WO2011162056A1

WO2011162056A1 - Drive system for a motor vehicle and control method of same

Info

Publication number: WO2011162056A1
Application number: PCT/JP2011/061582
Authority: WO
Inventors: 和樹市川; 文康菅; 康浩森本
Original assignee: 本田技研工業株式会社
Priority date: 2010-06-24
Filing date: 2011-05-19
Publication date: 2011-12-29

Abstract

A drive system for a motor vehicle (1) comprises first and second engines (ENG1 and ENG2); first and second transmissions (TM1 and TM2); first and second one-way clutches (OWC1 and OWC2); a rotated drive member (11) which, by being coupled to the output members of both one-way clutches in common, communicates the rotational power that has been transferred to the output member to a drive wheel and rotates integrally with the drive wheel; a main motor generator (MG1) which has a motor operation function for imparting rotational power for driving to the drive wheel or to another drive wheel, and a regenerative operation function which generates electricity by way of power from the drive wheel side and imparts a regenerative braking force to the drive wheel at the same time; first and second clutch mechanisms (CL1 and CL2) interposed between the output members of the one-way clutches and the rotated drive member; and a control means (5) for blocking the clutch mechanism at deceleration time of the vehicle to cause the main motor generator to perform a regenerative operation. As a result, it is possible to increase energy recovery efficiency when decelerating.

Description

Driving system for automobile and control method thereof

The present invention relates to a hybrid automobile drive system including an internal combustion engine section and a motor generator as a driving source for traveling, and a control method thereof.

As a conventional vehicle drive system of this type, as disclosed in Patent Document 1, an engine, a transmission, and a motor generator are combined, and a drive shaft and a driven shaft of the transmission are provided on the drive shaft. And the one-way clutch provided on the driven shaft to introduce the engine output to the transmission drive shaft, and the motor generator via the clutch to the transmission input side or the one-way clutch output side There is known a hybrid drive system that can be selectively connected to each other, or can be connected simultaneously to both the input side of the transmission and the output side of the one-way clutch.

In this drive system, engine running using only the driving force of the engine, EV running using only the driving force of the motor generator, and parallel running using both the driving force of the engine and the driving force of the motor generator can be performed. . Further, by using the regenerative operation of the motor generator, regenerative energy can be obtained during deceleration, and at the same time, the regenerative brake can be applied to the drive wheels. It is also possible to start the engine with a motor generator.

Japan Special Table 2005-502543

By the way, in the drive system described in Patent Document 1 described above, the clutch is provided not on the power transmission path connecting the engine and the axle, but on the power transmission path connecting the motor generator and the axle. A one-way clutch that engages when the rotational speed on the input side (upstream side) exceeds the rotational speed on the output side (downstream side) is provided on the power transmission path that connects the engine and the axle.

Therefore, when the clutch is connected at the time of deceleration and regenerative operation is performed by the motor generator, the output side (downstream side) member of the one-way clutch is rotated together with the rotation of the axle, resulting in friction loss. There was a problem that caused. In other words, because the one-way clutch is interposed on the power transmission path from the engine to the axle, it is possible to automatically disconnect the upstream side of the one-way clutch from the downstream side depending on the deceleration conditions. Since some of the elements of the one-way clutch are rotated together with the axle, friction loss due to the rotation is inevitable, and there is a possibility that the energy recovery efficiency may be increased.

The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide an automobile drive system and a control method thereof that can improve energy recovery efficiency during deceleration.

In order to achieve the above object, an invention according to claim 1 is an automobile drive system (for example, drive system 1 in an embodiment described later).
An internal combustion engine that generates rotational power (for example, a first engine ENG1 and a second engine ENG2 in an embodiment described later);
A transmission mechanism (for example, a first transmission TM1 and a second transmission TM2 in an embodiment described later) for shifting and outputting the rotational power generated by the internal combustion engine section, and an output section of the transmission mechanism. A member (for example, an input member 122 in an embodiment described later), an output member (for example, an output member 121 in an embodiment described later), and an engagement member (for example, an input member and an output member that lock or unlock the input member) A roller 123) in an embodiment described later, and when the rotational speed in the positive direction of the input member that receives rotational power from the transmission mechanism exceeds the rotational speed in the positive direction of the output member, A one-way clutch that transmits rotational power input to the input member to the output member when the output member is locked. (For example, the first one-way clutch OWC1 and the second one-way clutch OWC2 in the embodiment described later),
By being connected to the output member of the one-way clutch, the rotational power transmitted to the output member is transmitted to a drive wheel (for example, a drive wheel 2 in an embodiment described later) and rotates together with the drive wheel. A rotated drive member (for example, a rotated drive member 11 in an embodiment described later);
A motor generator (for example, a regenerative operation function that generates rotational power for traveling to the drive wheel or another drive wheel and a regenerative braking force that simultaneously generates power from the drive wheel side and applies a regenerative braking force to the drive wheel) A main motor generator MG1) in an embodiment described later;
A clutch mechanism that is interposed between the output member of the one-way clutch and the driven drive member and is capable of transmitting / cutting power between the two members (for example, a first clutch mechanism CL1 and a clutch mechanism in a later-described embodiment) A second clutch mechanism CL2),
Control means (for example, control means 5 in an embodiment described later) for cutting off the clutch mechanism and causing the motor generator to perform a regenerative operation when the vehicle decelerates;
It is characterized by providing.

The invention according to claim 2 is the structure of claim 1,
The rotational speed of the input member and output member of the one-way clutch is detected, and the clutch mechanism is shut off when the rotational speed of the input member of the one-way clutch is lower than the rotational speed of the output member. .

The invention according to claim 3 is the configuration of claim 1,
The control means judges the degree of deceleration request of the vehicle, and shuts off the clutch mechanism when sudden deceleration is requested, and stops breaking the clutch mechanism when slow deceleration is requested. Features.

The invention according to claim 4 is the configuration of claim 1,
When the control means changes the rotational speed of the internal combustion engine section and / or the speed ratio of the transmission mechanism to reduce the rotational speed of the input member of the one-way clutch when a vehicle deceleration request is made The clutch mechanism is shut off.

The invention according to claim 5 is the structure according to any one of claims 1 to 4,
As the internal combustion engine portion, a first internal combustion engine portion and a second internal combustion engine portion that generate rotational power are provided, respectively.
As the speed change mechanism, a first speed change mechanism and a second speed change mechanism are provided on the downstream side of the first internal combustion engine part and the second internal combustion engine part, respectively.
As the one-way clutch, a first one-way clutch and a second one-way clutch are provided at the output portions of the first transmission mechanism and the second transmission mechanism, respectively.
The rotated drive member is commonly connected to both output members of the first one-way clutch and the second one-way clutch;
As the clutch mechanism, a first clutch mechanism and a second clutch mechanism are provided between the output members of the first one-way clutch and the second one-way clutch and the driven member, respectively. ,
When the vehicle is decelerating, the control means causes the first clutch mechanism and the second clutch mechanism to switch the input members and the output members of the first one-way clutch and the second one-way clutch on the upstream side, respectively. It is characterized by being individually cut off according to the number of rotations.

The invention according to claim 6 is the structure according to any one of claims 1 to 4,
As the internal combustion engine portion, a first internal combustion engine portion and a second internal combustion engine portion that generate rotational power are provided, respectively.
As the speed change mechanism, a first speed change mechanism and a second speed change mechanism are provided on the downstream side of the first internal combustion engine part and the second internal combustion engine part, respectively.
As the one-way clutch, a first one-way clutch and a second one-way clutch are provided at the output portions of the first transmission mechanism and the second transmission mechanism, respectively.
The rotated drive member is commonly connected to both output members of the first one-way clutch and the second one-way clutch;
As the clutch mechanism, a first clutch mechanism and a second clutch mechanism are provided between the output members of the first one-way clutch and the second one-way clutch and the driven member, respectively. ,
The control means simultaneously shuts off the first clutch mechanism and the second clutch mechanism when the vehicle is decelerated.

The invention according to claim 7 provides:
An internal combustion engine that generates rotational power;
A transmission mechanism for shifting and outputting the rotational power generated by the internal combustion engine section;
The input that is provided at an output portion of the speed change mechanism, has an input member, an output member, and an engagement member that locks or unlocks the input member and the output member, and receives the rotational power from the speed change mechanism When the rotation speed in the positive direction of the member exceeds the rotation speed in the positive direction of the output member, the input member and the output member are in a locked state, so that the rotational power input to the input member is transmitted to the output member. One-way clutch to
By being connected to the output member of the one-way clutch, the rotational drive force transmitted to the output member is transmitted to the drive wheel, and the driven drive member that rotates integrally with the drive wheel;
A motor generator having a motor operation function for providing rotational power for traveling to the drive wheel or another drive wheel and a regenerative operation function for generating power by the power from the drive wheel side and simultaneously applying a regenerative braking force to the drive wheel;
A clutch mechanism that is interposed between the output member of the one-way clutch and the driven member, and capable of transmitting / cutting power between the two members;
A method for controlling an automotive drive system, comprising:
When the vehicle is decelerated, the clutch mechanism is disconnected and the motor generator is caused to perform a regenerative operation.

According to the first and seventh aspects of the invention, since the clutch mechanism is disconnected during the regenerative operation when the vehicle is decelerated, the upstream side of the clutch mechanism can be disconnected from the downstream side. Accordingly, it is possible to reduce friction loss due to the accompanying power transmission member between the one-way clutch and the clutch mechanism, and to improve energy recovery efficiency.

According to the invention of claim 2, when the rotational speed of the input member of the one-way clutch is lower than the rotational speed of the output member, that is, power is not transmitted from the input member to the output member, and the output member becomes the input member. Since the clutch mechanism is disconnected only when it can be freely rotated without being constrained, even when a dog clutch is used for the clutch mechanism, the clutch mechanism can be disconnected smoothly and smoothly, and energy recovery efficiency can be improved. Can contribute to improvement.

According to the invention of claim 3, since the clutch mechanism is not always shut off when there is a deceleration request, but the clutch mechanism is stopped in the case of slow deceleration in which the accelerator may be stepped on again immediately. The time required to connect the clutch mechanism can be reduced in accordance with the re-depression of the accelerator, and the response can be improved.

According to the invention of claim 4, the clutch mechanism can be disconnected early when the vehicle decelerates, which can contribute to the improvement of energy recovery efficiency.

According to the invention of claim 5, since the first clutch mechanism and the second clutch mechanism are individually disconnected according to the conditions of the upstream one-way clutch, each clutch mechanism can be smoothly operated under the optimum conditions. Can be blocked.

According to the invention of claim 6, since the first clutch mechanism and the second clutch mechanism are simultaneously disconnected, the number of occurrences of shocks associated with the disconnection of each clutch mechanism CL1, CL2 is reduced, so that the merchantability is improved. Can do.

It is a skeleton figure of the drive system for vehicles of a 1st 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, and (a) shows the amount of eccentricity r1 with respect to the input center axis O1 that is the rotation center of the first fulcrum O3 that is the center point of the eccentric disk 104. 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 gear ratio i is set to “large”, and (d) is a diagram in which the eccentricity r1 is set to “zero” and the gear 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 a flowchart which shows the content of the interruption | blocking control of the clutch mechanism at the time of the deceleration regeneration performed in the drive system. It is a flowchart which shows the content of another interruption | blocking control of the clutch mechanism at the time of the deceleration regeneration performed in the drive system. 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. It is a flowchart which shows the content of the interruption | blocking control of the clutch mechanism at the time of deceleration regeneration based on 2nd Embodiment of this invention. It is a skeleton figure of the drive system for vehicles of another embodiment of the present invention. It is a skeleton figure of the drive system for vehicles concerning the modification of the present invention. It is sectional drawing which shows the modification of the drive system for motor vehicles of this invention.

<< First Embodiment >>
Hereinafter, a first embodiment 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 a first embodiment of the present invention, FIG. 2 is a cross-sectional view showing a specific configuration of an infinite / continuously variable transmission mechanism that is a main part of the drive system, and FIG. 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 in the transmission, first and second one-way clutches OWC1 and OWC2 provided at output portions of the transmissions TM1 and TM2, and these one-way clutches A rotation driven member 11 that receives the output rotation transmitted via OWC1 and OWC2, a main motor generator (electric motor) MG1 connected to the rotation driven member 11, and an output shaft S1 of the first engine ENG1 The connected sub motor generator (engine starting means) MG2 and the main and / or sub And over motor generators MG1, the battery capable of power exchange between the MG2 (power storage unit) 8, a control unit 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. The first and second clutch mechanisms CL1 and CL2 are connected to the rotation driven member 11 together. The first and second clutch mechanisms CL1 and CL2 control the 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. Is provided. As these clutch mechanisms CL1 and CL2, other types of clutches (friction clutches and the like) can be used, but dog clutches are used because of low transmission loss.

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 MG2 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.

Further, in this drive system, the number of revolutions of each engine ENG1, ENG2, the number of revolutions of the input member 122 of each one-way clutch OWC1, OWC2, the number of revolutions of the output member 121, and the number of revolutions of the driven member 11 are detected. Rotation detecting means (not shown) is provided.

Here, the rotational speed of the input member 122 of the first and second one-way clutches OWC1 and OWC2 (also referred to as the upstream rotational speed or the input rotational speed of the first and second one-way clutches OWC1 and OWC2) is R1. , The rotational speed of the output member 121 of the first and second one-way clutches OWC1 and OWC2 (also referred to as the downstream rotational speed or output rotational speed of the first and second one-way clutches OWC1 and OWC2) The rotational speed of the rotation drive member 11 is R3. The rotation speed R2 of the output member 121 of the first one-way clutch OWC1 and the rotation speed R3 of the driven member 11 are the rotation speeds before and after (upstream and downstream) of the clutch mechanisms CL1 and CL2. The rotational speed R3 of the rotation drive member 11 is regarded as equivalent to the rotational speed of the axle (foot shaft) 13 and the main motor generator MG1.

<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. The control means 5 is supplied with signals from various element rotation detection means and other detection means, including a later-described request output detection means. 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 traveling, series traveling, engine traveling, and parallel traveling 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).

Also, during EV traveling, the clutch mechanisms CL1 and CL2 are held in the disconnected state. Thereby, the dragging torque cross of the one-way clutches OWC1 and OWC2 can be eliminated, and energy efficiency can be improved.

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.

Further, when one of the first and second clutch mechanisms CL1 and CL2 is in a connected (ON) state when the vehicle is decelerated, the first and second clutch mechanisms CL1 and CL2 are disconnected (OFF). Then, the main motor generator MG1 is caused to perform a regenerative operation. At this time, the rotational speeds R1, R2 of the input member 122 and the output member 121 of the first and second one-way clutches OWC1, OWC2 are detected, and the rotational speed R1 of the input member 122 of the one-way clutches OWC1, OWC2 is output. The clutch mechanisms CL1 and CL2 are shut off when the rotational speed is lower than the rotational speed R2 of 121.

Hereinafter, the flow of control during deceleration will be described with reference to the flowcharts of FIGS.
First, the deceleration control when the driving force of one engine ENG1 (or ENG2) is transmitted to the rotation driven member 11 will be described with reference to FIG.
In this case, it is first determined whether or not the vehicle is decelerating (step S101). Whether or not the vehicle is decelerating, that is, whether or not a deceleration request is made, is determined by, for example, the accelerator opening, the brake depression ON / OFF, or the like. If the vehicle is not decelerating, the process is finished as it is, and if the vehicle is decelerating, the upstream side rotational speed R1 (the rotational speed of the input member 122) of the one-way clutch OWC1 (or OWC2) is controlled to decrease (step S102). The reduction control of the rotational speed R1 is performed by changing the rotational speed of the engine ENG1 (or ENG2) and / or the transmission ratio of the transmission TM1 (or TM2).

Next, the degree of vehicle deceleration request is determined in step S103, and when slow deceleration is requested, the process is terminated without proceeding to the step of disconnecting the clutch mechanism CL (CL1 or CL2). On the other hand, when sudden deceleration is required rather than slow deceleration, the process proceeds to step S104 and step S105, and the upstream rotational speed R1 (the rotational speed of the input member 122) and the downstream rotational speed of the one-way clutch OWC1 (or OWC2). The number R2 (the number of rotations of the output member 121) is monitored, and it waits for the upstream rotation number R1 of the one-way clutch OWC1 (or OWC2) to be lower than the downstream rotation number R2. Then, at the timing when the upstream rotational speed R1 becomes lower than the downstream rotational speed R2, the clutch mechanism CL (CL1 or CL2) is turned off (step S106), and the process is terminated.

Next, the deceleration control when the driving forces of the two engines ENG1 and ENG2 are transmitted to the rotation driven member 11 will be described with reference to FIG.

In this case, it is first determined whether or not the vehicle is decelerating (step S201). If the vehicle is not decelerating, the process is finished as it is, and if the vehicle is decelerating, control is performed to reduce the upstream rotational speed R1 (the rotational speed of the input member 122) of the first and second one-way clutches OWC1 and OWC2 (step). S202).

Next, the degree of vehicle deceleration request is determined in step S203, and when slow deceleration is requested, the process is terminated without proceeding to the step of disconnecting the clutch mechanism CL (CL1 or CL2). On the other hand, when the deceleration is more rapid than the slow deceleration, the process proceeds to step S204 and subsequent steps. After step S204, the first and second clutch mechanisms CL1 and CL2 are individually disconnected according to the rotational speed conditions of the input member 122 and the output member 121 of each one-way clutch OWC1 and OWC2.

First, in step S204, it is confirmed whether or not the first clutch mechanism CL1 is OFF. If it is OFF, the process proceeds to step S208. If it is not OFF, after waiting for the upstream rotational speed R1 (the rotational speed of the input member 122) of the first one-way clutch OWC1 to become lower than the downstream rotational speed R2 (the rotational speed of the output member 121), The first clutch mechanism CL1 is turned off (steps S205 to S207).

If the first clutch mechanism CL1 is turned off, it is next checked in step S208 whether the second clutch mechanism CL2 is turned off. If it is turned off, the process proceeds to step S212. If it is not OFF, after waiting for the upstream rotational speed R1 (the rotational speed of the input member 122) of the second one-way clutch OWC2 to become lower than the downstream rotational speed R2 (the rotational speed of the output member 121), The second clutch mechanism CL2 is turned off (steps S209 to 211).

Then, after confirming that both clutch mechanisms CL1 and CL2 are OFF in step S212, the process is terminated.

Thus, since the clutch mechanism CL (CL1 or CL2) is disconnected during the regenerative operation during deceleration of the vehicle, the upstream side of the clutch mechanism CL (CL1 or CL2) can be disconnected from the downstream side. Accordingly, it is possible to reduce the friction loss due to the accompanying power transmission member (for example, the output member 121 of the one-way clutch) from the one-way clutch OWC1 (or OWC2) to the clutch mechanism CL (CL1 or CL2). The energy recovery efficiency can be improved.

Further, when the rotational speed R1 of the input member 122 of the one-way clutches OWC1 and OWC2 is lower than the rotational speed R2 of the output member 121, that is, the power is not transmitted from the input member 122 to the output member 121 and the output member 121 is input. The clutch mechanisms CL1 and CL2 are disconnected only when they can freely rotate without being constrained by the member 122. Therefore, even when a dog clutch is used for the clutch mechanisms CL1 and CL2, the clutch mechanisms CL1 and CL2 can be operated without difficulty. It can be shut off smoothly and can contribute to the improvement of energy recovery efficiency.

Also, the clutch mechanisms CL1 and CL2 are not completely shut off when there is a deceleration request, but the clutch mechanisms CL1 and CL2 are shut off in the case of a slow deceleration that may cause the accelerator to be depressed immediately. The time required to connect the clutch mechanisms CL1 and CL2 can be reduced according to the depression of the accelerator, and the response can be enhanced.

<About operation pattern>
Next, an operation pattern executed in the drive system of this embodiment will be described.
FIGS. 11 to 25 are enlarged explanatory diagrams showing the operation patterns A to O, and FIGS. 26 to 35 are explanatory diagrams of a control operation executed according to each operation 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. 26 to 35 correspond to the symbols of the operation patterns A to O shown in FIGS. 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. 11, 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. 12, the sub motor generator MG2 generates electric power using the driving force of the first engine ENG1, and the generated electric power is supplied to the main motor generator MG1 and the battery 8 to perform series running. 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. 13, parallel running is performed by using the driving forces 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.

In the operation pattern D shown in FIG. 14, the engine travels using the driving force of the first engine ENG1. This operation pattern D is used, for example, to reduce the power consumption of the battery 8 when the SOC is low at the start.

In the operation pattern E shown in FIG. 15, 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 through the driven member 11 during deceleration. Mechanical energy input from the drive wheel 2 through the driven member for rotation 11 is converted into electric energy. Then, regenerative braking force is transmitted to the drive wheel 2 and regenerative power is charged in the battery 8. When this operation pattern is executed, the clutch mechanisms CL1 and CL2 are disconnected at a predetermined timing as shown in the flowchart of FIG. 9 or FIG.

In the operation pattern F shown in FIG. 16, 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. 17, the vehicle is driven by the driving force of the first engine ENG1 and is driven by the power 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 drive wheel 2 due to the increase in load at the time of startup is compensated by the driving force of the first motor generator MG1. The sub motor generator MG2 generates electric power using the driving force of the first engine ENG1, and supplies the generated electric power to the first motor generator MG1 or charges the battery 8.

In the operation pattern H shown in FIG. 18, 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. 19, the engine travels 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. 20 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. 21 is an operation pattern in the case where a deceleration request is generated, for example, during medium to 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. Also during the regenerative operation, the first and second clutch mechanisms CL1 and CL2 are turned off at a predetermined timing.

The operation pattern L shown in FIG. 22 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. 23, 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. 24, 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. Also at this time, the clutch mechanisms CL1 and CL2 are turned off at a certain timing with the start of the regenerative operation.

An operation pattern O shown in FIG. 25 is an operation pattern when the vehicle is stopped. In this operation pattern O, 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. 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. Reference symbols A to O at the upper right of each frame correspond to the enlarged views of FIGS. 11 to 25, 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. At this time, the first and second clutch mechanisms CL1 and CL2 are turned off.
(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. 28 using the travel switching control A described above.
(12), (13) First, from the situation where the clutch mechanism CL1 is held in the disengaged state and EV travel is performed according to the operation pattern A, the transmission ratio of the first transmission TM1 is set to infinity, and the sub motor generator The first engine ENG1 is started by 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 rotated drive member 11. 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 operates at a high efficiency operation 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, and the regenerative operation by the main motor generator MG1 is performed. In this case, with the start of the regenerative operation, the cutoff control of the first clutch mechanism CL1 is performed according to the flowchart of FIG. 9 described above.
(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 running using the driving force of the first engine ENG1 to engine running 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. Also in this case, with the start of the regenerative operation, the cutoff control of the second clutch mechanism CL2 is performed according to the flowchart of FIG. 9 described above. 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. Also at this time, the control of the flowchart of FIG. 9 is performed with the start of the regenerative operation.

<< 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, the 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. At this time, since the driving force of both the first engine ENG1 and the second engine ENG2 is switched to the regenerative operation in a state where the driving force is transmitted to the driven member 11, the flowchart of FIG. 10 is followed. Shut-off control of the clutch mechanisms CL1 and CL2 is performed.

<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 from each other (or when the rotation direction opposite to the forward direction is the direction of the arrow RD1 in FIG. 3, FIG. 36 (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.

According to the vehicle drive system 1 of the present embodiment described above, the control means 5 shuts off the first clutch mechanism CL1 and the second clutch mechanism CL2 during the regenerative operation during deceleration of the vehicle. The upstream side of the mechanisms CL1 and CL2 can be disconnected from the downstream side, thereby reducing the friction loss due to the rotation of the power transmission member between the one-way clutches OWC1 and OWC2 and the clutch mechanisms CL1 and CL2. Thus, the energy recovery efficiency can be improved.

In particular, when the clutch mechanisms CL1 and CL2 are disconnected, the rotational speed R1 of the input member 122 of the one-way clutches OWC1 and OWC2 is lower than the rotational speed R2 of the output member 121. Therefore, even when a dog clutch is used. The clutch mechanisms CL1 and CL2 can be smoothly and smoothly disconnected, contributing to improvement in energy recovery efficiency.

In addition, the clutch mechanisms CL1 and CL2 are shut off according to the degree of deceleration request, and the clutch mechanisms CL1 and CL2 are stopped from being shut down in the case of slow deceleration where the accelerator may be stepped on again immediately. Therefore, it is possible to reduce the dead time for connecting the clutch mechanisms CL1 and CL2 according to the re-depression of the accelerator, and to improve the response.

Further, when the main motor generator MG1 performs the regenerative operation, the rotational speed R1 of the input member 122 of the engine-side one-way clutch OWC1, OWC2 that transmits the driving force to the driven member 11 is determined by the engine ENG1, ENG2. The clutch mechanism CL1, CL2 can be shut off early and the energy recovery efficiency can be improved because the speed is controlled by changing the speed and / or the transmission ratio of the transmission TM1, TM2. Can contribute.

Further, when the clutch mechanisms CL1 and CL2 are shut off in a situation where the driving forces of the two engines ENG1 and ENG2 are transmitted to the driven member 11, the clutch mechanisms CL1 and CL2 are individually set according to the upstream conditions. Since the shut-off control is performed, the clutch mechanisms Cl1 and CL2 can be smoothly shut off under optimum conditions.

<< Second Embodiment >>
In the flowchart of FIG. 10 executed in the first embodiment, the case where the first clutch mechanism CL1 and the second clutch mechanism CL2 are individually disconnected according to the upstream conditions is described. In the embodiment, control for simultaneously disconnecting the first clutch mechanism CL1 and the second clutch mechanism CL2 will be described with reference to the flowchart of FIG.

When the processing of this flowchart starts, it is first determined whether or not the vehicle is decelerating (step S301). If the vehicle is not decelerating, the process is terminated. If the vehicle is decelerating, control is performed to decrease the upstream rotational speed R1 of the first and second one-way clutches OWC1 and OWC2 (the rotational speed of the input member 122) (step). S302).

Next, the degree of vehicle deceleration request is determined in step S303, and when slow deceleration is requested, the process is terminated without proceeding to the first and second clutch mechanism CL1, CL2 disconnection steps. On the other hand, when the deceleration is more rapid than the slow deceleration, the process proceeds to step S304 and subsequent steps. After step S304, the first and second clutch mechanisms CL1 and CL2 are simultaneously disconnected according to the conditions of the rotational speeds R1 and R2 before and after both the first and second one-way clutches OWC1 and OWC2 (step S304). ~ 306). That is, when it is confirmed that the rotational speeds R1 and R2 of both the one-way clutches OWC1 and OWC2 are both “R1 <R2”, the first and second clutch mechanisms CL1 and CL2 are simultaneously disconnected. Finish the process.

As described above, by simultaneously disconnecting the first clutch mechanism CL1 and the second clutch mechanism CL2, the number of shocks that accompanies the disconnection of the clutch mechanisms CL1 and CL2 is reduced, so that the merchantability 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. , The case where it is connected to the driven member 11 via CL2, as in another embodiment shown in FIG. 38, both the first and second one-way clutches OWC1, on one side of the differential device 10, 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 embodiment, the engine has two engines ENG1 and ENG2, two transmissions TM1 and TM2, two one-way clutches OWC1 and OWC2, two motor generators MG1 and MG2, and two clutch mechanisms CL1 and CL2. Although described with reference to FIG. 39, the present invention can be applied to a configuration including one engine ENG, one transmission TM, one-way clutch OWC, and one clutch mechanism MOT as shown in FIG.

Further, the main motor generator MG1 may be configured to give rotational power to the drive wheels 2 driven by the engines ENG1 and ENG2 as in the present embodiment, or another drive as shown by the broken line in FIG. The configuration may be such that rotational power is applied to the wheels 2B (rear wheels when the driving wheels 2 are front wheels, and front wheels when the driving wheels 2 are rear wheels).

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 (Japanese Patent Application No. 2010-143814) filed on June 24, 2010, 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

An internal combustion engine that generates rotational power;
A transmission mechanism for shifting and outputting the rotational power generated by the internal combustion engine section;
The input that is provided at an output portion of the speed change mechanism, has an input member, an output member, and an engagement member that locks or unlocks the input member and the output member, and receives the rotational power from the speed change mechanism When the rotation speed in the positive direction of the member exceeds the rotation speed in the positive direction of the output member, the input member and the output member are in a locked state, so that the rotational power input to the input member is transmitted to the output member. One-way clutch to
By being connected to the output member of the one-way clutch, the rotational drive force transmitted to the output member is transmitted to the drive wheel, and the driven drive member that rotates integrally with the drive wheel;
A motor generator having a motor operation function for providing rotational power for traveling to the drive wheel or another drive wheel and a regenerative operation function for generating power by the power from the drive wheel side and simultaneously applying a regenerative braking force to the drive wheel;
A clutch mechanism that is interposed between the output member of the one-way clutch and the driven member, and capable of transmitting / cutting power between the two members;
Control means for disconnecting the clutch mechanism and causing the motor generator to perform regenerative operation when the vehicle is decelerated;
An automobile drive system comprising:
The rotational speed of the input member and output member of the one-way clutch is detected, and the clutch mechanism is shut off when the rotational speed of the input member of the one-way clutch is lower than the rotational speed of the output member. The vehicle drive system according to claim 1.
The control means judges the degree of deceleration request of the vehicle, and shuts off the clutch mechanism when sudden deceleration is requested, and stops breaking the clutch mechanism when slow deceleration is requested. The automobile drive system according to claim 1, wherein the drive system is for a vehicle.
When the control means changes the rotational speed of the internal combustion engine section and / or the speed ratio of the transmission mechanism to reduce the rotational speed of the input member of the one-way clutch when a vehicle deceleration request is made The vehicle drive system according to claim 1, wherein the clutch mechanism is disconnected.
As the internal combustion engine portion, a first internal combustion engine portion and a second internal combustion engine portion that generate rotational power are provided, respectively.
As the speed change mechanism, a first speed change mechanism and a second speed change mechanism are provided on the downstream side of the first internal combustion engine part and the second internal combustion engine part, respectively.
As the one-way clutch, a first one-way clutch and a second one-way clutch are provided at the output portions of the first transmission mechanism and the second transmission mechanism, respectively.
The rotated drive member is commonly connected to both output members of the first one-way clutch and the second one-way clutch;
As the clutch mechanism, a first clutch mechanism and a second clutch mechanism are provided between the output members of the first one-way clutch and the second one-way clutch and the driven member, respectively. ,
When the vehicle is decelerating, the control means causes the first clutch mechanism and the second clutch mechanism to switch the input members and the output members of the first one-way clutch and the second one-way clutch on the upstream side, respectively. The vehicle drive system according to any one of claims 1 to 4, wherein the motor drive system is cut off individually according to the number of rotations.
As the internal combustion engine portion, a first internal combustion engine portion and a second internal combustion engine portion that generate rotational power are provided, respectively.
As the speed change mechanism, a first speed change mechanism and a second speed change mechanism are provided on the downstream side of the first internal combustion engine part and the second internal combustion engine part, respectively.
As the one-way clutch, a first one-way clutch and a second one-way clutch are provided at the output portions of the first transmission mechanism and the second transmission mechanism, respectively.
The rotated drive member is commonly connected to both output members of the first one-way clutch and the second one-way clutch;
As the clutch mechanism, a first clutch mechanism and a second clutch mechanism are provided between the output members of the first one-way clutch and the second one-way clutch and the driven member, respectively. ,
The automobile drive system according to any one of claims 1 to 4, wherein the control means simultaneously shuts off the first clutch mechanism and the second clutch mechanism when the vehicle is decelerated.
An internal combustion engine that generates rotational power;
A transmission mechanism for shifting and outputting the rotational power generated by the internal combustion engine section;
The input that is provided at an output portion of the speed change mechanism, has an input member, an output member, and an engagement member that locks or unlocks the input member and the output member, and receives the rotational power from the speed change mechanism When the rotation speed in the positive direction of the member exceeds the rotation speed in the positive direction of the output member, the input member and the output member are in a locked state, so that the rotational power input to the input member is transmitted to the output member. One-way clutch to
By being connected to the output member of the one-way clutch, the rotational drive force transmitted to the output member is transmitted to the drive wheel, and the driven drive member that rotates integrally with the drive wheel;
A motor generator having a motor operation function for providing rotational power for traveling to the drive wheel or another drive wheel and a regenerative operation function for generating power by the power from the drive wheel side and simultaneously applying a regenerative braking force to the drive wheel;
A clutch mechanism that is interposed between the output member of the one-way clutch and the driven member, and capable of transmitting / cutting power between the two members;
A method for controlling an automotive drive system, comprising:
A method for controlling an automobile drive system, wherein the clutch mechanism is disconnected when the vehicle is decelerated, and the motor generator is caused to perform a regenerative operation.