so that the input rotational speed of the first one-way clutch OWC1 exceeds the output rotational speed. Alternatively, the gear ratio of the first transmission TM1 is controlled. By doing so, the combined force of the driving force of the main motor generator MG1 and the driving force of the first engine ENG1 can be transmitted to the driven member 11 to be rotated. This operation pattern C is executed when the required driving force during acceleration or the like increases during low-speed traveling or medium-speed traveling. At this time, the clutch mechanism CL1 is maintained in the connected state, and the clutch mechanism CL2 is maintained in the disconnected state. As a result, the driving force of the first engine ENG1 is transmitted to the driven member 11 and the second one-way clutch OWC2 is prevented from being dragged.

The operation pattern D shown in FIG. 12 is a start pattern when the SOC is low while the engine is running using the driving force of the first engine ENG1.

In the operation pattern E shown in FIG. 13, the main motor generator MG1 acts as a generator by the regenerative operation of the main motor generator MG1 using the power transmitted from the driving wheel 2 via the driven member 11 during deceleration. The mechanical energy input from the drive wheel 2 via the rotated drive member 11 is changed to electric energy. Then, regenerative braking force is transmitted to the drive wheel 2 and regenerative power is charged in the battery 8. At this time, the clutch mechanisms CL1 and CL2 are turned off.

In the operation pattern F shown in FIG. 14, the engine travels using only the driving force of the first engine ENG1, and at the same time, the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1. The battery 8 is charged with the generated power. It should be noted that power generation of sub motor generator MG2 may be stopped according to the SOC.

In the operation pattern G shown in FIG. 15, while traveling with the driving force of the first engine ENG1, the first power is introduced into the driven member 11 (difference case) via the synchro mechanism (starter / clutch means) 20. The engine ENG2 of No. 2 is started, and the shortage of output to the driving wheel 2 due to the increase in load at the time of starting is compensated by the driving force of the main motor generator MG1. The sub motor generator MG2 generates power using the driving force of the first engine ENG1, and supplies the generated power to the main motor generator MG1 or charges the battery 8.

In the operation pattern H shown in FIG. 16, the engine travels using the driving force of the first engine ENG1, and the synchro mechanism 20 connected in the operation pattern G is shut off (releases the meshing state). The rotational drive member 11 (difference case) and the output shaft S2 of the second engine ENG2 are separated from each other, and in this state, the power of the second engine ENG2 after starting is input to the second transmission TM2. However, at this stage, since the input rotational speed of the second one-way clutch OWC2 does not exceed the output rotational speed, the output of the second transmission TM2 is not input to the driven member 11 to be rotated. The sub motor generator MG2 generates power using the driving force of the first engine ENG1, and charges the battery 8 with the generated power.

In the operation pattern I shown in FIG. 17, the engine is driven by the driving force of the second engine ENG2. In this operation pattern I, the speed ratio of the second transmission TM2 is changed to the OD (overdrive) side from the state of the operation pattern H, and the rotational speed of the input member 122 of the second one-way clutch OWC2 is changed to the output member 121. So that the power of the second engine ENG2 is transmitted to the rotated drive member 11 (difference case) via the second transmission TM2 and is driven by the driving force of the second engine ENG2. The engine is running. In this operation pattern I, the first engine ENG1 is stopped when the engagement by the second engine ENG2 is established (power transmission to the driven member 11 is established). At this time, the clutch mechanism CL2 is maintained in the connected state, and the clutch mechanism CL1 is maintained in the disconnected state. As a result, the driving force of the second engine ENG2 is transmitted to the driven member 11 and the one-way clutch OWC1 is prevented from being dragged.

The operation pattern J shown in FIG. 18 is an operation pattern when the required output further increases while the engine is running using the driving force of the second engine ENG2. In this operation pattern J, in the running state of the second engine ENG2, the first engine ENG1 is further started, and the driving forces of both the second engine ENG2 and the first engine ENG1 are combined to be rotated. It is transmitted to the drive member 11 (difference case). That is, the first and second one-way clutches OWC1 and OWC2 are synchronized with each other so that the rotation speed of the input member 122 exceeds the rotation speed of the output member 121 (the rotation speed of the driven member 11). The rotational speed of the second engine ENG1, ENG2 and / or the gear ratio of the first and second transmissions TM1, TM2 are controlled.

The operation pattern K shown in FIG. 19 is, for example, an operation pattern when a deceleration request is generated during medium-high speed traveling. In this operation pattern K, the first engine ENG1 and the second engine ENG2 are stopped, and the main motor generator MG1 generates electric power with the power transmitted from the driving wheel 2 through the driven member 11 with deceleration, The regenerative electric power generated thereby is charged in the battery 8 and a regenerative braking force is applied to the drive wheel 2. At the same time, the synchro mechanism 20 is connected, and the engine brake of the second engine ENG2 is applied to the drive wheels 2 as a braking force.

The operation pattern L shown in FIG. 20 is an operation pattern at the time of switching when a further increase in the required output occurs while the vehicle is running with the driving force of the second engine ENG2. In this operation pattern L, the sub motor generator MG2 is driven to start the first engine ENG1. At this time, the gear ratio of the first transmission TM1 is set to infinity. In addition, after the first engine ENG1 is started by this operation pattern, the operation pattern J in which the driving forces of both the first and second engines ENG1 and ENG2 are transmitted to the rotated drive member 11 and Become.

In the operation pattern M shown in FIG. 21, the synchro mechanism 20 is set in a connected state so that engine braking by the second engine ENG2 can be used, and power is generated by the sub motor generator MG2 using the driving force of the first engine ENG1. The generated power is charged in the battery 8.

In the operation pattern N shown in FIG. 22, the synchro mechanism 20 is set in a connected state so that engine braking by the second engine ENG2 can be used, and regenerative power is generated by the main motor generator MG1 to charge the battery 8, At the same time, the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1, and the generated electric power is charged in the battery 8. Further, the second engine ENG2 is in the cranking standby state by keeping the synchro mechanism 20 in the connected state.

The operation pattern O shown in FIG. 23 is an operation pattern when the vehicle is stopped. In this operation pattern O, the sub motor generator MG2 generates power using the driving force of the first engine ENG1, and the generated power is charged in the battery 8. is doing. At this time, the dragging torque cross is suppressed by setting the gear ratio of the first and second transmissions TM1 and TM2 to infinity (∞) or by disengaging the clutches CL1 and CL2.

《Control action according to the driving situation》
Next, control operations in various driving situations will be described with reference to FIGS. Each driving situation is shown in a table format, and for convenience of explanation, a serial number corresponding to the number in parentheses below is attached to the lower left of each frame in the table. The symbols A to O at the upper right of each frame correspond to the enlarged views of FIGS. 9 to 23 and should be referred to as necessary.

<When starting>
First, the control operation at the start will be described with reference to FIG.
(1) During slow acceleration cruise at the time of departure, basically, EV traveling by the operation pattern A is performed. In EV traveling, the main motor generator MG1 is driven by the electric power supplied from the battery 8, and the vehicle travels only by the driving force.

(2) In addition, during acceleration, series travel is performed with operation pattern B. In the series running, first, the first engine ENG1 is started by the sub motor generator MG2. When the second engine ENG1 is started, the sub motor generator MG2 functions as a generator to generate electric power, and the generated electric power is supplied to the battery 8 and the main motor generator MG1, thereby continuing the EV traveling, The electric power generated by the sub motor generator MG2 by the power of the engine ENG1 is effectively used. At this time, the rotational speed of the first engine ENG1 and / or the gear ratio of the first transmission TM1 is controlled so that the input rotational speed of the first one-way clutch OWC1 is lower than the output rotational speed.

(3) When the rotational speed of the first engine ENG1 is increased by the control according to the acceleration request, the first transmission TM1 is shifted so that the input rotational speed of the first one-way clutch OWC1 exceeds the output rotational speed. The ratio is changed, and parallel traveling is performed by combining the driving forces of both the main motor generator MG1 and the first engine ENG1. When the SOC is low, the battery 8 may be charged using the sub motor generator MG2 as a generator.
(4) Further, when the SOC is low, the vehicle starts with the engine running by the first engine ENG1 shown in the operation pattern D. Also in this case, the battery 8 may be charged by using the sub motor generator MG2 as a generator.

Thus, when the vehicle starts, the EV travel mode using the driving force of the main motor generator MG1, the series travel mode using the first engine ENG1, the sub motor generator MG2, and the main motor generator MG1, and the main motor generator MG1. The parallel traveling mode using the driving force of both the first engine ENG1 and the engine traveling mode by the first engine ENG1 are selected and executed according to the driving situation.

<< When traveling at low speed (for example, 0-30 km / h) >>
Next, the control operation during low-speed traveling will be described with reference to FIG.
(5), (6) EV travel by the operation pattern A is performed during slow acceleration cruise, for example, during slow deceleration cruise with the accelerator released.
(7) When the vehicle is decelerated such as by depressing the brake, the regenerative operation by the operation pattern E is performed.
(8), (9) Even during the slow acceleration cruise and the slow deceleration cruise, if the remaining capacity (SOC) of the battery 8 is 35% or less, the series operation by the operation pattern B is performed.
(10) Also, in the case of acceleration, the series operation by the operation pattern B is performed.
(11) When the acceleration request is higher, the operation is switched to the operation pattern C to perform parallel traveling using the driving force of the main motor generator MG1 and the first engine ENG1.

<< Switching of drive source from main motor generator MG1 to first engine ENG1 >>
When the drive source is switched from the main motor generator MG1 to the first engine ENG1, the operation is controlled as shown in FIG.
(12), (13) First, from the situation where EV traveling is performed according to the operation pattern A, the first engine ENG1 is started by the sub motor generator MG2. At that time, the transmission ratio of the first transmission TM1 is set to infinity, so that the output of the first engine ENG1 does not enter the driven member 11 to be rotated. After the start, the operation mode is switched to the operation pattern B and the series running is performed by the power generation of the sub motor generator MG2.

(14) Next, the operation proceeds to the operation pattern F, and the rotation speed of the first engine ENG1 and / or the first transmission TM1 is set so that the input rotation speed of the first one-way clutch OWC1 exceeds the output rotation speed. The transmission ratio is controlled, and the power of the first engine ENG1 is transmitted to the driven member 11 for rotation. For example, after setting the gear ratio to infinity and once entering the charging mode, the gear ratio is moved to the OD (overdrive) side, and the engine running by the first engine ENG1 is performed from the EV running by the main motor generator MG1 through the series running. Make a smooth transition to At this time, the clutch mechanism CL1 controls connection at an appropriate timing so as not to cause a delay.

When the power transmission (switching of the drive source) to the rotated drive member 11 by the first engine ENG1 is established, the main motor generator MG1 is stopped. However, when the remaining battery capacity (SOC) is small, power generation and charging by the sub motor generator MG2 is continued, and when the remaining battery capacity (SOC) is sufficient, the sub motor generator MG2 is stopped.

<< When driving at medium speed (for example, 20 to 70 km / h) >>
Next, the control operation during medium speed running will be described with reference to FIG.
(15) During the slow acceleration cruise, the single engine running using only the driving force of the first engine ENG1 is performed according to the operation pattern F. At that time, the battery 8 is charged with the electric power generated by the sub motor generator MG2. The first engine ENG1 is operated at a high-efficiency operating point, and responds to the driving situation by controlling the gear ratio of the first transmission TM1.

(16), (17) During slow deceleration cruise and deceleration, the first engine ENG1 is stopped by the operation pattern E, the clutch mechanisms CL1 and CL2 are turned off, and the regenerative operation by the main motor generator MG1 is performed.
(18) On the other hand, at the time of acceleration, the operation pattern C is switched to perform parallel operation using the driving forces of both the first engine ENG1 and the main motor generator MG1. At this time, the basic is engine running by the first engine ENG1, and the main motor generator MG1 assists the acceleration request. This control operation is selected when it is not possible to respond to an acceleration request during medium speed traveling by a change in the gear ratio of the first transmission TM1.

<< Switching of drive source from first engine ENG1 to second engine ENG2 >>
When switching from engine travel using the driving force of the first engine ENG1 to engine travel using the second engine ENG2, operation control is performed as shown in FIG.

(19), (20) First, the operation pattern F is switched to the operation pattern G while the engine is running on the first engine ENG1, and the second engine ENG2 is started. In this case, the second engine ENG2 is started by setting the synchro mechanism 20 to the connected state and cranking the output shaft S2 of the second engine ENG2 with the power of the driven member 11 to be rotated. At that time, the main motor generator MG1 compensates for the rotation reduction of the driven member 11 due to the start shock. In other words, the second engine ENG2 can be started only with the power from the first engine ENG1 introduced into the driven member 11 to be rotated, but can also be performed using the driving force of the main motor generator MG1. Is possible. At this time, the speed ratio of the second transmission TM2 only needs to be set so that the input rotational speed of the one-way clutch is lower than the output rotational speed, and may be set to infinity or targeted. It may be set to a value slightly smaller than the gear ratio. Further, when there is a margin in the driving force of the first engine ENG1, the battery 8 may be charged by generating power with the sub motor generator MG2.

(21) Thereafter, when the second engine ENG2 is started, the operation pattern H is switched to, the synchro mechanism 20 is disconnected, and the main motor generator MG1 is stopped. At this stage, the power of the second engine ENG2 has not yet entered the rotated drive member 11. Therefore, the gear ratio of the second transmission TM2 is gradually changed to the OD side. At this time, the first engine ENG1 is used to generate power with the sub motor generator MG2 to charge the battery 8.

(22) The gear ratio of the second transmission TM2 is changed to the OD side, and when the input rotational speed of the second one-way clutch OWC2 exceeds the output rotational speed, the operation mode is switched to I, and the second one-way The driving force of the second engine ENG2 is transmitted to the rotated drive member 11 via the clutch OWC2.

《Medium and high speed driving (50-110 km / h)》
Next, the control operation at the time of medium to high speed traveling will be described with reference to FIG.
(23) During slow acceleration cruise, the single engine running using the driving force of the second engine ENG2 is performed according to the operation pattern I.
(24) During acceleration, the vehicle travels by using the driving forces of both the second engine ENG2 and the first engine ENG1 by switching to an operation pattern J described later. When the SOC is low, the battery 8 may be charged using the sub motor generator MG2 as a generator.
(25) During slow deceleration cruise, the regenerative operation is performed by the main motor generator MG1 according to the operation pattern E, and both the engines ENG1 and ENG2 are stopped. When returning from (25) to (23), the synchro mechanism 20 is set in the connected state, and the second engine ENG2 is cranked.
(26) At the time of deceleration, the main motor generator MG1 is regeneratively operated by the operation pattern K, and at the same time, the synchro mechanism 20 is brought into the connected state, thereby applying the engine brake by the second engine ENG2.

<< Switching from Engine Driving by Second Engine ENG2 to Engine Driving by Second Engine ENG2 and First Engine ENG1 >>
When switching from engine running using the driving force of the second engine ENG2 to engine running using both the driving forces of the first engine ENG1 in addition to the second engine ENG2, the operation as shown in FIG. Control.

(27), (28) First, as shown in the operation pattern L, the first engine ENG1 is operated by using the sub motor generator MG2 in the state where the second engine ENG2 is traveling independently by the operation pattern I. Start.
(29) After that, as shown in the operation pattern J, the rotational speeds of the input members 122 of the first and second one-way clutches OWC1 and OWC2 are synchronized with each other (the rotational speed of the output drive member 11). The rotational speed of the first and second engines ENG1 and ENG2 and / or the gear ratio of the first and second transmissions TM1 and TM2 is controlled so as to exceed the rotational speed), and the second engine ENG2 and the first engine The engine shifts to the combined drive force of ENG1.

<< At high speed (100 to Vmaxkm / h) >>
Next, a control operation during high speed traveling will be described with reference to FIG.
(30), (31) During slow acceleration cruise and acceleration, engine running is performed using the combined force of the driving force of the second engine ENG2 and the driving force of the first engine ENG1 according to the operation pattern J. At this time, the first engine ENG1 with a small displacement is operated under a fixed operating condition for controlling the first engine ENG1 and / or the first transmission TM1 so that the rotation speed and torque are in the high efficiency operation region. For more demanded output, the second engine ENG2 and / or the second transmission TM2 having a large displacement is controlled. When the SOC is low, the battery 8 may be charged using the sub motor generator MG2 as a generator.

(32) Further, during slow deceleration cruise, the operation mechanism M causes the synchro mechanism 20 to be connected and apply the engine brake of the second engine ENG2. At this time, the first engine ENG1 that does not contribute to deceleration is used for the power generation operation of the sub motor generator MG2, and charges the battery 8.
(33) Further, at the time of deceleration such as stepping on the brake, the engine brake of the second engine ENG2 is applied by switching to the operation pattern N and setting the synchro mechanism 20 to the connected state. At the same time, a strong braking force is applied by the regenerative operation of the main motor generator MG1. Then, the battery 8 is charged with the regenerative power generated by the main motor generator MG1. The first engine ENG1 that does not contribute to deceleration is used for the power generation operation of the sub motor generator MG2, and charges the battery 8.

<Backward>
Next, the control operation during reverse (reverse) will be described with reference to FIG.
(34) When traveling backward, EV travel is performed by operation pattern A as a slow acceleration cruise. When going backward, in the first and second one-way clutches OWC1 and OWC2, the output member 121 connected to the driven member 11 rotates in the reverse direction (the direction of the arrow RD2 in FIG. 3) with respect to the forward direction. Therefore, the input member 122 and the output member 121 are engaged with each other via the roller 123. When the input member 122 and the output member 121 mesh with each other, the rotational force in the reverse direction of the output member 121 acts on the input member 122. However, the input center axis O1 is on the extension line of the connecting member 130 shown in FIG. Where the input center axis O1 and the second fulcrum O4 are farthest (or when the direction of rotation opposite to the forward direction is the direction of the arrow RD1 in FIG. 3, FIG. 34 (b) When the connecting member 130 shown in FIG. 2 passes through the input center axis O1 and reaches the position where the input center axis O1 and the second fulcrum O4 are closest to each other), the input member 122 is connected to the connecting member 130. Since the oscillating motion is restricted, transmission of motion in the opposite direction is locked. Therefore, even if the output member 121 tries to reversely rotate, the first and second transmissions TM1 and TM2 including the infinite and continuously variable transmission mechanisms BD1 and BD2 are locked, so that a state in which the vehicle cannot reverse (non-reverse) is generated. . Therefore, the clutch mechanisms CL1 and CL2 are released in advance to avoid the lock, and the main motor generator MG1 is reversely rotated in this state to reverse the vehicle.
(35) If the remaining capacity SOC of the battery 8 is 35% or less even when reversing in EV traveling, the main motor generator MG1 is reversed while charging the battery 8 by switching to the operation pattern B series traveling. Rotate.

<When stopped>
Next, the control operation at the time of stop will be described with reference to FIG.
(36) At the time of idling when the vehicle is stopped, the operation mode is switched to O, and only the first engine ENG1 is driven, so that the driving force is not transmitted to the rotated drive member 11, for example, the gear ratio of the first transmission TM1 Is set to infinity, power is generated by the sub motor generator MG2, and the generated power is charged in the battery 8.
(37) In the case of idling stop, all power sources are stopped.

Although the control operation during normal traveling has been described above, the drive system 1 can be used as follows.
As described above, when the vehicle moves backward, the first and second transmissions TM <b> 1 and TM <b> 2 are locked due to the output member 121 attempting to reversely rotate with respect to the input member 122. Therefore, this lock function is used as a hill hold function (sliding prohibition) when starting uphill. That is, when a situation in which the vehicle is going to start on an uphill is detected by some means such as a sensor, at least one of the clutch mechanisms CL1 and CL2 is held in the connected state. By doing so, one of the transmissions TM1 and TM2 is in a locked state, so that the vehicle can be prevented from sliding down (a hill hold function can be realized). Therefore, it is not necessary to perform other hill hold control.

Next, the relationship among the vehicle speed, the number of revolutions of the engine and motor generator, the transmission gear ratio, and the remaining battery capacity (SOC) when actually running will be described with reference to FIGS. In the figure, the vehicle speed is proportional to the rotational speed of the main motor generator MG1. Further, the rotation speeds of the first engine ENG1 and the sub motor generator MG2 are the same.

<< Driving pattern in low speed range (0 ~ V2km / h) >>
The driving situation when traveling in the low speed range (0 to V2 km / h) will be described with reference to FIG. The value of V2 is, for example, 50 km / h.

First, when starting the vehicle, EV driving is performed by the main motor generator MG1. From the vehicle speed of zero to a predetermined speed (<V2), only the main motor generator MG1 performs EV traveling. At this time, the first engine ENG1 and the sub motor generator MG2 are stopped. The ratio of the first infinite / continuously variable transmission mechanism BD1 constituting the first transmission TM1 is set to infinity.

Next, during EV traveling, when the remaining battery capacity (SOC) decreases to a reference value (SOCt = about 35%, for example), the EV traveling is shifted to the series traveling. At that stage, first, the first motor ENG1 is started by the sub motor generator MG2, and the first engine ENG1 is operated at a rotational speed that enters the high efficiency operation region. At this time, the ratio of the first infinite / continuously variable transmission mechanism BD1 is maintained at infinity.

Next, when an acceleration request is generated during series operation, the rotational speed of the main motor generator MG1 starts to increase, and after further reducing the ratio of the first infinite / continuously variable transmission mechanism BD1, By increasing the engine speed and changing the ratio, the driving force of the first engine ENG1 is transmitted to the driven member 11 to be switched to the engine running by the first engine ENG1. At this stage, main motor generator MG1 stops.

When the vehicle speed reaches V2 (the highest value in the low speed range), the first engine ENG1 is operated with high efficiency, and the ratio of the first infinite / continuously variable transmission mechanism BD1 is set to a value corresponding thereto, Cruise driving with engine ENG1 (stable driving with less load) is performed.

Next, when a deceleration request is generated, for example, when the brake is stepped on, the first engine ENG1 is stopped and the ratio of the first infinite / continuously variable transmission mechanism BD1 is changed to infinity. The main motor generator MG1 is regenerated until it stops.

<< Medium speed range (V1-V3km / h) driving pattern >>
The driving situation when traveling in the medium speed range (V1 to V3 km / h) will be described with reference to FIG. V1 <V2 <V3, the value of V1 is, for example, 20 km / h, and the value of V3 is, for example, 110 km / h.

First, when there is a request for acceleration from the vehicle speed V1, the first stage increases the rotational speed of the main motor generator MG1, then increases the engine rotational speed of the first engine ENG1, and the first infinite and continuously variable transmission mechanism. Change the ratio of BD1. Then, the driving force of the first engine ENG1 is transmitted to the driven member 11 to switch from the series traveling by the first engine ENG1 and the main motor generator MG1 to the engine traveling by the first engine ENG1. At this stage, the main motor generator MG1 is stopped.

When the vehicle speed is stabilized, the first engine ENG1 is operated with high efficiency, the ratio of the first infinite and continuously variable transmission mechanism BD1 is maintained at a value corresponding thereto, and the cruise traveling by the first engine ENG1 is performed.

Next, when a further acceleration request is generated in a situation where the cruise traveling by the first engine ENG1 is being performed, the rotational speed of the first engine ENG1 is increased and the ratio of the first infinite / continuously variable transmission mechanism BD1 is increased. Then, the driving force of the first engine ENG1 is continuously transmitted to the driven member 11 and, at the same time, the second engine ENG2 is operated with the ratio of the second infinite / continuously variable transmission mechanism BD2 being infinite. Start, increase the rotation speed of the second engine ENG2, and engage with the ratio of the second infinite and continuously variable transmission mechanism BD2 decreased, gradually increasing the ratio of the second engine ENG2 A driving force is transmitted to the driven member 11 to be rotated. Then, the engine running using only the driving force of the first engine ENG1 is switched to the engine running where the driving forces of both the first engine ENG1 and the second engine ENG2 are synchronized and combined and transmitted to the driven member 11 to be rotated. .

When the vehicle speed reaches V3 (maximum value in the medium speed range), the ratio of the first infinite / continuously variable transmission mechanism BD1 is set to infinity, and the driving force of the first engine ENG1 is transmitted to the driven member 11 to be rotated. In such a manner, the engine is switched to the engine running only by the driving force of the second engine ENG2. Then, the second engine ENG2 is operated with high efficiency, the ratio of the second infinitely-continuously variable transmission mechanism BD2 is set to a value corresponding thereto, and cruise traveling by the second engine ENG2 is performed. In addition, during the first period of engine travel using only the second engine ENG2, the sub motor generator MG2 is driven by the first engine ENG1, and the battery 8 is charged with the generated power. At this time, the first engine ENG1 operates in the high-efficiency operation region (series). After that, when the battery 8 is charged to a second predetermined value (for example, SOCu = 80%), the first engine ENG1 is stopped. To do.

Next, when a deceleration request is generated, for example, when the brake is depressed, the ratio of the second infinite / continuously variable transmission mechanism BD2 is set to infinity, the main motor generator MG1 is regeneratively operated, and the second engine ENG2 Use the engine brake. When the vehicle speed drops, the first engine ENG1 is started and the number of revolutions is increased and the ratio of the first infinite / continuously variable transmission mechanism BD1 is changed to rotate the driving force of the first engine ENG1. This is transmitted to the drive member 11. And it switches to engine driving | running | working using the driving force of 1st engine ENG1.

<< Driving pattern in high speed range (V2 ～ V4km / h) >>
The driving situation when traveling in the high speed range (V2 to V4 km / h) will be described with reference to FIG. V2 <V3 <V4, and the value of V4 is, for example, 150 km / h.

First, in the situation where the engine is running only with the driving force of the first engine ENG1, when there is a request for acceleration, the engine speed of the first engine ENG1 is increased and the first infinite and continuously variable transmission mechanism BD1 is set. By changing the ratio and continuously transmitting the driving force of the first engine ENG1 to the driven member 11, the second infinite and continuously variable transmission mechanism BD2 is set to the infinite ratio. The engine ENG2 is started, the rotational speed of the second engine ENG2 is increased, and the ratio of the second infinite and continuously variable transmission mechanism BD2 is gradually increased from the reduced state to increase the driving force of the second engine ENG2. This is transmitted to the driven member 11 to be rotated. Then, the engine running using only the driving force of the first engine ENG1 is switched to the engine running where the driving forces of both the first engine ENG1 and the second engine ENG2 are synchronized and combined and transmitted to the driven member 11 to be rotated. .

When the vehicle speed stabilizes, the ratio of the first infinite / continuously variable transmission mechanism BD1 is set to infinity, so that the driving force of the first engine ENG1 is not transmitted to the rotated drive member 11, and the second engine ENG2 Switch to engine running with only the driving force. Then, the second engine ENG2 is operated with high efficiency, the ratio of the second infinitely-continuously variable transmission mechanism BD2 is set to a value corresponding thereto, and cruise traveling by the second engine ENG2 is performed. In addition, during the first period of engine travel using only the second engine ENG2, the sub motor generator MG2 is driven by the first engine ENG1, and the battery 8 is charged with the generated power. At this time, the first engine ENG1 operates in the high-efficiency operation region (series), and then the first engine ENG1 stops.

Next, if a further acceleration request is generated while cruise driving is being performed by the second engine ENG2, the rotation speed of the second engine ENG2 is increased and the ratio of the second infinite / continuously variable transmission mechanism BD2 is changed. At the same time, the first engine ENG1 is started, the rotational speed thereof is increased and the ratio of the first infinite and continuously variable transmission mechanism BD1 is changed, and the driving force of the first engine ENG1 is The driving force of the second engine ENG2 is transmitted to the rotated drive member 11 together with the driving force of the second engine ENG2, and the driving force of both the second engine ENG2 and the first engine ENG1 is synchronized from the engine running only by the driving force of the second engine ENG2. Switch to engine running that is combined and transmitted to the driven member 11.

When the vehicle speed reaches V4 (the maximum value in the high speed range), the first engine ENG1 is preferentially operated with high efficiency, and the ratio of the first infinite / continuously variable transmission mechanism BD1 is set to a value corresponding thereto, The second engine ENG2 and the first infinitely variable transmission mechanism BD1 are set to values suitable for cruise travel, and cruise travel (stable travel with less load) is performed by the first and second engines ENG1 and ENG2. )I do.

Next, when a deceleration request is generated, for example, when the brake is depressed, the ratio of the first infinite / continuously variable transmission mechanism BD1 is set to infinity, the first engine ENG1 is stopped, and the main motor generator MG1 is set. Regenerative operation. At the same time, the engine brake by the second engine ENG2 is applied. When the vehicle speed decreases, the rotational speed of the second engine ENG2 and the ratio of the second infinite / continuously variable transmission mechanism BD2 are changed, and the driving force of the second engine ENG2 is transmitted to the driven member 11 for rotation. The engine is switched to engine driving using only the driving force of the engine ENG2.

FIG. 38 is an explanatory diagram of the engagement setting ranges of the first and second engines ENG1, ENG2. The horizontal axis represents the engine speed, and the vertical axis represents the ratio of the transmission mechanism.
For example, when the first engine ENG1 is started in a state where the ratio is infinite (∞), the engine speed increases to a predetermined value, and in this state, the ratio is decreased from infinity (∞), or the engine As the rotational speed is increased, the vehicle speed line is reached, and the engine output is transmitted to the driven member 11 (engagement is established). Also, when the second engine ENG2 is operated, the ratio is gradually decreased from infinity (∞) or a slightly larger finite value than the target ratio to be engaged. Alternatively, the engine speed is increased. Then, when the vehicle speed line is reached, the engine output is transmitted to the driven member 11 (engagement is established). Therefore, the rotational speed of each engine ENG1, ENG2 and the ratio of the speed change mechanism can be set as appropriate within an engagement range corresponding to the vehicle speed, and the engine can be operated with high efficiency. Accordingly, when the first engine ENG1 is operated at a high efficiency operation point and a higher required driving force is generated, the second engine ENG2 can be operated while selecting the engine speed and ratio. It is also possible to use both engines ENG1 and ENG2 at an efficient operating point.

Next, general operational effects of the drive system 1 described above will be described. According to the drive system 1 of the present embodiment, the following operational effects can be obtained.

Since the transmissions TM1 and TM2 that are transmission mechanisms are individually provided for the first and second engines ENG1 and ENG2, the rotational speeds of the engines ENG1 and ENG2 and the transmission ratios of the transmissions TM1 and TM2 are set. By the combination, the output rotation speed from the transmissions TM1 and TM2 (the input rotation speed of the input member 122 of the first and second one-way clutches OWC1 and OWC2) can be controlled. Accordingly, it is possible to independently control the rotational speeds of the engines ENG1 and ENG2 according to the transmission ratio settings of the transmissions TM1 and TM2, and each engine ENG1 and ENG2 is operated at an efficient operating point. Can contribute greatly to improving fuel efficiency.

When the group of “first engine ENG1 and first transmission TM1” and the group of “second engine ENG2 and second transmission TM2” are referred to as “power mechanism”, the two power mechanisms are respectively Since the one-way clutches OWC1 and OWC2 are connected to the same driven member 11 for rotation, the selection of the power mechanism used as the drive source or the synthesis of the driving force from the two power mechanisms can be performed for each one-way. It can be executed only by controlling the input rotation speed (rotation speed output from the power mechanism) for the clutches OWC1 and OWC2.

Since the first and second transmissions TM1 and TM2 use infinitely and continuously variable transmission mechanisms BD1 and BD2, respectively, capable of stepless shifting, the rotational speeds of the first and second engines ENG1 and ENG2 Without changing, simply changing the gear ratio of the infinite and continuously variable transmission mechanisms BD1 and BD2 steplessly while maintaining the operating state at the high-efficiency operating point, and smoothly moving from each power mechanism to the rotated drive member 11 Power transmission ON / OFF can be controlled.

In this regard, in the case of a stepped transmission, in order to smoothly control the ON / OFF of the one-way clutches OWC1 and OWC2 by changing the output rotational speed of the power mechanism, the rotational speeds of the engines EMG1 and ENG2 are set. It must be adjusted to the gear position. On the other hand, in the case of the infinite and continuously variable transmission mechanisms BD1 and BD2, it is possible to smoothly adjust the speed ratio of the infinite and continuously variable transmission mechanisms BD1 and BD2 steplessly without changing the rotational speed of the engines ENG1 and ENG2. Since the output rotational speed of the power mechanism can be changed, a drive source (engine ENG1) by ON / OFF of power transmission between the power mechanism and the driven member 11 via the action of the one-way clutches OWC1 and OWC2 , ENG2) can be smoothly switched. Therefore, the operation of the engines ENG1 and ENG2 can be maintained in an operating state with a good BSFC (Net fuel consumption rate: Brake Specific Fuel Consumption).

In particular, by employing the infinite and continuously variable transmission mechanisms BD1 and BD2 of this embodiment, the transmission ratio can be made infinite simply by changing the eccentric amount r1 of the eccentric disk 104. Therefore, by setting the transmission ratio to infinity, the downstream inertial mass portion can be substantially separated from the engines ENG1 and ENG2 when the engines ENG1 and ENG2 are started. Therefore, the inertial mass portion on the downstream side (output side) does not serve as a starting resistance for the engines ENG1 and ENG2, and the engines ENG1 and ENG2 can be started smoothly. In addition, in the case of this type of infinite and continuously variable transmission mechanisms BD1 and BD2, the number of gears used can be reduced, so that energy loss due to gear meshing friction can be reduced.

Since the main motor generator MG1 is connected to the rotated drive member 11 as a power source different from the engines ENG1 and ENG2, EV traveling using only the driving force of the main motor generator MG1 is possible. During this EV travel, in the first and second one-way clutches OWC1 and OWC2, the positive rotational speed of the output member 121 exceeds the positive rotational speed of the input member 122. (The locked state), the power mechanism is separated from the driven member 11 to be rotated, and the rotational load can be reduced.

Further, when the EV traveling is shifted to the engine traveling using the driving force of the first engine ENG1, the first one-way clutch OWC1 attached to the first engine ENG1 to use the driving force. Is controlled so as to exceed the rotational speed of the driven member 11 driven by the main motor generator MG1. As a result, the traveling mode can be easily switched from EV traveling to engine traveling.

Further, by synchronizing the rotational speed input from the first engine ENG1 to the first one-way clutch OWC1 and the rotational speed applied from the main motor generator MG1 to the driven member 11 to be driven, the driving force of the first engine ENG1 Parallel running using both driving forces of the main motor generator MG1 is also possible. Further, since the second engine ENG2 can be started by using the driving force of the main motor generator MG1, there is an advantage that a starter device for the second engine ENG2 can be omitted separately. Further, by causing the main motor generator MG1 to function as a generator when the vehicle is decelerated, the regenerative braking force can be applied to the drive wheels 2 and the regenerative power can be charged to the battery 8, so that the energy efficiency can be improved. You can also improve.

Since the sub motor generator MG2 is connected to the output shaft S1 of the first engine ENG1, the sub motor generator MG2 can be used as a starter of the first engine ENG1, and therefore a starter device for the first engine ENG1 is separately provided. There is no need. Further, the series motor traveling can be performed by using the sub motor generator MG2 as a generator that generates electric power with the driving force of the first engine ENG1, and supplying the generated electric power to the main motor generator MG1.

As described above, since the main motor generator MG1 and the sub motor generator MG2 are provided as power sources different from the engines ENG1, ENG2, in addition to the engine running using only the driving force of the engines ENG1, ENG2, EV traveling using only the driving force of the main motor generator MG1, parallel traveling using the driving force of both the engines ENG1, ENG2 and the main motor generator MG1, and sub motor generator MG2 utilizing the driving force of the first engine ENG1 It is possible to select and execute various travel modes such as a series travel that travels by the driving force of the main motor generator MG1 by supplying the electric power generated by the motor to the main motor generator MG1, and the optimum travel mode according to the conditions By selecting It is possible to contribute to the cost improvement.

In addition, when the driving modes are switched, the transmission TM1, TM2 uses the infinite and continuously variable transmission mechanisms BD1, BD2, so that, for example, the driving force of the main motor generator MG1 can be used smoothly without a shock. The traveling mode can be switched from the EV traveling or the series traveling to the engine traveling using the driving force of the first engine ENG1.

Here, during the series traveling executed between the EV traveling and the engine traveling, the rotational speed of the first engine ENG1 and / or the first rotational speed so that the input rotational speed of the first one-way clutch OWC1 is lower than the output rotational speed. A stage in which a series travel is realized by adjusting the transmission ratio of the transmission TM1 (that is, by not directly using the power of the first engine ENG1 as a travel driving force), and then a transition from the series travel to the engine travel Thus, the first engine ENG1 and / or the gear ratio of the first transmission TM1 are controlled so that the input rotational speed of the first one-way clutch OWC1 exceeds the output rotational speed, and the first engine TMG1 is controlled. Since the driving force of ENG1 is input to the driven member 11 to be rotated, the engine starts from the start of the first engine ENG1. Effective use of the engine energy until the transition to the running can be achieved. That is, since the engine energy from when the engine is started to when the driving force is transmitted to the driven member 11 is run in series, it is supplied to the main motor generator MG1 and the battery 8 as electric power for effective use. The generated energy can be used up without waste, contributing to improved fuel efficiency.

In particular, when shifting from EV traveling using only the driving force of the main motor generator MG1 to series traveling, the first engine ENG1 needs to be started in the EV traveling state. By adopting the first one-way clutch OWC1 and further setting the transmission ratio of the first transmission TM1 to infinity, it can be reduced, so the transition from EV running to series running can be performed smoothly and without shock. Can do. Further, by setting the gear ratio of the first transmission TM1 to infinity, the first engine ENG1 can be substantially separated from the inertial mass portion on the downstream side thereof, so that the series traveling is executed. Since rotation resistance can be reduced, energy loss during series running can be reduced as much as possible, contributing to improved fuel efficiency.

If the speed ratio is set to infinity, the power of the engine ENG1 is not transmitted to the driven member 11 via the one-way clutch OWC1 no matter how much the rotational speed of the first engine ENG1 increases. Therefore, series running can be stably maintained.

During series running, the power of the first engine ENG1 is driven to rotate without adjusting the input rotation speed of the first one-way clutch OWC1 and performing any special control. Since the first engine ENG1 can be made to function as a power source dedicated to power generation by separating from the member 11, there is no need to control the engine speed according to the running load, and the engine ENG1 is stable at a high efficiency point. Driving and can greatly contribute to improving fuel efficiency.

Further, when the shift from the series running to the engine running is performed, the power generation by the sub motor generator MG2 is stopped, so that the burden on the first engine ENG1 can be reduced. Further, even when shifting from the series running to the engine running, when the remaining battery capacity is low, the battery 8 is appropriately charged by continuing to generate power by the sub motor generator MG2. While maintaining, the burden on the first engine ENG1 can be reduced.

Since the clutch mechanisms CL1 and CL2 are provided between the output member 121 of the first and second one-way clutches OWC1 and OWC2 and the driven member 11, the clutch mechanisms CL1 and CL2 are turned off. The power transmission path upstream from the clutch mechanisms CL1, CL2 (from the engines ENG1, ENG2 to the one-way clutches OWC1, OWC2) can be disconnected from the power transmission path downstream (from the driven member 11 to the drive wheel 2). it can. Accordingly, when the driven member 11 is being driven by one of the first and second engines ENG1, ENG2 via one of the first and second one-way clutches OWC1, OWC2, the other one-way clutch OWC1. Since one of the clutch mechanisms CL1 and CL2 provided between the OWC 2 and the driven member 11 is cut off, it is possible to prevent the one-way clutches OWC1 and OWC2 that are not used for driving the wheels from being dragged. Useless energy loss can be reduced.

Further, the first and second transmissions TM1 and TM2 including the infinite and continuously variable transmission mechanisms BD1 and BD2 described above have the input member 122 and the output member 121 of the one-way clutches OWC1 and OWC2 in the forward direction (a normal vehicle moves forward). In the case of attempting to rotate in the reverse direction (rotational direction at the time of reverse travel) with respect to the rotational direction in the case where the rotation is performed, the rotational drive member 11 is locked to prevent reverse rotation of the driven member 11. For this reason, by holding the clutch mechanisms CL1 and CL2 in the released state, the upstream side of the clutch mechanisms CL1 and CL2 can be disconnected from the driven member 11 and thereby the locking action (reverse drive) by the transmissions TM1 and TM2 is achieved. (Also referred to as a blocking action) can be avoided. Accordingly, the driven member 11 can be rotated backward by the reverse rotation operation of the main motor generator MG1, and the vehicle can be moved backward.

In addition, when starting an uphill road, the hill hold function (function that does not slide down on a hill) is achieved by holding the clutch mechanisms CL1 and CL2 in a connected state, thereby utilizing the reverse blocking action by locking the transmissions TM1 and TM2. Therefore, no other hill hold control is required.

The high-efficiency operating points of the engines ENG1 and ENG2 are made different from each other by making the displacements of the first and second engines ENG1 and ENG2 different. By selecting the engines ENG1 and ENG2 as drive sources, overall energy efficiency can be improved.

Depending on how the input rotational speeds of the two one-way clutches OWC1 and OWC2 are set, it is possible to smoothly and easily switch from running with one engine to running with the other engine. For example, during the control operation shown in FIG. 28 (when switching from medium speed traveling to medium high speed traveling), the driving force of the first engine ENG1 is applied to the rotational drive member 11 via the first one-way clutch OWC1. The engine speed of the second engine ENG2 is set so that the engine speed is inputted to the input member 122 of the second one-way clutch OWC2 and exceeds the engine speed of the output member 121 while the engine is running. And / or by changing the speed ratio of the second transmission TM2, the drive source for extracting the power to the driven member 11 can be easily switched from the first engine ENG1 to the second engine ENG2. In addition, the switching operation only needs to control the rotation speed input to the first and second one-way clutches OWC1 and OWC2 via the infinite and continuously variable transmission mechanisms BD1 and BD2, and can be performed smoothly without a shock. Can do.

As in the control operation shown in FIG. 28, by setting the transmission ratio of the second transmission TM2 to infinity when the second engine ENG2 is started, the inertial mass portion on the downstream side of the second transmission TM2 is set to the second mass. Can be separated from the engine ENG2. Therefore, the resistance due to the inertial mass when starting the second engine ENG2 can be reduced, and the starting energy can be reduced. Further, when starting the second engine ENG2 when switching the drive source from the first engine ENG1 to the second engine ENG2, it is possible to prevent power from being transmitted from the second transmission TM2 to the downstream side. Even when the rotational speed of the driven member 11 is lowered due to some cause (for example, sudden braking) during the start, the start shock can be reduced. In addition, after the second engine ENG2 is started, the rotational speed input to the second one-way clutch OWC2 is controlled by changing the gear ratio of the second transmission TM2 to a finite value. By increasing the speed until it exceeds the rotational speed of the output member 121, the power of the second engine ENG2 can be reliably transmitted to the rotated drive member 11.

Further, another control operation can be adopted as a control method at the time of starting the second engine ENG2. That is, when starting the second engine ENG2, the input member 122 of the second one-way clutch OWC2 is set in advance in the second transmission TM2 at an appropriate gear ratio (a gear ratio slightly larger than the target gear ratio). The second engine ENG2 is started in a state in which the rotation speed is set to a finite value that is lower than the rotation speed of the output member 121. In such a case, the time from the start until the target gear ratio is set to the target gear ratio (the gear ratio at which the rotational speed of the input member 122 of the second one-way clutch OWC2 exceeds the rotational speed of the output member 121) is set. Since it can be shortened, the response to the request can be improved.

As in the control operation shown in FIG. 30, the first one-way clutch OWC1 and the second one-way clutch OWC2 are input so that the rotational speeds input to both input members 122 exceed the rotational speed of the output member 121. 1. Large driving force that easily combines the outputs of the two engines ENG1 and ENG2 by controlling the rotational speed of the first and second engines ENG1 and ENG2 and / or the gear ratio of the first and second transmissions TM1 and TM2. Can be input to the driven member 11 and the engine can be driven using the driving forces of both the first engine ENG1 and the second engine ENG2. At that time, the transmissions TM1 and TM2 use the infinite and continuously variable transmission mechanisms BD1 and BD2, so that the two engines ENG1, Switching to traveling using the combined driving force of ENG2 can be performed.

When starting the first engine ENG1 during EV traveling, the transmission ratio of the first transmission TM1 is set so that the input rotational speed of the first one-way clutch OWC1 does not exceed the output rotational speed. That is, since the first engine ENG1 is started without transmitting the driving force of the first engine ENG1 to the driven member 11 on the downstream side of the first transmission TM1, the engine start shock is applied to the drive wheels 2. Can be prevented from being transmitted. Moreover, the load at the time of engine start can also be reduced, and a smooth start is possible.

Since the first engine ENG1 is started by the sub motor generator MG2, it is not necessary to separately provide a starter device dedicated to the first engine ENG1.

Since the driven member 11 and the output shaft S2 of the second engine ENG2 are connected via the synchro mechanism 20, the synchro mechanism 20 is connected in a state where power is introduced to the rotary drive member 11. Accordingly, the output shaft S2 of the second engine ENG2 can be started and rotated by the power of the driven member 11 to be rotated. Therefore, it is not necessary to provide a starter device dedicated to the second engine ENG2. Note that, at the time of starting, it is only necessary that the rotational drive member 11 has the power necessary for starting the second engine ENG2. Mainly, power from the first engine ENG1, which is a drive source, is often input to the rotated drive member 11, so that power can be used. Further, as in the so-called “push” operation, it is possible to use the power generated by coasting introduced from the driving wheel 2 side to the driven member 11 to be rotated.

The start of the second engine ENG2 is basically performed when power is supplied to the driven member 11 by the first engine ENG1, but the driven member 11 is rotated by the main motor generator MG1. Even when power is being supplied to the second engine ENG2, cranking of the second engine ENG2 (also referred to as motoring) is performed by the power transmitted from the main motor generator MG1 to the driven member 11 by setting the synchro mechanism 20 to the connected state. Give the engine a starter rotation). Further, when the second engine ENG2 is started in a state where power is supplied to the driven member 11 by the first engine ENG1, the driven power is divided by the cranking of the second engine ENG2. There is a possibility that the power of the member 11 will be insufficient (the rotational speed will be reduced), but this can be compensated by the driving force of the main motor generator MG1. By doing so, the fluctuation | variation of the motive power of the to-be-rotated drive member 11 can be suppressed, and the reduction to the shock to the drive wheel at the time of starting of the 2nd engine ENG2 can be aimed at. That is, it is possible to start the second engine ENG2 smoothly without a shock.

Immediately after starting the second engine ENG2, when the driving force of the second engine ENG2 is transmitted to the driven member 11 via the second transmission TM2 and the second one-way clutch OWC2, Although a shock may occur, the gear ratio is set so that the rotational speed of the input member 122 of the second one-way clutch OWC2 is lower than the rotational speed of the output member 121 during cranking of the second engine ENG2. Thus, immediately after starting, the power from the second engine ENG2 is prevented from being transmitted to the rotated drive member 11, so that the shock generated on the drive wheel 2 can be suppressed. In particular, by setting the transmission ratio to infinity with the second infinite / continuously variable transmission mechanism BD2, the inertial mass inside and downstream of the transmission mechanism BD2 is separated from the output shaft S2 of the second engine ENG2 as much as possible. Therefore, the starting resistance of the second engine ENG2 can be reduced, and the starting becomes easier.

When the driven member 11 is driven by synthesizing the driving forces of the two engines ENG1 and ENG2 during high-speed driving, etc., at least one of the first engines ENG1 is operated in the high-efficiency operation region. As a result, fuel consumption can be improved. That is, the first engine ENG1 and / or the first transmission TM1 is controlled in a state where the operating conditions are fixed within a certain range so that the rotation speed and / or torque of the first engine ENG1 enters the high efficiency operation region. In addition, an output request exceeding the output obtained by the fixed operating condition is dealt with by controlling the second engine ENG2 and the second transmission TM2, which can contribute to an improvement in fuel consumption. .

In particular, even if the displacement of the first engine ENG1 to which the operating conditions are fixed is smaller than the displacement of the second engine ENG2, and the required output fluctuates greatly, the one with the larger displacement relative to the required variation Because it is handled by this engine, the delay to the request can be reduced. Incidentally, when the displacement of the first engine ENG1 whose operating conditions are fixed is larger than the displacement of the second engine ENG2, the engine with the larger displacement is operated in the high-efficiency operation range. Therefore, it can contribute to fuel efficiency improvement.

Also, if the required output is greater than or equal to a predetermined value, the engine with a small displacement is set to the operating condition fixed side, and if the required output is less than the predetermined value, the engine with the large displacement is set to the fixed operating condition side. In such a case, the delay with respect to the request can be reduced and the fuel consumption can be improved.

It should be noted that the present invention is not limited to the above-described embodiment, and modifications, improvements, etc. can be made as appropriate. In addition, the material, shape, dimensions, number, arrangement location, and the like of each component in the above-described embodiment are arbitrary and are not limited as long as the present invention can be achieved.

For example, in the above-described embodiment, the first one-way clutch OWC1 and the second one-way clutch OWC2 are respectively arranged on the left and right sides of the differential device 10, and the output members 121 of the one-way clutches OWC1 and OWC2 are respectively connected to the clutch mechanism CL1. As shown in FIG. 39, both the first and second one-way clutches OWC1 and OWC1 are connected to the driven member 11 via CL2, as in another embodiment shown in FIG. The OWC 2 may be disposed, and the output members of both the one-way clutches OWC 1 and OWC 2 may be connected, and then connected to the driven member 11 through one clutch mechanism CL.

In the above-described embodiment, the first and second transmissions TM1 and TM2 are configured to be of the type using the eccentric disk 104, the connecting member 130, and the one-way clutch 120. A transmission mechanism such as CVT may be used. When another type of speed change mechanism is used, the one-way clutches OWC1 and OWC2 may be provided outside (downstream side) of the speed change mechanism.

In the above-described embodiment, the case where the state of traveling with the driving force of the first engine ENG1 is switched to the state of traveling with the driving force of the second engine ENG2 is described. It is also possible to switch from the state of traveling with the driving force of the engine ENG2 to the state of traveling with the driving force of the first engine ENG1. In this case, the power generated by the first engine ENG1 is input to the rotated drive member 11 via the first one-way clutch OWC1 and input to the input member 122 of the second one-way clutch OWC2. By changing the rotation speed of the second engine ENG2 and / or the speed ratio of the second transmission TM2 so that the rotation speed to be exceeded exceeds the rotation speed of the output member 121, the switching can be performed smoothly. .

Furthermore, in the above embodiment, the configuration has two engines and two transmissions, but the configuration may have three or more engines and three or more transmissions. The engine may be a combination of a diesel engine, a hydrogen engine, and a gasoline engine.

In addition, the first engine ENG1 and the second engine ENG2 of the above embodiment may be configured separately or may be configured integrally. For example, as shown in FIG. 40, the first engine ENG1 and the second engine ENG2 are arranged in a common block BL as the first internal combustion engine part and the second internal combustion engine part of the present invention, respectively. You may do it.

The present invention is based on a Japanese patent application filed on June 15, 2010 (Japanese Patent Application No. 2010-136543), the contents of which are incorporated herein by reference.

DESCRIPTION OF SYMBOLS 1 Drive system 2 Drive wheel 5 Control means 8 Battery (electric storage means)
11 Rotated drive member (Differential case)
12 Driven gear 13L Left axle shaft 13R Right axle shaft 15 Drive gear 20 Synchro mechanism (clutch means)
DESCRIPTION OF SYMBOLS 101 Input shaft 104 Eccentric disk 112 Gear ratio variable mechanism 120 One-way clutch 121 Output member 122 Input member 123 Roller (engagement member)
130 Connecting member 131 One end (ring part)
132 Other end portion 133 Circular opening 140 Bearing 180 Actuator BD1 First infinite and continuously variable transmission mechanism BD2 Second infinite and continuously variable transmission mechanism CL1 Clutch mechanism CL2 Clutch mechanism ENG1 First engine (first internal combustion engine section)
ENG2 Second engine (second internal combustion engine section)
MG1 main motor generator MG2 sub motor generator OWC1 first one-way clutch OWC2 second one-way clutch S1 output shaft S2 output shaft TM1 first transmission (first transmission mechanism)
TM2 Second transmission (second transmission mechanism)
O1 Input center axis O2 Output center axis O3 First fulcrum O4 Second fulcrum RD1 Forward rotation direction RD2 Reverse rotation direction r1 Eccentricity θ2 Swing angle ω1 Input shaft rotation angular velocity ω2 Angular velocity of output member

Claims

A first internal combustion engine section and a second internal combustion engine section that independently generate rotational power;
A first speed change mechanism and a second speed change mechanism that respectively shift and output the rotational power generated by the first internal combustion engine part and the second internal combustion engine part;
An input member, an output member, and an engagement member that locks the input member and the output member with each other in a locked state or an unlocked state, provided at each output portion of the first speed change mechanism and the second speed change mechanism; When the positive rotation speed of the input member receiving the rotational power from the first transmission mechanism and the second transmission mechanism exceeds the positive rotation speed of the output member, the input member and the output member The first one-way clutch and the second one-way clutch that transmit the rotational power input to the input member to the output member.
A rotationally driven member that is commonly connected to both output members of the first one-way clutch and the second one-way clutch, and that transmits rotational power transmitted to the output member of each one-way clutch to a drive wheel;
Rotational power generated by the first internal combustion engine section and the second internal combustion engine section is transmitted to the first one-way clutch and the second through the first transmission mechanism and the second transmission mechanism. An automobile drive system for inputting the rotational power into the driven member through the first one-way clutch and the second one-way clutch,
Rotation input to the input member of the second one-way clutch in a state where the power generated by the first internal combustion engine is input to the driven member through the first one-way clutch. A vehicle having control means for changing the rotation speed of the second internal combustion engine and / or the speed ratio of the second transmission mechanism so that the number exceeds the rotation speed of the output member. Drive system.
The vehicle drive system according to claim 1,
An automotive drive system, wherein both the first transmission mechanism and the second transmission mechanism are constituted by a continuously variable transmission mechanism capable of changing a transmission gear ratio steplessly.
The vehicle drive system according to claim 1 or 2,
When the control means starts the second internal combustion engine section, it transmits the gear ratio of the second transmission mechanism and the power from the second internal combustion engine section to the second one-way clutch. A driving system for an automobile, which is possible and is set to a finite value such that the rotational speed of the input member of the second one-way clutch is lower than the rotational speed of the output member.
The automobile drive system according to claim 2,
The continuously variable transmission mechanism is configured as an infinite and continuously variable transmission mechanism capable of setting the transmission ratio to infinity,
When the control means starts the second internal combustion engine section, it sets the transmission ratio of the infinite / continuously variable transmission mechanism provided as the second transmission mechanism to infinity, and the second internal combustion engine An automotive drive system that controls a rotational speed input to the second one-way clutch by changing a speed ratio of the infinite / continuously variable transmission mechanism to a finite value after the engine unit is started. .
The automobile drive system according to claim 4,
The continuously variable transmission mechanism is
An input shaft that rotates around the input center axis by receiving rotational power; and
A plurality of rotations are provided at equal intervals in the circumferential direction of the input shaft, each of which can change the amount of eccentricity with respect to the input center axis, and rotates together with the input shaft around the input center axis while maintaining the amount of eccentricity. The first fulcrum of
A plurality of eccentric disks each having the first fulcrum at its center and rotating about the input center axis;
An output member that rotates around an output center axis that is distant from the input center axis, an input member that swings around the output center axis by receiving power in the rotational direction from the outside, and the input member and the output member An engaging member that is locked or unlocked, and the rotational power input to the input member when the rotational speed in the positive direction of the input member exceeds the rotational speed in the positive direction of the output member. A one-way clutch that converts the swinging motion of the input member into the rotational motion of the output member;
A second fulcrum provided at a position spaced from the output center axis on the input member;
One end is connected to the outer periphery of each eccentric disk so as to be rotatable around the first fulcrum, and the other end is rotatably connected to the second fulcrum provided on the input member of the one-way clutch. Thus, a plurality of connecting members that transmit the rotational motion given from the input shaft to the eccentric disc as the swinging motion of the input member to the input member of the one-way clutch,
By adjusting the amount of eccentricity of the first fulcrum with respect to the input center axis, the swing angle of the swing motion transmitted from the eccentric disk to the input member of the one-way clutch is changed. A speed ratio variable mechanism for changing a speed ratio when input rotational power is transmitted as rotational power to the output member of the one-way clutch via the eccentric disk and the connecting member;
And is configured as a continuously variable transmission mechanism of a four-bar link mechanism type in which the gear ratio can be set to infinity by allowing the eccentricity to be set to zero.
An output shaft of the internal combustion engine section is connected to an input shaft of the continuously variable transmission mechanism;
The one-way clutch, which is a component of the continuously variable transmission mechanism, includes the first one-way clutch and the second one provided between the first transmission mechanism, the second transmission mechanism, and the driven member. Drive system for automobiles, which also serves as a one-way clutch.
A first internal combustion engine section and a second internal combustion engine section that independently generate rotational power;
A first speed change mechanism and a second speed change mechanism that respectively shift and output the rotational power generated by the first internal combustion engine part and the second internal combustion engine part;
An input member, an output member, and an engagement member that locks the input member and the output member with each other in a locked state or an unlocked state, provided at each output portion of the first speed change mechanism and the second speed change mechanism; When the positive rotation speed of the input member receiving the rotational power from the first transmission mechanism and the second transmission mechanism exceeds the positive rotation speed of the output member, the input member and the output member The first one-way clutch and the second one-way clutch that transmit the rotational power input to the input member to the output member.
A rotationally driven member that is commonly connected to both output members of the first one-way clutch and the second one-way clutch, and that transmits rotational power transmitted to the output member of each one-way clutch to a drive wheel;
Rotational power generated by the first internal combustion engine section and the second internal combustion engine section is transmitted to the first one-way clutch and the second through the first transmission mechanism and the second transmission mechanism. A driving system for an automobile, wherein the rotational power is input to the rotated drive member via the first one-way clutch and the second one-way clutch,
Rotation input to the input member of the second one-way clutch in a state where the power generated by the first internal combustion engine is input to the driven member through the first one-way clutch. A method for controlling an automotive drive system, wherein the rotational speed of the second internal combustion engine section and / or the speed ratio of the second transmission mechanism is changed so that the number exceeds the rotational speed of the output member. .