JP2005008005A - Power transmission device for hybrid vehicle - Google Patents

Abstract

Provided is a power transmission device for a hybrid vehicle that can prevent an excessively high rotation speed of a motor with a simple configuration even when an engine is in an inoperative state during variable speed travel.
A reduction ratio of a first rotation transmission system from an engine 1 to a power output shaft 11 via a power distributor 4 and a second rotation from the engine 1 to a power output shaft 11 via a power distributor 5 In the power transmission device 3 configured so that the transmission system has a different speed reduction ratio, when the engine 1 is in an inactive state while the vehicle is shifting, the power distribution of the second rotation transmission system on the reduction speed ratio side is performed. The rotation restricting means 12 (one-way clutch 23) prevents the rotation direction of the rotating shaft 7 a of the motor 7 connected to the device 5 from changing in the reverse direction during variable speed travel. This prevents the rotational speed of the motor 6 connected to the power distributor 4 of the first rotation transmission system on the high reduction ratio side from becoming excessively high.
[Selection] Figure 1

Description

【００６４】
表１に示すように、エンジン４１の出力軸４１ａから第１動力分配器４４の入力軸たるリングギヤ４４ｒまでの回転伝達系の減速比をｋ５、エンジン４１の出力軸４１ａから第２動力分配器４５の入力軸たるリングギヤ４５ｒまでの回転伝達系の減速比をｋ６（本実施形態ではｋ６＝ｋ５）、第１動力分配器４４のリングギヤ４４ｒからサンギヤ４４ｓまでの減速比をｋ７、第２動力分配器４５のリングギヤ４５ｒからサンギヤ４５ｓまでの減速比をｋ８とおく。また、両変速機４９，５０の低減速比回転伝達機構５８，６３の減速比（ギヤ５３ｂ又は５３ｃに対するギヤ５３ａのギヤ比（歯数比））をｋ９、両変速機４９，５０の高減速比回転伝達機構５９，６４の減速比（ギヤ６０ｂ又は６０ｃに対するギヤ６０ａのギヤ比（歯数比））をｋ１０（＞ｋ９）とおく。このとき、エンジン４１の出力軸４１ａから第１動力分配器４４を経由して動力出力軸５１に至る回転伝達系（第１分配器側回転伝達系）の減速比は、変速機４９の減速比の切換えによって、表１に示したとおり、ｋ５・（１＋ｋ７）・ｋ９又はｋ５・（１＋ｋ７）・ｋ１０となる。同様に、エンジン４１の出力軸４１ａから第２動力分配器４５を経由して動力出力軸５１に至る回転伝達系（第２分配器側回転伝達系）の減速比は、変速機５０の減速比の切換えによって、表１に示したとおり、ｋ６・（１−ｋ８）・ｋ９又はｋ６・（１−ｋ８）・ｋ１０となる。そして、これらの第１分配器側回転伝達系と第２分配器側回転伝達系とを合わせた４種類の減速比が等比数列状の値になるように、ｋ１０＝Ａ^２・ｋ９とされている。ここで、Ａは、エンジン４１の出力軸４１ａから第１動力分配器４４のキャリア４４ｃまでの減速比とエンジン４１の出力軸４１ａから第２動力分配器４５のキャリア４５ｃまでの減速比との比率である。本実施形態では、ｋ５＝ｋ６であるので、Ａ＝（１＋ｋ７）／（１−ｋ８）である。上記のようにｋ１０＝Ａ^２・ｋ９となるように変速機４９，５０の減速比ｋ９，ｋ１０の値を設定しておくことで、４種類の減速比ｋ５・（１＋ｋ７）・ｋ９、ｋ５・（１＋ｋ７）・ｋ１０、ｋ６・（１−ｋ８）・ｋ９、ｋ６・（１−ｋ８）・ｋ１０を小さいものから順に並べたとき、それらの値は、Ａ倍づつ、値が異なる等比数列状のものとなる。以下、減速比ｋ５・（１＋ｋ７）・ｋ９、ｋ５・（１＋ｋ７）・ｋ１０、ｋ６・（１−ｋ８）・ｋ９、ｋ６・（１−ｋ８）・ｋ１０を、大きい値のものから順番に第１減速比Ｒ１（＝ｋ５・（１＋ｋ７）・ｋ１０）、第２減速比Ｒ２（＝ｋ６・（１−ｋ８）・ｋ１０）、第３減速比Ｒ３（＝ｋ５・（１＋ｋ７）・ｋ９）、第４減速比Ｒ４（＝ｋ６・（１−ｋ８）・ｋ９）と称する。
【００６５】
なお、本実施形態では、上記の如く、ｋ１０＝Ａ^２・ｋ９となるように変速機４９，５０の減速比ｋ９，ｋ１０の値を設定したが、必ずしもこのようにする必要はなく、基本的には、変速機４９の減速比の切換えによって第１分配器側回転伝達系が採り得る減速比Ｒ１，Ｒ３と、変速機５０の減速比の切換えによって第２分配器側回転伝達系が採り得る減速比Ｒ２，Ｒ４とが、Ｒ１＞Ｒ２＞Ｒ３＞Ｒ４となるように、ｋ５〜ｋ１０の値が設定されていればよい。また、両動力分配器４４，４５を、両者ともシングルピニオン型の遊星歯車装置で構成したり、あるいは両者ともダブルピニオン型の遊星歯車装置で構成するようにしてもよい。
【００６６】
回転規制手段７１は、前記第１実施形態の回転規制手段１０と同様、第１動力分配器４４のリングギヤ４４ａの回転を適宜阻止するためのものであり、ワンウェイクラッチ７５と係止機構７６とを備えている。これらのワンウェイクラッチ７５および係止機構７６の機能（動作）は、第１実施形態の回転規制手段１０のワンウェイクラッチ１９および係止機構２０と同様である。また、回転規制手段７２は、前記第１実施形態の回転規制手段１１と同様、第２動力分配器４５のキャリア４５ｃの回転を適宜阻止するためのものであり、ワンウェイクラッチ７７と係止機構７８とを備えている。これらのワンウェイクラッチ７５および係止機構７６の機能（動作）は、第１実施形態の回転規制手段１１のワンウェイクラッチ２１および係止機構２２と同様である。
【００６７】
回転規制手段７３，７４は本発明における回転規制手段に相当するものである。以下説明すると、回転規制手段７３は、第１モータ４６の回転軸４６ａ（第１動力分配器４４のサンギヤ４４ｓの回転軸）の所定の１方向の回転を阻止するためのワンウェイクラッチ７９と、このワンウェイクラッチ７９の機能（回転軸４６ａの１方向の回転を阻止する機能）をＯＮ／ＯＦＦする係止機構８０とを備えている。係止機構８０は、図示省略するアクチュエータを介してワンワエイクラッチ７９に摩擦力あるいは凹凸嵌合等により係脱するものである。そして、該係止機構８０は、ワンウェイクラッチ７９に係合した状態では、ワンウェイクラッチ７９の固定側部分を回転不能に係止して、該ワンウェイクラッチ７９の機能をＯＮにし、ワンウェイクラッチ７９との係合を解除した状態では、該ワンウェイクラッチ７９を第１モータ４６の回転軸４６ａと一体的に回転し得る状態として、該ワンウェイクラッチ７９の機能をＯＦＦにするものである。なお、ワンウェイクラッチ７９は、前記ワンウェイクラッチ７５，７７と同様、ラッチ機構などにより第１モータ４６の回転軸４６ａの所定方向の回転を阻止するものである。この場合、エンジン４１の出力軸４１ａの回転方向を図中の矢印Ｙ９の方向としたとき、ワンウェイクラッチ７９が、その機能のＯＮ状態において許容する回転軸４６ａの回転方向は矢印Ｙ１０の方向である。この回転軸４６ａの回転方向Ｙ１０は、後述のＣＶＴ走行において第１分配器側回転伝達系の減速比が第２分配器側回転伝達系の減速比よりも小さい場合に第１モータ４６の回転軸４６ａが回るべき方向（リングギヤ４４ｒおよびキャリア４４ｃの回転方向と逆方向）である。
【００６８】
回転規制手段７４は、第２モータ４７の回転軸４７ａ（第２動力分配器４５のサンギヤ４５ｓの回転軸）の所定の１方向の回転を阻止するためのワンウェイクラッチ８１と、このワンウェイクラッチ８１の機能（回転軸４７ａの１方向の回転を阻止する機能）をＯＮ／ＯＦＦする係止機構８２とを備えている。係止機構８２は、図示省略するアクチュエータを介してワンワエイクラッチ８１に摩擦力あるいは凹凸嵌合等により係脱するものである。そして、該係止機構８２は、前記回転規制手段７３の係止機構８０と同様に、ワンウェイクラッチ８１に係合した状態では、該ワンウェイクラッチ８１の機能をＯＮにし、ワンウェイクラッチ８１との係合を解除した状態では、該ワンウェイクラッチ８１の機能をＯＦＦにするものである。なお、ワンウェイクラッチ８１は、前記ワンウェイクラッチ７５，７７と同様、ラッチ機構などにより第２モータ４７の回転軸４７ａの所定方向の回転を阻止するものである。この場合、ワンウェイクラッチ８１が、その機能のＯＮ状態において許容する回転軸４７ａの回転方向は図中の矢印Ｙ１１の方向である。この回転軸４７ａの回転方向Ｙ１１は、後述のＣＶＴ走行において第２分配器側回転伝達系の減速比が第１分配器側回転伝達系の減速比よりも小さい場合に回転軸４７ａが回るべき方向（リングギヤ４５ｒの回転方向と同方向）である。
【００６９】
かかる本実施形態の動力伝達装置４３の制御のための構成は、前記第１実施形態と同様である。すなわち、前記図２を参照して、マイクロコンピュータ等の電子回路により構成された制御装置２５が備えられ、前記各クラッチ４８，６１，６５はそれぞれに対応して設けられたアクチュエータ２９を介して制御装置２５により制御され、係止機構７６，７８，８０，８２はそれぞれに対応して設けられたアクチュエータ３０を介して制御装置２５により制御される。また、制御装置２５は、前記第１実施形態と同様、図示しない燃料噴射装置やスロットル弁等を介してエンジン４１の運転制御を行なうと共に、モータ駆動回路２７，２８をそれぞれ介して各モータ４６，４７と蓄電器２６との間の通電制御を行なう。
【００７０】
次に本実施形態の動力伝達装置４３の作動を詳説する。エンジン４１と動力出力軸５１との間の変速（減速比の変更）を行いつつ、エンジン１の出力により車両を走行させるＣＶＴ走行（変速走行）を行う場合には、クラッチ４８は接続状態に制御される。また、前記係止機構７６，７８はそれぞれ第１動力分配器４４のリングギヤ４４ｒ、第２動力分配器４５のキャリア４５ｃの回転を阻止しない状態（開放状態）に制御される。
【００７１】
このようにクラッチ４８および係止機構７６，７８を動作させた状態で、前記制御装置２５は、車両のアクセル操作量ＡＰと車速Ｖとに応じてマップ等を用いて車両の要求走行トルクを決定すると共に、その要求走行トルクと車速Ｖとに応じてマップ等を用いて動力伝達装置３の変速域を決定する。ここで、変速域は、前記第１減速比Ｒ１と第２減速比Ｒ２との間の変速域（以下、第１変速域という）、第２減速比Ｒ２と第３減速比Ｒ３との間の変速域（以下、第２変速域という）、並びに、第３減速比Ｒ３と第４減速比Ｒ４との間の変速域（以下、第３変速域という）がある。第１変速域、第２変速域、および第３変速域は、それぞれ基本的には低車速域、中車速域、高車速域で使用する変速域である。これらの第１変速域、第２変速域、第３変速域は、それぞれ図４（ａ）の点描領域Ｘ、図４（ｂ）の点描領域Ｙ、図４（ｃ）の点描領域Ｚで変速動作が可能な変速域である。なお、これらの各図４（ａ）〜４（ｃ）において、曲線ｇ１〜ｇ４は、エンジン４１から動力出力軸５１までの減速比をそれぞれ第１減速比Ｒ１、第２減速比Ｒ２、第３減速比Ｒ３、第４減速比Ｒ４に固定して、エンジン１を最大出力で運転させた場合の走行トルクと車速Ｖとの関係を示すグラフである。また、Ｖ１〜Ｖ３はそれぞれ曲線ｇ１，ｇ２，ｇ３上でエンジン１の最大回転数に対応する車速である。
【００７２】
制御装置２５は、上記の如く決定した変速域に応じて変速機４９，５０のクラッチ６１，６５を図５〜図７で示すように動作させる。これらの図５〜図７はそれぞれ第１変速域、第２変速域、第３変速域に対応するものであり、クラッチ４８，６１，６５の動作状態が接続状態であるとき、それを黒塗りで表し、切断状態であることを白抜きで表している。なお、この黒塗り、白抜きの意味は、係止機構７６，７８並びにワンウェイクラッチ７５，７７についても同様である。クラッチ４８は、ＣＶＴ走行中は接続状態であるので図５〜図７のいずれの図でも黒塗り状態となっている。同様に、係止機構７６，７８およびワンワエイクラッチ７５，７７は、ＣＶＴ走行中は、いずれも回転を阻止しない開放状態であるので、図５〜図７のいずれの図でも白抜き状態となっている。また、黒塗り、白抜きの意味は、係止機構８０，８２についても同様であるが、これらの係止機構８０，８２の動作状態については後述する。
【００７３】
第１変速域では、図５に示すように変速機４９のクラッチ６１が高減速比回転伝達機構５９のギヤ６０ｂを部材６２に接続する状態に制御されると共に、変速機５０のクラッチ６５が高減速比回転伝達機構６４のギヤ６０ｃを部材６６に接続する状態に制御される。このとき、エンジン４１の出力トルクのうち、第１動力分配器４４に分配されるトルクは、第１動力分配器４４のキャリア４４ｃから変速機４９の高減速比回転伝達機構５９を介して動力出力軸５１に伝達され、第２動力分配器４５に分配されるトルクは、第２動力分配器４５のキャリア４５ｃから変速機５０の高減速比回転伝達機構６４を介して伝達される。また、このとき、エンジン４１の出力軸４１ａの回転方向を矢印Ｙ９の向きとすると、第１モータ４６の回転軸４６ａおよび第２モータ４７の回転軸４７ａの回転方向はそれぞれ図５の矢印Ｙ１２，Ｙ１３の向きとなる。
【００７４】
また、第２変速域では、図６に示すように変速機４９のクラッチ６１が低減速比回転伝達機構５８のギヤ５３ｂを部材６２に接続する状態に制御されると共に、変速機５０のクラッチ６５が高減速比回転伝達機構６４のギヤ６０ｃを部材６６に接続する状態に制御される。このとき、エンジン４１の出力トルクのうち、第１動力分配器４４に分配されるトルクは、第１動力分配器４４のキャリア４４ｃから変速機４９の低減速比回転伝達機構５８を介して動力出力軸５１に伝達され、第２動力分配器４５に分配されるトルクは、第１変速域の場合と同じ経路で動力出力軸５１に伝達される。また、このとき、エンジン４１の出力軸４１ａの回転方向を矢印Ｙ９の向きとすると、第１モータ４６の回転軸４６ａおよび第２モータ４７の回転軸４７ａの回転方向はそれぞれ図６の矢印Ｙ１４，Ｙ１５の向きとなる。この場合の各回転軸４６ａ，４７ａの回転方向は、第１変速域の場合と逆向きである。
【００７５】
また、第３変速域では、図７に示すように変速機４９のクラッチ６１が低減速比回転伝達機構５８のギヤ５３ｂを部材６２に接続する状態に制御されると共に、変速機５０のクラッチ６５が低減速比回転伝達機構６３のギヤ５３ｃを部材６６に接続する状態に制御される。このとき、エンジン４１の出力トルクのうち、第１動力分配器４４に分配されるトルクは、第２変速域の場合と同じ経路で動力出力軸５１に伝達され、第２動力分配器４５に分配されるトルクは、第２動力分配器４５のキャリア４５ｃから変速機５０の低減速比回転伝達機構６３を介して動力出力軸５１に伝達される。また、このとき、エンジン４１の出力軸４１ａの回転方向を矢印Ｙ９の向きとすると、第１モータ４６の回転軸４６ａおよび第２モータ４７の回転軸４７ａの回転方向はそれぞれ、前記第１変速域と同じ向き（矢印Ｙ１４，Ｙ１５の向き）となる。
【００７６】
制御装置２５は、前記第１実施形態の場合と同様に、車両の要求走行トルクと車速Ｖとに応じてエンジン４１の目標出力を決定し、さらに、その目標出力を前記決定した変速域で発生する上で最も効率のよい（最も燃料消費量が少なくなる）エンジン４１の目標出力トルクと目標回転数との組を決定する。そして、制御装置２５は、前記第１実施形態と同様に、目標出力トルクに応じてエンジン４１のスロットル弁（図示しない）の開度を制御すると共に、目標回転数と実回転数ＮＥ（検出値）との偏差に応じて目標出力トルクを補正することで、エンジン４１の目標負荷トルクを決定する。さらに、制御装置２５は、決定した目標負荷トルクと前記要求走行トルクに対応して動力出力軸５１に発生させるべき目標駆動トルクとを基に、各モータ４６，４７の目標トルクを前記式（１）、（２）と同様の次式（５）、（６）に基づいて決定する。
【００７７】
Ｔｅ＝（１／γ１）・Ｔ１＋（１／γ２）・Ｔ２ ……（５）
Ｔｖ＝γ４・Ｔ１＋γ４・Ｔ２ ……（６）
【００７８】
ここで、γ１は、エンジン４１の出力軸４１ａから第１モータ４６までの減速比、γ２は、エンジン４１の出力軸４１ａから第２モータ４７までの減速比である。これらの減速比γ１，γ２は、前記表１の符号を用いて表すと、γ１＝ｋ５・ｋ７、γ２＝ｋ６・ｋ８である。また、γ３は、第１モータ４６の回転軸４６ａから動力出力軸５１までの減速比、γ４は第２モータ４７の回転軸４７ａから動力出力軸５１までの減速比である。これらの減速比γ３，γ４は、変速域が第１〜第３のいずれの変速域であるかに応じたものとなる。具体的には、前記図５の第１変速域では、第１動力分配器４４のキャリア４４ｃから動力出力軸５１への減速比と第２動力分配器４５のキャリア４５ｃから動力出力軸５１への減速比とはいずれもｋ１０（＝高減速比回転伝達機構５９，６４の減速比）である。従って、第１モータ４６の回転軸４６ａから第１動力分配器４４のキャリア４４ｃへの減速比をｋ１１、第２モータ４７の回転軸４７ａから第２動力分配器４５のキャリア４５ｃまでの減速比をｋ１２とおくと、γ３＝ｋ１１・ｋ１０、γ４＝ｋ１２・ｋ１０である。なお、ｋ１１＝（１＋ｋ７）／ｋ７、ｋ１２＝（１−ｋ８）／ｋ８である。また、図６の第２変速域では、第１動力分配器４４のキャリア４４ｃから動力出力軸５１への減速比と第２動力分配器４５のキャリア４５ｃから動力出力軸５１への減速比とはそれぞれｋ９、ｋ１０である。従って、γ３＝ｋ１１・ｋ９、γ４＝ｋ１２・ｋ１０である。また、図７の第３変速域では、第１動力分配器４４のキャリア４４ｃから動力出力軸５１への減速比と第２動力分配器４５のキャリア４５ｃから動力出力軸５１への減速比とはいずれもｋ９（＝低減速比回転伝達機構５８，６３の減速比）である。従って、γ３＝ｋ１１・ｋ９、γ４＝ｋ１２・ｋ９である。
【００７９】
なお、本実施形態の動力伝達装置４３では、エンジン４３の出力軸４３ａの回転速度ωｅと動力出力軸５１の回転速度ωｖと各モータ４６，４７の回転軸４６ａ，４７ａのそれぞれの回転速度ω１，ω２との間には次の関係式（７）、（８）が成立する。
【００８０】
ωｅ＝Ｒａ・ωｖ−ｋ７・ω１ ……（７）
ωｅ＝Ｒｂ・ωｖ＋ｋ８・ω２ ……（８）
【００８１】
ここでＲａ，Ｒｂの組（Ｒａ，Ｒｂ）は、第１変速域では（Ｒ１，Ｒ２）、第２変速域では（Ｒ３，Ｒ２）、第３変速域では（Ｒ３，Ｒ４）である。また、ｋ７，ｋ８は前記表１に示した減速比である。そして、各変速域において、ｍａｘ（Ｒａ，Ｒｂ）＞ωｅ／ωｖ＞ｍｉｎ（Ｒａ，Ｒｂ）である。
【００８２】
制御装置２５は、各モータ４６，４７の目標トルクを決定するとき、前記の如く決定したエンジン４１の目標負荷トルクＴｅと、動力出力軸５１の目標駆動トルクＴｖとから、前記式（５）、（６）に基づいて各モータ４６，４７の目標トルクＴ１，Ｔ２を決定する。そして、制御装置２５は、この目標トルクＴ１，Ｔ２に応じて各モータ４６，４７の通電電流を制御し、その目標トルクＴ１，Ｔ２のトルクをそれぞれのモータ４６，４７に発生させる。
【００８３】
上述のようにエンジン４１、各モータ４６，４７の制御を行なったとき、第１〜第３の各変速域において、基本的には、該変速域の両端の減速比のうちの大きい方の減速比に対応するモータ４６又は４７が駆動トルク（力行トルク）を発生する駆動状態に制御され、小さい方の減速比に対応するモータ４７又は４６が回生トルクを発生する回生状態（発電状態）に制御される。具体的には、前記第１変速域では、第１モータ４６が駆動状態、第２モータ４７が回生状態に制御される。また、第２変速域では、第１モータ４６が回生状態、第２モータ４７が駆動状態に制御される。さらに第３変速域では、第１モータ４６が駆動状態、第２モータ４７が回生状態に制御される。そして、いずれの変速域においても、定常的には、前記第１実施形態と同様に、駆動状態となるモータ４６又は４７の消費電力と、回生状態となるモータ４７又は４６の発電電力とはバランスする（消費電力≒発電電力となる）。このとき、エンジン４１の出力軸４１ａと動力出力軸５１との間では、各変速域の両端の減速比の間の変速比で変速動作が行なわれつつ、前記したようにエンジン４１の出力トルクが動力出力軸５１に伝達され、車両の変速走行が行われる。
【００８４】
一方、制御装置２５は、前記回転規制手段７３，７４の係止機構８０，８２を各変速域において、基本的には図５〜図７に示した如く制御する。すなわち、第１変速域では、制御装置２５は、図５に示すように係止機構８０をワンウェイクラッチ７９に係合させずに、該ワンウェイクラッチ７９の機能をＯＦＦにすると共に、係止機構８２をワンウェイクラッチ８１に係合させて該ワンウェイクラッチ８１の機能をＯＮにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１２は、ワンウェイクラッチ７９の回転許容方向と逆向きであるが、該ワンウェイクラッチ７９の機能はＯＦＦにされているため、第１モータ４６の回転軸４６ａが支障なく矢印Ｙ１２の向きに回転できる。また、第２モータ４７の回転軸４７ａの回転方向Ｙ１３は、ワンウェイクラッチ８１の回転許容方向と同じであるので、該回転軸４７ａが支障なく矢印Ｙ１３の向きに回転できる。
【００８５】
そして、前記第１実施形態と同様に、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ８１によって、第２モータ４７の回転軸４７ａが矢印Ｙ１３と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ２・ωｖの回転速度までしか低下しない）。その結果、前記第１実施形態と同様に、第１モータ４６の回転速度が過剰に高速回転となるのが防止される。なお、第１変速域では、第１モータ４６寄りの第１分配器側回転伝達系の減速比（＝第１減速比Ｒ１）が第２モータ４７寄りの第２分配器側回転伝達系の減速比（＝第２減速比Ｒ２）よりも大きくなっている。
【００８６】
また、第２変速域では、制御装置２５は、図６に示すように、係止機構８０をワンウェイクラッチ７９に係合させて該ワンウェイクラッチ７９の機能をＯＮにすると共に、係止機構８２をワンウェイクラッチ８１に係合させずに、該ワンウェイクラッチ８１の機能をＯＦＦにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１４は、ワンウェイクラッチ７９の回転許容方向と同方向であるので、該回転軸４６ａが支障なく矢印Ｙ１４の向きに回転できる。また、第２モータ４７の回転軸４７ａの回転方向Ｙ１５は、ワンウェイクラッチ８１の回転許容方向と逆向きであるが、該ワンウェイクラッチ８１の機能はＯＦＦにされているため、第２モータ４７の回転軸４７ａが支障なく矢印Ｙ１５の向きに回転できる。
【００８７】
そして、前記第１実施形態と同様に、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ７９によって、第１モータ４６の回転軸４６ａが矢印Ｙ１４と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ３・ωｖの回転速度までしか低下しない）。その結果、前記第１実施形態と同様に、第２モータ４７の回転速度が過剰に高速回転となるのが防止される。なお、第２変速域では、第１モータ４６寄りの第１分配器側回転伝達系の減速比（＝第３減速比Ｒ３）が第２モータ４７寄りの第２分配器側回転伝達系の減速比（＝第２減速比Ｒ２）よりも小さくなっている。このため、前記第１変速域の場合と逆に、第１モータ４６の回転軸４６ａの逆転を阻止して、第２モータ４７の回転速度が高速回転になるのを防止することとなる。
【００８８】
また、第３変速域では、制御装置２５は、図７に示すように、係止機構８０をワンウェイクラッチ７９に係合させずに、該ワンウェイクラッチ７９の機能をＯＦＦにすると共に、係止機構８２をワンウェイクラッチ８１に係合させて該ワンウェイクラッチ８１の機能をＯＮにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１２、第２モータ４７の回転軸４７ａの回転方向Ｙ１３は、第１変速域と同じであり、且つ各ワンウェイクラッチ７９，８１の動作状態も第２変速域と同じであるので、第１変速域の場合と同様、各回転軸４６ａ，４７ａはそれぞれ支障なく矢印Ｙ１２，Ｙ１３の向きに回転できる。
【００８９】
そして、第１変速域の場合と同様、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ８１によって、第２モータ４７の回転軸４７ａが矢印Ｙ１３と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ４・ωｖの回転速度までしか低下しない）。その結果、第１変速域の場合と同様に、第１モータ４６の回転速度が過剰に高速回転となるのが防止される。係止機構８０をワンウェイクラッチ７９に係合させずに、該ワンウェイクラッチ７９の機能をＯＦＦにすると共に、係止機構８２をワンウェイクラッチ８１に係合させて該ワンウェイクラッチ８１の機能をＯＮにする。このとき、第１モータ４６の回転軸４６ａの回転方向Ｙ１２は、ワンウェイクラッチ７９の回転許容方向と逆向きであるが、該ワンウェイクラッチ７９の機能はＯＦＦにされているため、第１モータ４６の回転軸４６ａが支障なく矢印Ｙ１ ２の向きに回転できる。また、第２モータ４７の回転軸４７ａの回転方向Ｙ１３は、ワンウェイクラッチ８１の回転許容方向と同じであるので、該回転軸４７ａが支障なく矢印Ｙ１３の向きに回転できる。
【００９０】
そして、前記第１実施形態と同様に、エンジン４１が非作動状態になると、ＯＮ状態のワンウェイクラッチ８１によって、第２モータ４７の回転軸４７ａが矢印Ｙ１３と逆方向に回転するのが阻止されて、エンジン４１の回転速度が０まで低下するのが阻止される（エンジン４１の回転速度は、Ｒ２・ωｖの回転速度までしか低下しない）。その結果、前記第１実施形態と同様に、第１モータ４６の回転速度が過剰に高速回転となるのが防止される。なお、第３変速域では、第１モータ４６寄りの第１分配器側回転伝達系の減速比（＝第３減速比Ｒ３）が第２モータ４７寄りの第２分配器側回転伝達系の減速比（＝第４減速比Ｒ４）よりも大きくなっている。
【００９１】
また、変速域を切換える際には、次のような制御が行われる。変速域を第１変速域から第２変速域に切換えるとき、並びに第２変速域から第１変速域に切換えるときには、それぞれ図８（ａ），（ｂ）のフローチャートに示す制御処理が制御装置２５により実行される。第１変速域から第２変速域への切換えにおいては、まず、ＳＴＥＰ１ａにおいて、エンジン４１から動力出力軸５１への減速比が第１変速域の下限減速比である第２減速比Ｒ２に近づけるように各モータ４６，４７のトルクを制御する。具体的には、制御装置２５は、エンジン４１と動力出力軸５１との間の変速比を第２減速比Ｒ２に設定した場合に、車両の要求走行トルクを発生し得るエンジン１の目標出力トルクと目標回転数との組を要求走行トルクと車速Ｖ（検出値）とに基づいて決定する。そして、制御装置２５は、各変速域での定常的なＣＶＴ走行の場合と同様に、目標出力トルクに応じてエンジン１のスロットル弁（図示しない）の開度を制御すると共に、目標回転数と実回転数ＮＥ（検出値）との偏差に応じて目標出力トルクを補正することで、エンジン１の目標負荷トルクを決定する。さらに、制御装置２５は、決定した目標負荷トルクと前記要求走行トルクに対応して動力出力軸１１に発生させるべき目標駆動トルクとを基に、各モータ４６，４７の目標トルクを前記式（５）、（６）に基づいて決定する。そして、この決定した目標トルクに応じて各モータ４６，４７の通電電流を制御する。なお、この制御によって、最終的には、第１モータ４６の発生トルクはほぼ０になり、第２モータ４７の発生トルクは、エンジン１の出力トルクとほぼ釣り合うトルク（≒Ｔｅ・γ１）になる。また、第２モータ４７の回転速度はほぼ０になる。そして、エンジン１の出力トルクは、両動力分配器４４，４５のうちの第２動力分配器４６のみを介して動力出力軸５１に伝達されるようになる。
【００９２】
次いで、ＳＴＥＰ２ａにおいて、制御装置２５は、エンジン１の出力トルクが伝達されなくなる変速機４９のクラッチ６１を高減速比回転伝達機構５９のギヤ６０ｂから切り離し、該高減速比回転伝達機構５９をＯＦＦにする（高減速比回転伝達機構５９を介した回転伝達を不能にする）。さらに、ＳＴＥＰ３ａにおいて、第２モータ４７側の係止機構８２をワンウェイクラッチ８１から切り離して、該ワンウェイクラッチ８１の機能をＯＦＦにする。そして、ＳＴＥＰ４ａにおいて、エンジン４１から動力出力軸５１への減速比を第２減速比に保持する。このときエンジン４１の回転数が目標回転数に維持されるように第２モータ４７の発生トルクが調整される。そして、この状態で、ＳＴＥＰ５ａにおいて、変速機４９のクラッチ６１を低減速比回転伝達機構５８のギヤ５３ｂに接続することで、該低減速比回転伝達機構５８をＯＮにする（低減速比回転伝達機構５８を介した回転伝達を可能とする）。ＳＴＥＰ２ａ〜５ａの処理により、第１分配器側回転伝達系の減速比が第１減速比Ｒ１から第３減速比Ｒ３に変更される。
【００９３】
次いで、ＳＴＥＰ６ａにおいて、制御装置２５は、第１モータ４６側の係止機構８０をワンウェイクラッチ７９に係合させて、該ワンウェイクラッチ７９の機能をＯＮにする。これにより、ワンウェイクラッチ７９，８１は、前記図５に示した第２変速域の動作状態となる。その後は、ＳＴＥＰ７ａにおいて、制御装置２５は、動力伝達装置４３の前記した第２変速域における変速動作を行なわせる。
【００９４】
上記と逆に第２変速域から第１変速域への切換えの際には、図８（ｂ）に示す処理が制御装置２５により実行される。まず、ＳＴＥＰ１ｂにおいて、前記ＳＴＥＰ１ａと同様にエンジン４１から動力出力軸５１への減速比を第２変速域の上限減速比である第２減速比Ｒ２に近づけるように各モータ４６，４７のトルクを制御する。次いで、ＳＴＥＰ２ｂにおいて、変速機４９のクラッチ６１を低減速比回転伝達機構５８のギヤ５３ｂから切り離すことで、該低減速比回転伝達機構５８をＯＦＦにする。さらにＳＴＥＰ３ｂにおいて、第１モータ４４側の係止機構８０をワンウェイクラッチ７９から切り離すことで、該ワンウェイクラッチ７９の機能をＯＦＦにする。そして、ＳＴＥＰ４ｂにおいて、前記ＳＴＥＰ４ａと同様にエンジン４１から動力出力軸５１への減速比を第２減速比に保持する。次いで、ＳＴＥＰ５ｂにおいて、変速機４９のクラッチ６１を高減速比回転伝達機構５９のギヤ６０ｂに接続することで、該高減速比回転伝達機構５９をＯＮにする。そして、ＳＴＥＰ６ｂにおいて第２モータ４７側の係止機構８２をワンウェイクラッチ８１に係合させることで、該ワンウェイクラッチ８１の機能をＯＮにした後、ＳＴＥＰ７ｂにおいて、動力伝達装置４３の前記した第１変速域における変速動作を行なわせる。
【００９５】
第２変速域と第３変速域との間の切換えは、図９（ａ），（ｂ）に示す如く、前記した第１変速域と第２変速域との間の切換えの場合と同様の手順で行われる。以下、簡単に説明すると、第２変速域から第３変速域への切換えにおいては、図９（ａ）に示すように、まず、ＳＴＥＰ１１ａにおいて、前記ＳＴＥＰ１ａと同様の制御処理によって、エンジン４１と動力出力軸５１との間の減速比を第３減速比に近づける。次いで、ＳＴＥＰ１２ａにおいて、変速機５０のクラッチ６５をギヤ６０ｃから切り離すことで、高減速比回転伝達機構６４をＯＦＦにする。さらに、ＳＴＥＰ１３ａにおいて第１モータ４６側のワンウェイクラッチ７９の機能をＯＦＦにする。そして、ＳＴＥＰ１４ａにおいて、エンジン４１から動力出力軸５１への減速比を第３減速比に保持する。このとき、エンジン４１の回転数が目標回転数に維持されるように第１モータ４４の発生トルクが調整される。次いで、ＳＴＥＰ１５ａにおいて、変速機５０のクラッチ６５をギヤ６３ｃに接続することで、低減速回転伝達機構６３をＯＮにする。次いで、ＳＴＥＰ１６ａにおいて、第２モータ４７側のワンウェイクラッチ８１の機能をＯＮにした後、ＳＴＥＰ１７ａにおいて、動力伝達装置４３の前記した第３変速域における変速動作を行なわせる。
【００９６】
また、上記と逆に第３変速域から第２変速域への切換えの際には、図９（ｂ）に示すように、まず、ＳＴＥＰ１１ｂにおいて、エンジン５１から動力出力軸５１への減速比を第３減速比に近づけた後、ＳＴＥＰ１２ｂにおいて、変速機５０のクラッチ６５をギヤ５３ｃから切り離すことで、低減速比回転伝達機構６３をＯＦＦにする。さらに、ＳＴＥＰ１３ｂにおいて第２モータ４６側のワンウェイクラッチ８１の機能をＯＦＦにする。そして、ＳＴＥＰ１４ｂにおいて、前記ＳＴＥＰ１４ａと同様に、エンジン４１から動力出力軸５１への減速比を第３減速比に維持する。次いで、ＳＴＥＰ１５ｂにおいて、変速機５０のクラッチ６５をギヤ６０ｃに接続することで、高減速比回転伝達機構６４をＯＮにする。次いで、ＳＴＥＰ１６ｂにおいて、第１モータ４６側のワンウェイクラッチ７９の機能をＯＮにした後、ＳＴＥＰ１７ｂにおいて、動力伝達装置４３の前記した第２変速域での変速動作を行なわせる。
【００９７】
なお、本実施形態では、前記第１変速域では、図４（ａ）の車速Ｖ１よりも低い車速域では、要求走行トルクが大きい場合に、エンジン４１と動力出力軸５１との間の減速比を該第１変速域の上限減速比である第１減速比Ｒ１にする。また、第２変速域では、変速域を第１変速域に切換える際等に、図４（ｂ）の車速Ｖ２よりも低い車速域において、エンジン４１と動力出力軸５１との間の減速比を第２変速域の上限減速比である第２減速比Ｒ２にする。また、第３変速域では、変速域を第２変速域に切換える際等に、図４（ｃ）の車速Ｖ３よりも低い車速域において、エンジン４１の動力出力軸５１との間の減速比を第３変速域の上限減速比である第３減速比Ｒ３にする。そして、これらの状態では、ワンウェイクラッチ７９あるいは８１によって低減速比側のモータ（第１および第３変速域では第２モータ４７、第２変速域では第１モータ４６）の回転軸の逆転を阻止することはできない。このため、本実施形態では、第１変速域の車速Ｖ１よりも低い車速域で減速比をＲ１として車両を走行させている場合に、エンジン４１が非作動状態になったときの第１モータ４６の回転速度の最大値と、第３変速域の車速Ｖ３よりも低い車速域で減速比をＲ３として車両を走行させている場合に、エンジン４１が非作動状態になったときの第１モータ４６の回転速度の最大値とのうちの大きい方を第１モータ４６の許容最大回転速度としている。また、第２変速域の車速Ｖ２よりも低い車速域で減速比をＲ２として車両を走行させている場合に、エンジン４１が非作動状態になったときの第１モータ４６の回転速度の最大値を第２モータ４７の許容最大回転速度としている。従って、第１変速域の車速Ｖ１よりも低い車速域、あるいは第３変速域の車速Ｖ３よりも低い車速域では必ずしもワンウェイクラッチ８１の機能をＯＮにしておかなくてもよい。同様に、第２変速域の車速Ｖ２よりも低い車速域では必ずしもワンウェイクラッチ７９の機能をＯＮにしておかなくてもよい。
【００９８】
なお、本発明の要旨とするところではないので、詳細な説明は省略するが、本実施形態の動力伝達装置４３においては、前記第１実施形態と同様に、エンジン１の出力を用いずに、第１モータ４６あるいは第２モータ４７の駆動トルクで車両を走行させることもできる。この場合には、変速機５０のクラッチ６５をギヤ５３ｃ，６０ｃのいずれにも接続せずに、該変速機５０の両回転伝達機構６３，６４をＯＦＦ状態にしておく。さらに、第１動力分配器４４のリングギヤ４４ｒの回転を係止機構７６により阻止しつつ、第１モータ４６に図３の矢印Ｙ１０の方向の駆動トルクを発生させることで、その駆動トルクを動力出力軸５１に伝達して車両の走行（所謂ＥＶ走行）を行うことができる。また、例えばこの状態で、第２動力分配器４５のキャリア５ｃの回転をワンウェイクラッチ７７により阻止しつつ、第２モータ４７に矢印Ｙ１１の向きに駆動トルクを発生させることで、その駆動トルクをエンジン４１の出力軸４１ａに伝達して該エンジン４１を始動することができる。さらに、このエンジン４１の始動後、第２動力分配器４５のキャリア４５ｃの回転を係止機構７８により阻止しつつ、エンジン４１の出力トルクを第２モータ４７に伝達して、該第２モータ４７の回生発電を行うことで、第１モータ４６によるＥＶ走行を行いながら、エンジン４１の出力により第２モータ４７の回生発電（蓄電器２６の充電）を行うこと（所謂シリーズ型のＥＶ走行を行うこと）ができる。
【図面の簡単な説明】
【図１】本発明の動力伝達装置の第１実施形態を備えるハイブリッド車両の全体構成を模式的に示すシステム構成図。
【図２】第１実施形態又は第２実施形態の動力伝達装置の制御システムを示すブロック図。
【図３】本発明の動力伝達装置の第２実施形態を備えるハイブリッド車両の全体構成を模式的に示すシステム構成図。
【図４】（ａ）〜（ｃ）はそれぞれ第２実施形態の動力伝達装置の変速域を説明するためのグラフ。
【図５】第２実施形態の動力伝達装置の作動を説明するめたの図。
【図６】第２実施形態の動力伝達装置の作動を説明するための図。
【図７】第２実施形態の動力伝達装置の作動を説明するための図。
【図８】（ａ），（ｂ）は第２実施形態の動力伝達装置の変速域を第１変速域と第２変速域との間で切換える際の作動を説明するためのフローチャート。
【図９】（ａ），（ｂ）は第２実施形態の動力伝達装置の変速域を第２変速域と第３変速域との間で切換える際の作動を説明するためのフローチャート。
【符号の説明】
１，４１…エンジン、２，４２…駆動輪、３，４３…動力伝達装置、４，４４…第１動力分配器（遊星歯車装置）、５，４５…第２動力分配器（遊星歯車装置）、４ｒ，５ｒ，４４ｒ，４５ｒ…リングギヤ（入力軸）、４ｃ，５ｃ，４４ｃ，４５ｃ…キャリア（第１出力軸）、４ｓ，５ｓ，４４ｓ，４５ｓ…サンギヤ（第２出力軸）、６，４６…第１モータ、７，４７…第２モータ、４９，５０…変速機、１３，５１…動力出力軸、１２，７３，７４…回転規制手段、２３，７９，８１…ワンウェイクラッチ。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power transmission device for a hybrid vehicle including an engine, a motor, and a power distributor.
[0002]
[Prior art]
As a power transmission device for a hybrid vehicle including an engine, a motor (electric motor), and a power distributor, for example, one disclosed in Japanese Patent Application Laid-Open No. 11-301291 (Patent Document 1) is known. This hybrid vehicle includes an engine, two motors, and a power distributor (differential gear device) composed of two planetary gear devices, and the rotational driving force of the engine is connected to the input shaft of each power distributor via a gear. Distributed input. In addition, one of the two output shafts of each power distributor is connected to each of the two motors, and a driving torque (power running torque) or a regenerative torque is applied from the motor. It is like that. A rotational driving force is transmitted in parallel from the other output shaft of each power distributor to one power output shaft connected to the drive wheels of the vehicle. Furthermore, the reduction ratio of the rotation transmission system that reaches the power output shaft from the engine via one planetary gear device is different from the reduction ratio of the rotation transmission system that passes the other planetary gear device to the power output shaft. It is supposed to be. More specifically, the reduction ratio of each rotation transmission system is more specifically the reduction ratio when the rotation speed of the output shaft connected to the motor among the two output shafts of the power distributor of the rotation transmission system is zero. (Input rotation speed divided by output rotation speed). In the following description of the prior art, among the reduction ratios of the rotation transmission systems, the larger reduction ratio is referred to as a high reduction ratio, and the smaller reduction ratio is referred to as a reduction speed ratio.
[0003]
In the power transmission device of the hybrid vehicle configured as described above, one motor is set in a driving state (powering state), and the other motor is set in a regenerative state (power generation state). If they are substantially equal, in a steady state (a state where the vehicle speed is substantially constant), Tv = (ωe /) between the rotational speed ωe and torque Te of the engine and the rotational speed ωv and torque Tv of the power output shaft. The relationship ωv) · Te is established. At this time, the reduction ratio (ωe / ωv) from the engine to the power output shaft can be changed to an arbitrary value between the reduction speed ratio and the high reduction ratio by controlling the torque of each motor.
[0004]
Therefore, when the engine is driven as a vehicle propulsion source, the reduction ratio (transmission ratio) from the engine to the power output shaft can be continuously changed by controlling the torque of both motors. The same function as when a continuously variable transmission such as CVT is provided between the output shaft and the output shaft can be exhibited. In other words, the vehicle can be driven by the output of the engine while shifting between the engine and the power output shaft without providing a continuously variable transmission such as CVT. Hereinafter, this variable speed traveling may be referred to as CVT traveling.
[0005]
By the way, in the hybrid vehicle of Patent Document 1, when the engine is in an inoperative state for some reason during the CVT traveling (a state in which the engine does not generate output), the engine speed decreases to zero. At this time, the rotation speed of the rotation shaft of the motor on the high reduction ratio side is proportional to the product of the large reduction ratio and the vehicle speed. Therefore, especially in the high vehicle speed range, the rotation speed of the rotation shaft of the motor is Become fast. Therefore, the motor on the high reduction ratio side is required to have durability against high-speed rotation rather than the normal rotation speed range during CVT traveling. In addition, when the engine is deactivated, the rotational speed of the motor shaft on the high reduction ratio side becomes high speed as described above, so that the motor drive circuit (motor driver circuit) also has its current-carrying capacity. Must be secured at a capacity sufficiently larger than the normal range during CVT travel. As a result, the configuration of the motor and its drive circuit is likely to increase in size, which in turn hinders downsizing of the power transmission device.
[0006]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-301291
[0007]
[Problems to be solved by the invention]
The present invention has been made in view of such a background, and prevents the motor rotation speed from becoming excessively high even if the engine is in an inoperative state during variable speed travel (CVT travel). Therefore, an object of the present invention is to provide a power transmission device for a hybrid vehicle that can reduce the size of the power transmission device.
[0008]
[Means for Solving the Problems]
According to a first aspect of the power transmission device for a hybrid vehicle of the present invention, there are provided first and second power distributors for transmitting the rotational driving force of the engine to the input shaft, and two output shafts of the first power distributor. Rotational driving force is transmitted from the first output shaft and the first output shaft of the two output shafts of the second power distributor, and the transmitted rotational driving force is output to the driving wheels of the vehicle. A first motor that applies drive torque or regenerative torque to the output shaft, a second output shaft of the first power distributor, and a first motor that applies drive torque or regenerative torque to the second output shaft of the second power distributor. A rotation transmission system from the engine to the power output shaft via the first power distributor, and a rotation transmission system from the engine to the power output shaft via the second power distributor; Are different values for each reduction ratio In the power transmission device for a hybrid vehicle configured as described above, a reduction in which torque is applied to the second output shaft of the power distributor of the rotation transmission system on the side with the smaller reduction ratio among the first motor and the second motor. A rotation restricting means operable in a braking state for preventing the rotation of the rotation shaft of the speed ratio side motor and an open state in which the rotation shaft is freely rotatable; a reduction ratio between the reduction ratios of the two rotation transmission systems; When the engine is in an inactive state during a shift operation in which the vehicle is driven by the output of the engine while shifting between the engine and the power output shaft, the rotation restricting means is operated in a braking state. Thus, rotation of the rotating shaft of the reduction speed ratio side motor is prevented. It should be noted that the engine non-operating state is a state in which the engine cannot generate an output due to an engine fuel supply malfunction.
[0009]
In the first aspect of the invention, when the engine is in an inoperative state during the shift running, torque is applied to the second output shaft of the power distributor of the rotation transmission system on the side of the first and second motors having the smaller reduction ratio. Rotation of the rotating shaft of the reduced speed ratio side motor is prevented by the rotation restricting means. For this reason, the engine speed (the rotational speed of the output shaft of the engine) is reduced only to the speed corresponding to the vehicle speed. As a result, the rotation shaft of the motor (high reduction ratio side motor) that applies torque to the second output shaft of the power transmission device of the rotation transmission system on the side with the larger reduction ratio is prevented from rotating at an excessively high speed. Therefore, according to the first aspect of the present invention, it is possible to prevent the rotational speed of the motor from becoming excessively high even if the engine is in an inoperative state during speed change traveling. As a result, the capacity of the motor and its drive circuit can be reduced. It is possible to reduce the size of the power transmission device while keeping it to the minimum necessary.
[0010]
In the first invention, the rotation restricting means prevents the rotation shaft of the reduction speed ratio side motor from rotating in the reverse direction from the rotation direction of the rotation shaft of the reduction speed ratio side motor during the speed change traveling. It is preferable that it is constituted by a clutch (second invention).
[0011]
In other words, if the rotation restricting means is not provided, the engine speed decreases to 0 when the engine is in an inoperative state during speed change traveling. At this time, the rotational shaft of the reduction speed ratio side motor The direction of rotation is opposite to that during shifting. In other words, the rotational speed of the rotating shaft of the reduction speed ratio side motor is reversed, so that the engine speed decreases to zero. Therefore, in the second invention, the reverse rotation of the rotating shaft of the reduction speed ratio side motor is prevented by the one-way clutch. Accordingly, it is possible to reliably prevent rotation (reverse rotation) of the rotating shaft of the reduction speed ratio side motor when the engine is in an inoperative state with a simple configuration using a one-way clutch. Also, in this case, since there is no need to control the one-way clutch, when the engine is in an inactive state and the rotation shaft of the reduction speed ratio side motor tries to reverse from the rotation direction during shifting, the one-way clutch It is possible to automatically prevent rotation (reverse rotation) of the rotating shaft of the reduction speed ratio side motor without causing a delay. As a result, it is possible to reliably prevent the rotation speed of the rotary shaft of the high reduction ratio side motor from rotating at a high speed.
[0012]
In the first aspect of the present invention, when the power transmission device is configured with the reduction ratios of the respective rotation transmission systems set to constant values (fixed values), the only speed change range between the two reduction ratios (engine and power) Only within the range of values that can be taken as the speed reduction ratio with the output shaft), the vehicle can perform variable speed travel. On the other hand, at least one of the both rotation transmission systems is provided with a transmission capable of changing the reduction ratio of the rotation transmission system to a plurality of stages, so that variable speed driving in a plurality of types of speed ranges is possible. It becomes. In this case, in order to increase the energy efficiency of the power transmission device, basically, it is preferable that the shift ranges do not overlap each other. In this case, the power transmission device has a reduction ratio of the rotation transmission system on the first power distributor side larger than a reduction ratio of the rotation transmission system on the second power distributor side by changing the reduction ratio by the transmission. And a state in which the reduction ratio of the rotation transmission system on the second power distributor side is larger than the reduction ratio of the rotation transmission system on the first power distributor side. Thus, in the power transmission device having the transmission, it is preferable that the rotation restricting means is provided for each motor (third invention).
[0013]
That is, in the power transmission device according to the third aspect of the present invention, when the reduction ratio of the rotation transmission system on the first power distributor side is larger than the reduction ratio of the rotation transmission system on the second power distributor side, The motor corresponds to a reduction speed ratio side motor. Therefore, when the engine becomes inoperative, the rotation restriction means corresponding to the second motor prevents the rotation of the rotation shaft of the second motor, thereby rotating the first motor on the high reduction ratio side. It is possible to prevent the rotational speed of the shaft from becoming excessively high. Contrary to the above, in a state where the reduction ratio of the rotation transmission system on the second power distributor side is larger than the reduction ratio of the rotation transmission system on the first power distributor side, the first motor reduces the reduction speed ratio. This corresponds to the side motor. Therefore, when the engine becomes inoperative, the rotation restricting means corresponding to the first motor prevents the rotation of the rotating shaft of the first motor, thereby rotating the second motor on the high reduction ratio side. It is possible to prevent the rotational speed of the shaft from becoming excessively high.
[0014]
In the third invention, it is considered preferable that the rotation restricting means corresponding to each motor is basically configured using a one-way clutch as in the second invention. However, during the shift running in a state in which the reduction ratio of the rotation transmission system on the first power distributor side is smaller than the reduction ratio of the rotation transmission system on the second power distributor side (the first motor is a reduction speed ratio motor). The rotation direction that should be blocked by the rotation shaft of the first motor when the engine is in the non-operating state is such that the reduction ratio of the rotation transmission system on the second power distributor side is the first. During variable speed travel in a state where the speed reduction ratio of the rotation transmission system on the one power distributor side is smaller, the rotational axis of the first motor is the direction of rotation. Similarly, during the shift running in a state where the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side (the second motor is on the reduction speed ratio side). In the state corresponding to the motor), the rotation direction of the rotation shaft of the second motor when the engine is in the non-operating state is determined by the reduction ratio of the rotation transmission system on the first power distributor side. During variable speed travel in a state where the speed reduction ratio of the rotation transmission system on the second power distributor side is smaller, the rotation axis of the second motor is the direction of rotation.
[0015]
Therefore, in the third invention, the rotation restricting means corresponding to the first motor has a reduction ratio of the rotation transmission system on the first power distributor side that is smaller than a reduction ratio of the rotation transmission system on the second power distributor side. A first one-way clutch that prevents the first motor from rotating in the reverse direction from the rotation direction of the first motor during the speed change traveling in the state, and a reduction ratio of the rotation transmission system on the first power distributor side And a first one-way clutch OFF means for stopping the rotation preventing function of the first one-way clutch during the speed change traveling in a state in which is greater than the reduction ratio of the rotation transmission system on the second power distributor side, The rotation restricting means corresponding to the motor is configured such that the speed change traveling during the speed change traveling in a state where the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side. 2 motor rotation The second one-way clutch that prevents the second motor from rotating in the opposite direction from the direction, and the reduction ratio of the rotation transmission system on the second power distributor side is the reduction ratio of the rotation transmission system on the first power distributor side. It is preferable that a second one-way clutch OFF means for stopping the rotation preventing function of the second one-way clutch during the speed-change traveling in a larger state is provided (fourth invention).
[0016]
According to this, during the shift running in a state where the reduction ratio of the rotation transmission system on the first power distributor side is smaller than the reduction ratio of the rotation transmission system on the second power distributor side, the high reduction ratio side The second one-way clutch corresponding to the second motor, which is a motor, has its rotation prevention function stopped by the second one-way clutch OFF means, so that the rotation shaft of the second motor can rotate in the direction to rotate without any trouble. . Since the rotation shaft of the first motor rotates in the rotation direction allowed by the first one-way clutch, it is not necessary to stop the rotation blocking function of the first one-way clutch. If the engine becomes inoperative during this speed change traveling, the first one-way clutch prevents the reverse rotation of the rotation shaft of the first motor corresponding to the reduction speed ratio side motor. Further, it is possible to automatically prevent the rotation shaft of the second motor, which is a high reduction ratio side motor, from rotating at an excessively high speed without requiring special control.
[0017]
Further, the motor is on the high reduction ratio side during the speed change traveling in a state where the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side. Since the rotation preventing function of the first one-way clutch corresponding to the first motor is stopped by the first one-way clutch OFF means, the rotation shaft of the first motor can rotate in the direction to rotate without any trouble. Since the rotation shaft of the second motor rotates in the rotation direction allowed by the second one-way clutch, it is not necessary to stop the rotation prevention function of the second one-way clutch. If the engine becomes inoperative during this speed change traveling, the second one-way clutch prevents the reverse rotation of the rotation shaft of the second motor corresponding to the reduction speed ratio side motor, so that it is a high reduction ratio side motor. It is possible to automatically prevent the rotation shaft of the first motor from rotating at an excessively high speed without requiring special control.
[0018]
Therefore, according to the third aspect of the present invention, when the engine is in an inoperative state in each of the plurality of types of shift ranges, the rotational shaft of the motor on the high reduction ratio side is excessive with a simple configuration using the one-way clutch. High speed rotation can be prevented. As a result, it is possible to reduce the size of the power transmission device by keeping the capacity of the motor and its drive circuit to the minimum necessary.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
A power transmission device for a hybrid vehicle according to a first embodiment of the present invention will be described in detail with reference to FIGS. 1 and 2. FIG. 1 is a system configuration diagram schematically showing the overall configuration of a hybrid vehicle including a power transmission device of the present embodiment, where 1 is an engine, 2 and 2 are drive wheels of the vehicle, and 3 is a power transmission device.
[0020]
The power transmission device 3 mainly includes a first power distributor 4, a second power distributor 5, a first motor 6, a second motor 7, clutches 8 and 9, rotation restricting means 10, 11 and 12, and a power output shaft 13. As a mechanical element. The power output shaft 13 is connected to the drive wheels 2 and 2 via a gear 14 that is rotatably provided integrally therewith and a differential gear device 15 (differential bevel gear device) that meshes with the gear 14. The drive wheels 2 and 2 can rotate in conjunction with each other.
[0021]
Each of the power distributors 4 and 5 is constituted by a planetary gear device that functions as a differential gear device. In this example, each of the power distributors 4 and 5 is constituted by a single pinion type planetary gear device. That is, the outline of the configuration of the planetary gear device constituting the first power distributor 4 will be described representatively. The planetary gear device includes a plurality of planetary gears 4p (two in the figure) between the ring gear 4r and the sun gear 4s. Are arranged at intervals in the circumferential direction of the sun gear 4s, and each planetary gear 4p is meshed with both the ring gear 4r and the sun gear 4s. These planetary gears 4p are pivotally supported on the carrier 4c so as to revolve integrally around the sun gear 4s while rotating. The planetary gear unit that constitutes the second power distributor 5 has the same configuration as the first power distributor 4, and includes a ring gear 5r, a sun gear 5s, a pinion gear 5p, and a carrier 5c.
[0022]
An output shaft 1a of the engine 1 is connected to an input portion 8a of the clutch 8 so as to be rotatable integrally with the input portion 8a. A ring gear 4r as an input shaft of the first power distributor 4 is connected to the output portion 8b of the clutch 8 so as to be rotatable integrally with the output portion 8b. Therefore, rotation transmission between the output shaft 1a of the engine 1 and the ring gear 4r of the first power distributor 4 is possible in a connected state of the clutch 8 (a state where the input portion 8a and the output portion 8b are engaged and connected). It is said. In the disengaged state of the clutch 8 (the state where the input portion 8a and the output portion 8b are separated), the rotation transmission between the output shaft 1a of the engine 1 and the ring gear 4r of the first power distributor 4 is interrupted.
[0023]
Of the carrier 4c and the sun gear 4s as the two output shafts of the first power distributor 4, the carrier 4c as the first output shaft meshes with the gear 16a and a gear 16a that is rotatably provided integrally therewith. Thus, the power output shaft 13 is connected to the power output shaft 13 via a rotation transmission mechanism 16 including a gear 16b that is rotatably provided integrally with the power output shaft 13. The sun gear 4s as the second output shaft of the first power distributor 4 is coaxially connected to the rotation shaft 6a of the first motor 6 and is rotatable together with the rotation shaft 6a.
[0024]
The ring gear 5r as an input shaft of the second power distributor 5 is rotatable integrally with the gear 17c provided integrally therewith and the input portion 8a of the clutch 8 (integrated with the output shaft 1a of the engine 1). It is connected to the output shaft 1a of the engine 1 via a rotation transmission mechanism 17 composed of a gear 17a provided rotatably and an idle gear 17b meshed with these gears 17a and 17c. Has been. Of the carrier 5c and the sun gear 5s as the two output shafts of the second power distributor 5, the carrier 5c as the first output shaft is connected to the input portion 9a of the clutch 9 and is integrated with the input portion 9a. It is supposed to be rotatable. The output portion 9b of the clutch 9 is composed of a gear 18a that is rotatably provided integrally therewith, and a gear 18b that is meshed with the gear 18a and is provided rotatably integrally with the power output shaft 13. The power output shaft 13 is connected via a transmission mechanism 18. Therefore, rotation transmission between the carrier 5c of the second power distributor 5 and the power output shaft 13 is enabled in a state where the clutch 9 is connected (a state where the input portion 9a and the output portion 9b are engaged and connected). In the disengaged state of the clutch 9 (the state where the input unit 9a and the output unit 9b are separated), the rotation transmission is cut off. The sun gear 5s as the second output shaft of the second power distributor 5 is coaxially connected to the rotation shaft 7a of the second motor 7, and is rotatable together with the rotation shaft 7a.
[0025]
The disconnection / connection operation of the clutches 8 and 9 is controlled by an after-mentioned actuator (not shown in FIG. 1) by a control device 25 described later.
[0026]
Here, in this embodiment, the reduction ratio of the rotation transmission system (from the output shaft 1a of the engine 1 with the clutch 8 connected to the power output shaft 13 via the first power distributor 4 and the rotation transmission mechanism 16) ( Specifically, the reduction ratio when the rotational speed of the sun gear 4 s of the first power distributor 4 is 0) is output from the output shaft 1 a of the engine 1 via the second power distributor 5 and the rotation transmission mechanism 18. It is set to be larger than the reduction ratio of the rotation transmission system reaching the shaft 13 (specifically, the reduction ratio when the rotational speed of the sun gear 5s of the second power distributor 5 is zero). More specifically, in this embodiment, the reduction ratios from the output shaft 1a of the engine 1 to the ring gears (input shafts) 4r and 5r of the power distributors 4 and 5 are the same (“1” in this embodiment). ). Further, the gear ratios of the ring gears 4r, 5r, the sun gears 4s, 5s and the planetary gears 4p, 5p of the power distributors 4, 5 are the same for both power distributors 4, 5. At this time, the reduction ratio of the rotation transmission system (hereinafter referred to as the first distributor side rotation transmission system) from the engine 1 via the first power distributor 4 and the rotation transmission mechanism 16 to the power output shaft 13, and the engine 1 The ratio with the reduction ratio of the rotation transmission system (hereinafter referred to as the second distributor side rotation transmission system) from the second power distributor 5 and the rotation transmission mechanism 18 to the power output shaft 13 is the rotation transmission mechanism 16. Of the rotation transmission mechanism 18 (the reduction ratio from the gear 16a to the gear 16b) and the reduction ratio of the rotation transmission mechanism 18 (the reduction ratio from the gear 18a to the gear 18b). Therefore, in this embodiment, the reduction ratio of the rotation transmission mechanism 16 is larger than the reduction ratio of the rotation transmission mechanism 18. Since the reduction ratio is obtained by dividing the input side rotational speed by the output side rotational speed, the gear ratio (tooth ratio) of the gear 16b to the gear 16a of the rotation transmission mechanism 16 is the gear ratio of the rotation transmission mechanism 18 to the gear 18a. It is set to a value larger than the gear ratio (tooth ratio) of 18b.
[0027]
In this embodiment, as described above, the reduction ratios of the rotation transmission mechanisms 16 and 18 are made different so that the reduction ratios of the first and second distributor-side rotation transmission systems are made different. The gear ratios of the ring gears 4r, 5r, the sun gears 4s, 5s and the planetary gears 4p, 5p of the distributors 4 and 5 are made different between the power distributors 4 and 5, or the power distributor 4 , 5 may have different reduction ratios to the input shaft. In the following description, the reduction ratio of the first distributor-side rotation transmission system is referred to as a first reduction ratio α, and the reduction ratio of the second distributor-side rotation transmission system is referred to as a second reduction ratio β (<α). The first reduction ratio α and the second reduction ratio β are a maximum reduction ratio and a minimum reduction when shifting between the output shaft 1a of the engine 1 and the power output shaft 13 in CVT running (shift running), which will be described later. Ratio, which corresponds to a low gear and a high gear of a general transmission of a vehicle, respectively.
[0028]
The rotation restricting means 10 is for appropriately blocking the rotation of the ring gear 4r of the first power distributor 4, and a one-way clutch 19 for blocking only the rotation of the ring gear 4r in a predetermined direction, and the one-way clutch 19 includes And a locking mechanism 20 for preventing rotation of the ring gear 4r in an allowable direction. The one-way clutch 19 allows rotation of the ring gear 4a in the direction of arrow Y2 in FIG. 1, but prevents rotation of the ring gear 4a in the opposite direction by a latch mechanism (not shown). Therefore, the operating state of the one-way clutch 19 is an open state in which the ring gear 4r is allowed to rotate in the direction of the arrow Y2, and when the ring gear 4r is to rotate in the direction opposite to the direction of the arrow Y2, the rotation is reduced. The braking state to be blocked is entered. The rotation direction Y2 of the ring gear 4a allowed by the one-way clutch 19 is a direction in which the ring gear 4a should be rotated by transmission of rotation from the engine 1 when the clutch 8 is operated in a connected state while the engine 1 is operated (engine 1). 1 is the same as the rotational direction (arrow Y1) of the output shaft 1a of the engine 1 in this embodiment.
[0029]
The locking mechanism 20 prevents the rotation of the ring gear 4r by frictional engagement or uneven fitting with the ring gear 4r, and its operation is performed by an actuator (not shown in FIG. 1) by a control device 25 described later. Controlled. In this case, by engaging the locking mechanism 20 with the ring gear 4r, the operating state of the locking mechanism 20 becomes a braking state that prevents the rotation of the ring gear 4r in any direction. Then, by releasing the engagement between the locking mechanism 20 and the ring gear 4r, the operating state of the locking mechanism 20 becomes an open state that allows the rotation of the ring gear 4r in any direction. However, since the rotation of the ring gear 4r in the direction opposite to the direction of the arrow Y2 is blocked by the one-way clutch 19, the locking mechanism 20 blocks the rotation of the ring gear 4r in the direction of the arrow Y2 as necessary. Used for. Note that, in the CVT traveling described later, the operating states of the one-way clutch 19 and the locking mechanism 20 are both open states that allow the ring gear 4r to rotate.
[0030]
The rotation restricting means 11 is for appropriately blocking the rotation of the carrier 5c of the second power distributor 5, and a one-way clutch 21 for blocking only the rotation of the carrier 5c in a predetermined direction, and the one-way clutch 21 includes And a locking mechanism 22 for preventing rotation of the carrier 5c in the allowable direction. The mechanical structures of the one-way clutch 21 and the locking mechanism 22 are the same as those of the one-way clutch 19 and the locking mechanism 20 of the rotation restricting means 10, respectively. In this case, the operating state of the one-way clutch 21 is an open state in which the carrier 5c of the second power distributor 5 is allowed to rotate in the direction of arrow Y6 in FIG. When attempting to rotate in the reverse direction, a braking state is established that prevents the rotation. The rotation direction Y6 of the carrier 5c allowed by the one-way clutch 21 is such that the power output shaft 13 that rotates in conjunction with the drive wheels 2 and 2 when the clutch 9 is operated in the connected state while the vehicle is traveling forward. This is the direction in which the carrier 5c should rotate by the rotation transmission with the carrier 5c.
[0031]
Further, the locking mechanism 22 of the rotation restricting means 11 operates in a braking state that prevents the rotation of the carrier 5c by engaging it with the carrier 5c, and rotates the carrier 5c by releasing the engagement. Operates in an open state that allows The locking mechanism 22 is used to prevent the rotation of the carrier 5c in the direction opposite to the direction of the arrow Y6 allowed by the one-way clutch 21.
[0032]
The rotation restricting means 12 corresponds to the rotation restricting means in the present invention, and rotates the driving shaft 7a of the second motor 7 (the rotating shaft of the sun gear 5s of the second power distributor 5) in one predetermined direction. The one-way clutch 23 is used for blocking. Similar to the one-way clutches 19 and 21, the one-way clutch 23 prevents the drive shaft 7a of the second motor 7 from rotating in a predetermined direction by a latch mechanism or the like. In this case, the rotation direction of the drive shaft 7a allowed by the one-way clutch 23 is the direction of the arrow Y7 in the figure, and this rotation direction Y7 is the rotation direction of the carrier 5c of the second power distributor 5 in the CVT travel described later. The direction is opposite to Y6.
[0033]
In the hybrid vehicle of this embodiment, the operation control of the engine 1, the motors 6 and 7, the clutches 8 and 9, and the locking mechanisms 20 and 22 is performed by the control device 25 shown in the block diagram of FIG. Note that reference numerals with parentheses in FIG. 2 relate to a second embodiment described later. The control device 25 is constituted by an electronic circuit including a microcomputer, and controls the operation of the engine 1 via a fuel injection device, an ignition device, an actuator of a throttle valve, etc. (not shown) of the engine 1. In addition, the control device 25 controls energization of the motors 6 and 7 via motor drive circuits (power drive units) 27 and 28 that transfer power between the motors 6 and 7 and the battery 26 as a power source thereof. I do. Further, the control device 25 operates the clutches 8 and 9 to the connected state or the disconnected state via the actuators 29 provided correspondingly. The control device 25 operates the locking mechanisms 20 and 22 via actuators 30 corresponding to the locking mechanisms 20 and 22, respectively. The control device 25 does not show detection data such as the engine speed (rotation speed) NE, the throttle valve opening TH, the accelerator operation amount AP of the vehicle, and the vehicle speed V in order to perform the control process. Input from sensor.
[0034]
Next, the operation of the power transmission device 3 of this embodiment will be described in detail. When the vehicle travels (forward travel) by the output of the engine 1 while performing a shift between the engine 1 and the power output shaft 13 (change of the reduction ratio), that is, a shift travel (hereinafter referred to as CVT travel) is performed. In this case, the clutches 8 and 9 are controlled to be in the connected state under the control of the control device 25. The locking mechanisms 20 and 22 are controlled to be in an open state that does not prevent the rotation of the ring gear 4r of the first power distributor 4 and the carrier 5c of the second power distributor 5 respectively. Since the ring gear 4r of the first power distributor 4 rotates in the direction of the arrow Y2 together with the output shaft 1a of the engine 1 by setting the clutch 8 in the connected state, the one-way clutch 19 of the rotation restricting means 10 is in the released state. It becomes. Further, by setting the clutch 9 in the connected state, the carrier 5c of the second power distributor 5 rotates in the direction of the arrow Y6 in conjunction with the power output shaft 13, so that the one-way clutch 21 of the second rotation restricting means 11 is rotated. Is also open.
[0035]
With the clutches 8 and 9 and the locking mechanisms 20 and 22 thus operated, the control device 25 responds to the required travel torque and the vehicle speed V according to the required travel torque and the vehicle speed V of the vehicle. The target output of the engine 1 that can generate the energy to be generated is determined, and the operating point that is most efficient in generating the target output (the fuel consumption is minimized), that is, the target output torque of the engine 1 and A pair with the target rotational speed is determined. Then, the control device 25 controls the opening degree of the throttle valve (not shown) of the engine 1 according to the target output torque, and the target output according to the deviation between the target rotational speed and the actual rotational speed NE (detected value). The target load torque of the engine 1 is determined by correcting the torque. This target load torque is determined, for example, by correcting the target output torque based on an operation amount obtained from a deviation between the target rotational speed and the actual rotational speed NE (detected value) by a feedback control law such as a PI control law. Further, the control device 25 sets the target torques of the motors 6 and 7 as follows based on the determined target load torque and the target drive torque to be generated in the power output shaft 13 corresponding to the required travel torque. decide.
[0036]
The load torque of the engine 1 is Te, the drive torque of the power output shaft 13 is Tv, the generated torque of the first motor 6 is T1, the generated torque of the second motor 7 is T2, and the output shaft 1a of the engine 1 to the first motor 6 , The reduction ratio from the output shaft 1a of the engine 1 to the second motor 7 is k2, the reduction ratio from the rotation shaft 6a of the first motor 6 to the power output shaft 13 is k3, and the rotation of the second motor 7 When the reduction ratio from the shaft 7a to the power output shaft 13 is k4, the following expressions (1) and (2) are established in a steady state.
[0037]
Te = (1 / k1) .T1 + (1 / k2) .T2 (1)
Tv = k3 · T1 + k4 · T2 (2)
[0038]
Here, in the power transmission device 3 having the configuration of the present embodiment, among the speed reduction ratios k1, k2, k3, and k4, the speed reduction ratios k1 and k2 are the ring gears 4r and 5r and the sun gear 4s in the power distributors 4 and 5, respectively. , 5s, and the reduction ratios k3, k4 are the gear ratios of the ring gears 4r, 5r and the sun gears 4s, 5s and the gears of the rotation transmission mechanisms 16, 18 in the power distributors 4, 5, respectively. It is a constant determined by the ratio. More specifically, the gear ratio (gear number ratio) of the sun gears 4s, 5s with respect to the ring gears 4r, 5r in each of the power distributors 4, 5 is a (in this embodiment, this is for both power distributors 4, 5). The gear ratio of the gear 16b to the gear 16a of the rotation transmission mechanism 16 (the reduction ratio from the gear 16a to the gear 16b) is ka, and the gear ratio of the gear 18b to the gear 18a of the rotation transmission mechanism 18 (gear from the gear 18a to the gear is the same). If the reduction ratio to 18b is kb (<ka), k1 = k2 = a, k3 = ((1 + a) / a) · ka, and k4 = ((1 + a) / a) · kb. The first reduction ratio α and the second reduction ratio β are expressed as α = (1 + a) · ka and β = (1 + a) · kb, respectively, using a, ka, and kb.
[0039]
In CVT traveling, when determining the target torque of each of the motors 6 and 7, the control device 25 determines the target load torque of the engine 1 determined as described above (this corresponds to Te in the equation (1)), and the power output. Based on the target drive torque of the shaft 13 (which corresponds to Tv in the formula (2)), the target torques T1 and T2 of the motors 6 and 7 are determined based on the formulas (1) and (2). And the control apparatus 25 performs electricity supply control of each motor 6 and 7 according to the target torque T1, T2.
[0040]
When the engine 1 and the motors 6 and 7 are controlled as described above, basically, the first motor 6 is in a driving state that generates the driving torque (powering torque) of the target torque T1, and the second motor 7 is in the target state. It is controlled to a regenerative state (power generation state) that generates a regenerative torque of torque T2. In a steady state, the power consumption of the first motor 6 that is in the driving state and the power generation power of the second motor 7 that is in the regenerative state are balanced (power consumption≈power generation power). That is, part of the output energy of the engine 1 passes through the regenerative motor 7 and the driven motor 6 and is transmitted to the power output shaft 13. At this time, a speed change operation is performed between the engine 1 and the power output shaft 13 at a speed ratio between the first reduction ratio α and the second reduction ratio β, and the output of the engine 1 is transmitted to the power output shaft 13. And CVT travel of the vehicle is performed.
[0041]
In this case, in the power transmission device 3 of the present embodiment, when the rotation direction of the output shaft 1a of the engine 1 is the direction of the arrow Y1 in FIG. 1, the ring gear 4r, the carrier 4c, and the first motor of the first power distributor 4 6, the ring gear 5 r of the second power distributor 5, the carrier 5 c, the rotation shaft 7 a of the second motor 7, and the rotation direction of the power output shaft 13 are respectively the rotation directions of arrows Y2 to Y8 shown in FIG. Become. Since the rotation direction Y7 of the rotation shaft 7a of the second motor 7 is the rotation direction permitted by the one-way clutch 23, the operation state of the one-way clutch 23 is an open state in which the rotation of the rotation shaft 7a of the second motor 7 is permitted. It becomes. When the rotational speed of the output shaft 1a of the engine 1 is ωe (= NE), the rotational speed of the power output shaft 13 is ωv, and the rotational speeds of the rotational shafts 6a and 7a of the motors 6 and 7 are respectively ω1 and ω2. The following relational expressions (3) and (4) are established between them.
[0042]
ωe = α · ωv−a · ω1 (3)
ωe = β · ωv−a · ω2 (4)
[0043]
In CVT running, α> ωe / ωv> β.
[0044]
When the CVT traveling is performed as described above, the rotational speed ωe of the output shaft 1a of the engine 1 decreases when the engine 1 enters a non-operating state (a state where the engine 1 cannot generate an output due to a stop of fuel injection or the like). To do. At this time, if the one-way clutch 23 of the rotation restricting means 12 is not provided, the rotational speed ωe of the engine 1 finally decreases to zero. Therefore, as is clear from the equations (3) and (4), the first distributor side rotation transmission having a large reduction ratio among the first distributor side rotation transmission system and the second distributor side rotation transmission system. The rotational speed ω1 of the rotating shaft 6a of the first motor 6 that applies torque to the first power distributor 5 of the system is rotated at a high speed (ω1 = (α / a) · ωv), and at the same time, the second motor 7 The rotational speed ω2 of the rotary shaft 7a is the rotational speed in the opposite direction to that during CVT traveling. However, in the power transmission device 3 of the present embodiment, the one-way clutch 23 functions (the operation state of the one-way clutch 23 is a braking state that prevents the rotation of the rotation shaft 7a of the second motor 7), and thus the second motor 7 The rotation shaft 7a is prevented from rotating in the opposite direction to that during CVT travel. As a result, the output shaft 1a of the engine 1 decreases only to the rotational speed of β · ωv, and accordingly, the rotational speed of the rotational shaft 6a of the first motor 6 is suppressed from being rotated at a high speed. That is, when the rotational speed ωe of the output shaft 1a of the engine 1 decreases to a rotational speed of β · ωv, ω1 = ((α−β) / a) · ωv from the above equation (3). Accordingly, the rotational speed ω1 of the rotating shaft 6a of the first motor 6 is smaller by (β / a) · ωv than when the rotational speed ωe of the output shaft 1a of the engine 1 is reduced to zero.
[0045]
Thus, in the power transmission device 3 of the present embodiment, the first motor 6 on the first distributor side rotation transmission system side having a large reduction ratio is excessive even if the engine 1 becomes inactive during CVT traveling. It is possible to prevent operation at high speed. As a result, the capacity required for the first motor 6 and the motor drive circuit 27 is relaxed, and the required capacity of the first motor 6 and the motor drive circuit 27 can be reduced. As a result, the power transmission device 3 can be reduced in size and cost.
[0046]
Note that since it is not the gist of the present invention, a detailed description is omitted, but the power transmission device 3 of the present embodiment does not use the output of the engine 1 and does not use the output of the first motor 6 or the second motor 7. It is also possible to drive the vehicle with drive torque. In this case, the clutches 8 and 9 are operated in a disconnected state. Furthermore, while the rotation of the ring gear 4r of the first power distributor 4 is blocked by the locking mechanism 19, the first motor 6 generates a driving torque in the direction of the arrow Y4 in FIG. Transmission to the shaft 13 allows the vehicle to travel (so-called EV traveling). Further, for example, in this state, while the rotation of the carrier 5c of the second power distributor 5 is blocked by the one-way clutch 21, the driving torque is generated in the direction of the arrow Y7 by causing the second motor 7 to generate the driving torque. The engine 1 can be started by being transmitted to one output shaft 1a. Furthermore, after the engine 1 is started, the output torque of the engine 1 is transmitted to the second motor 7 while the rotation of the carrier 5c of the second power distributor 5 is blocked by the locking mechanism 22, and the second motor 7 By performing the regenerative power generation, regenerative power generation (charging of the battery 26) of the second motor 7 is performed by the output of the engine 1 while performing EV travel by the first motor 6 (so-called series type EV travel is performed). ) Is possible.
[0047]
Next, a second embodiment of the power transmission device for a hybrid vehicle of the present invention will be described with reference to FIGS. 3 to 9 and FIG. FIG. 3 is a system configuration diagram schematically showing the overall configuration of the hybrid vehicle including the power transmission device of the present embodiment. 41 is an engine, 42 and 42 are drive wheels of the vehicle, and 43 is a power transmission device.
[0048]
The power transmission device 43 of the present embodiment includes a first power distributor 44, a second power distributor 45, a first motor 46, a second motor 47, a clutch 48, two transmissions 49 and 50, and a power output shaft 51. , And rotation restricting means 71 to 74 are provided as main mechanical elements. The power output shaft 51 is coaxially connected to the output shaft 41 a of the engine 41 and is externally inserted into a power input shaft 52 that rotates integrally with the output shaft 41 a, and is provided so as to be rotatable relative to the power input shaft 52. It has been. The power output shaft 51 includes a gear 53a that is rotatably provided integrally therewith, an idle gear 54 that meshes with the gear 53a, and an idle gear 55 that is rotatably provided integrally with the idle gear 54. And, it is connected to the drive wheels 42 and 42 via a differential gear device 56 (differential bevel gear device) meshing with the idle gear 55, and is rotatable in conjunction with the drive wheels 42 and 42. Note that the alternate long and short dash line in the figure indicates that the gear 53a and the idle gear 54 are engaged. The gear 53a is a component of transmissions 49 and 50, the details of which will be described later.
[0049]
The first power distributor 44 includes a single pinion type planetary gear device similar to each of the power distributors 4 and 5 of the first embodiment, and includes a ring gear 44r as an input shaft and a second output shaft. Of the sun gear 44s, a plurality of pinion gears 44r disposed around the sun gear 44s at intervals, and a carrier 44c as a first output shaft that pivotally supports the pinion gears 4r. The sun gear 44s is coaxially connected to the rotation shaft 46a of the first motor 46, and is provided so as to be rotatable integrally with the rotation shaft 46a.
[0050]
The second power distributor 45 is constituted by a so-called double pinion type planetary gear device, and has a ring gear 45r as an input shaft, a sun gear 45s as a second output shaft, and a space around the sun gear 45s. A plurality of pinion gear pairs 45p (a pair of pinion gears 44pr and 44ps meshing with each other) and a carrier 45c as a first output shaft that pivotally supports the respective pinion gears 44pr and 44ps of these pinion gear pairs 45p. I have. The sun gear 45s is coaxially connected to the rotation shaft 47a of the second motor 47, and is provided so as to be rotatable integrally with the rotation shaft 47a.
[0051]
The power input shaft 52 is connected to the input portion 48a of the clutch 48 through a gear 57a that is rotatably provided integrally therewith and a gear 57b that meshes with the gear 57. The gear 57b is integrally connected to the input portion 48a of the clutch 48 so as to be freely rotatable. The gear 57b and the clutch 48 are arranged coaxially with the sun gear 44s of the first power distributor 44 on the opposite side to the first motor 46, and the output portion 48b of the clutch 48 is the ring gear 44r of the first power distributor 44. Are connected to each other in a rotatable manner. Thereby, in the connected state of the clutch 48, the rotation of the output shaft 41a of the engine 41 is transmitted to the ring gear 44r of the first power distributor 44 through the power input shaft 52, the gear 57a, the gear 57b, and the clutch 48 in this order.
[0052]
In addition to the gear 57b, the gear 57c on the power input shaft 52 meshes with a ring gear 45r of the second power distributor 45 so as to be integrally rotatable. Thereby, the rotation of the output shaft 41a of the engine 41 is transmitted to the ring gear 45r of the second power distributor 45 through the power input shaft 52, the gear 57a, and the gear 57c in this order.
[0053]
The shaft portion 45ca of the carrier 45c of the second power distributor 45 extends toward the gear 57c (on the side opposite to the second motor 47 and on the same side as the shaft portion 44ca of the carrier 44c of the first power distributor 44). Thus, it is provided so as to pass through the shaft center of the gear 57c and be rotatable relative to the gear 57c. In the present embodiment, the gear 57b and the gear 57c have the same diameter (the same number of teeth). Therefore, the reduction ratio of the rotation transmission system from the output shaft 41a of the engine 41 to the ring gear 44r that is the input shaft of the first power distributor 44, and the ring gear that is the input shaft of the second power distributor 45r from the output shaft 41a of the engine 41 The reduction ratio of the rotation transmission system up to 45r is the same.
[0054]
The shaft portion 44ca of the carrier 44c of the first power distributor 44 provided through the shaft centers of the clutch 48 and the gear 57b is connected to the power output shaft 51 via the transmission 49. The transmission 49 can change the reduction ratio of the rotation transmission from the carrier 44c to the power output shaft 51 to a plurality of stages (in this embodiment, two stages), and each carries the rotation transmission of the reduction ratio of each stage. Rotation transmission mechanisms 58 and 59 are provided. Note that the reduction ratio of the rotation transmission mechanism 58 is smaller than the reduction ratio of the rotation transmission mechanism 59. In the following description, the rotation transmission mechanisms 58 and 59 are respectively referred to as a reduced speed ratio rotation transmission mechanism 58 and a high reduction ratio. This is referred to as a specific rotation transmission mechanism 59.
[0055]
Of these rotation transmission mechanisms 58 and 59, the reduced speed ratio rotation transmission mechanism 58 includes a gear 53a on the power output shaft 51 and a gear 53b that is meshed with the gear 53a and provided coaxially with the carrier 44c. It is composed of The gear 53b is supported by the shaft portion 44ca of the carrier 44c and is provided so as to be rotatable relative to the shaft portion 44ca. The high reduction ratio rotation transmission mechanism 59 includes a gear 60a provided to be rotatable integrally with the power output shaft 51, and a gear 60b that is meshed with the gear 60a and provided coaxially with the carrier 44c. ing. The clutch 61 for cutting / connecting rotation transmission between the gear 53b and the shaft portion 44ca of the carrier 44c and cutting / connecting rotation transmission between the gear 60b and the shaft portion 44ca of the carrier 44c are both provided. It is provided between the rotation transmission mechanisms 58 and 59. The clutch 61 is movable between the gears 53b and 60b in the axial direction of the shaft portion 44ca of the carrier 44c, and is fixed to the shaft portion 44ca of the carrier 44c between the gears 53b and 60b by the movement. The member 62 and the gear 53b are connected to each other by spline coupling so as to be integrally rotatable so that the gear 53b and the carrier 44c can be integrally rotated, and the member 62 and gear 60b are integrally rotatable by spline coupling. A state in which the gear 60b and the carrier 44c can be rotated integrally with each other and the member 62 is separated from any of the gears 53b and 60b, and transmission of rotation between the carrier 44c and the gears 53b and 60b is cut off. It is possible to operate in a state (a state in which rotation transmission between the carrier 44c and the power output shaft 51 is blocked).
[0056]
Therefore, in the transmission 49, when the gear 60b and the member 62 are connected by the clutch 61, the rotation transmission from the carrier 44c to the power output shaft 51 is performed via the high reduction ratio rotation transmission mechanism 59. The reduction ratio of the rotation transmission is the reduction ratio of the high reduction ratio rotation transmission mechanism 59. Further, when the gear 53b and the member 62 are connected by the clutch 61, the rotation transmission from the carrier 44c to the power output shaft 51 is performed via the reduced speed ratio rotation transmission mechanism 58, and the reduction ratio of the rotation transmission. Is the reduction ratio of the reduced speed ratio rotation transmission mechanism 58.
[0057]
On the other hand, the shaft portion 45ca of the carrier 45c of the second power distributor 45 provided through the shaft center of the gear 57c is connected to the power output shaft 51 via the transmission 50. The transmission 50 can change the reduction ratio of rotation transmission from the carrier 45c to the power output shaft 51 to a plurality of stages (in this embodiment, two stages), and each carries rotation transmission of the reduction ratio of each stage. Rotation transmission mechanisms 63 and 64 are provided. Note that the reduction ratio of the rotation transmission mechanism 63 is smaller than the reduction ratio of the rotation transmission mechanism 64. In the following description, the rotation transmission mechanisms 63 and 64 are referred to as a reduced speed ratio rotation transmission mechanism 63 and a high reduction ratio, respectively. This is referred to as a specific rotation transmission mechanism 64.
[0058]
Of these rotation transmission mechanisms 63, 64, the reduced speed ratio rotation transmission mechanism 63 includes a gear 53a on the power output shaft 51 and a gear 53c that is meshed with the gear 53a and provided coaxially with the carrier 45c. It is composed of The gear 53c is supported by the shaft portion 45ca of the carrier 45c and is provided so as to be rotatable relative to the shaft portion 45ca. The high reduction ratio rotation transmission mechanism 64 includes a gear 60a on the power output shaft 51 and a gear 60c that is meshed with the gear 60a and provided coaxially with the carrier 45c. The clutch 65 for cutting / connecting rotation transmission between the gear 53c and the shaft 45ca of the carrier 45c and cutting / connecting rotation transmission between the gear 60c and the shaft 45ca of the carrier 45c are both provided. It is provided between the rotation transmission mechanisms 63 and 64. Like the clutch 61 of the transmission 49, the clutch 65 connects a member 66 fixed to the shaft 45ca of the carrier 45c between the gears 53c and 60c and the gear 53c so as to be integrally rotatable by spline coupling. A state in which the gear 53c and the carrier 45c can be rotated together, and a state in which the member 66 and the gear 60c are integrally connected by spline coupling so that the gear 60c and the carrier 45c can be rotated together. The member 66 is separated from any of the gears 53c and 60c, and the rotation transmission between the carrier 45c and both the gears 53c and 60c is cut off (the rotation transmission between the carrier 45c and the power output shaft 51 is cut off). Status).
[0059]
Therefore, in the transmission 50, when the gear 60c and the member 66 are connected by the clutch 65, the rotation transmission from the carrier 45c to the power output shaft 51 is performed via the high reduction ratio rotation transmission mechanism 64. The reduction ratio of the rotation transmission is the reduction ratio of the high reduction ratio rotation transmission mechanism 64. Further, when the gear 53c and the member 66 are connected by the clutch 65, the rotation transmission from the carrier 45c to the power output shaft 51 is performed via the reduced speed ratio rotation transmission mechanism 63, and the reduction ratio of the rotation transmission. Is the reduction ratio of the reduced speed ratio rotation transmission mechanism 63.
[0060]
The clutches 61 and 65 may be dog clutches or friction clutches in addition to those using spline coupling. Further, the rotation transmission mechanism of each of the transmissions 49 and 50 may transmit rotation by using, for example, a sprocket and a chain.
[0061]
In the present embodiment, the gear 53b of the reduction speed ratio rotation transmission mechanism 58 of the transmission 49 and the gear 53c of the reduction speed ratio rotation transmission mechanism 63 of the transmission 50 have the same diameter (the same number of teeth). . For this reason, the reduction ratios of the reduction gear ratio rotation transmission mechanisms 58 and 63 of both transmissions 49 and 50 are the same. Similarly, the reduction ratios of the high reduction ratio rotation transmission mechanisms 59 and 64 of both transmissions 49 and 50 are also the same.
[0062]
Here, the reduction ratio of the rotation transmission system of the power transmission device 43 of the present embodiment will be described with reference to Table 1.
[0063]
[Table 1]

[0064]
As shown in Table 1, the reduction ratio of the rotation transmission system from the output shaft 41a of the engine 41 to the ring gear 44r as the input shaft of the first power distributor 44 is k5, and the second power distributor 45 is from the output shaft 41a of the engine 41 to the second power distributor 45. K6 (k6 = k5 in this embodiment), the reduction ratio of the first power distributor 44 from the ring gear 44r to the sun gear 44s, k7, and the second power distributor. The reduction ratio from the 45 ring gear 45r to the sun gear 45s is k8. Further, the reduction ratio of the reduction transmission ratio rotation transmission mechanisms 58, 63 of both transmissions 49, 50 (gear ratio (tooth ratio) of the gear 53a to the gear 53b or 53c) is k9, and the high reduction ratio of both transmissions 49, 50 is high. The speed reduction ratio of the specific rotation transmission mechanisms 59 and 64 (gear ratio (gear ratio) of the gear 60a to the gear 60b or 60c) is set to k10 (> k9). At this time, the reduction ratio of the rotation transmission system (first distributor side rotation transmission system) from the output shaft 41 a of the engine 41 to the power output shaft 51 via the first power distributor 44 is the reduction ratio of the transmission 49. , K5 · (1 + k7) · k9 or k5 · (1 + k7) · k10 as shown in Table 1. Similarly, the reduction ratio of the rotation transmission system (second distributor side rotation transmission system) from the output shaft 41 a of the engine 41 to the power output shaft 51 via the second power distributor 45 is the reduction ratio of the transmission 50. As shown in Table 1, it becomes k6 · (1-k8) · k9 or k6 · (1-k8) · k10. Then, k10 = A so that the four kinds of reduction ratios including the first distributor side rotation transmission system and the second distributor side rotation transmission system become values in a geometric sequence. ² ・ It is set to k9. Here, A is the ratio between the reduction ratio from the output shaft 41a of the engine 41 to the carrier 44c of the first power distributor 44 and the reduction ratio from the output shaft 41a of the engine 41 to the carrier 45c of the second power distributor 45. It is. In this embodiment, since k5 = k6, A = (1 + k7) / (1-k8). K10 = A as above ² By setting the values of the reduction ratios k9 and k10 of the transmissions 49 and 50 so as to be k9, four types of reduction ratios k5 · (1 + k7) · k9, k5 · (1 + k7) · k10, k6 · When (1−k8) · k9, k6 · (1−k8) · k10 are arranged in order from the smallest, their values are in a geometric progression with different values by A. In the following, the reduction ratios k5 · (1 + k7) · k9, k5 · (1 + k7) · k10, k6 · (1-k8) · k9, k6 · (1-k8) · k10 are set in order of increasing values. Reduction ratio R1 (= k5 · (1 + k7) · k10), second reduction ratio R2 (= k6 · (1-k8) · k10), third reduction ratio R3 (= k5 · (1 + k7) · k9), fourth It is referred to as a reduction ratio R4 (= k6 · (1−k8) · k9).
[0065]
In the present embodiment, as described above, k10 = A ² Although the values of the reduction ratios k9 and k10 of the transmissions 49 and 50 are set to be k9, it is not always necessary to do this. Basically, the first distribution is performed by switching the reduction ratio of the transmission 49. The reduction ratios R1 and R3 that can be adopted by the compressor-side rotation transmission system and the reduction ratios R2 and R4 that can be adopted by the second distributor-side rotation transmission system by switching the reduction ratio of the transmission 50 are R1>R2>R3> R4. The values of k5 to k10 may be set so that Further, both the power distributors 44 and 45 may be configured by a single pinion type planetary gear device, or both may be configured by a double pinion type planetary gear device.
[0066]
Similar to the rotation restricting means 10 of the first embodiment, the rotation restricting means 71 is for appropriately preventing the rotation of the ring gear 44a of the first power distributor 44, and includes a one-way clutch 75 and a locking mechanism 76. I have. The functions (operations) of the one-way clutch 75 and the locking mechanism 76 are the same as those of the one-way clutch 19 and the locking mechanism 20 of the rotation restricting means 10 of the first embodiment. Further, the rotation restricting means 72 is for appropriately preventing the rotation of the carrier 45c of the second power distributor 45 as in the rotation restricting means 11 of the first embodiment, and the one-way clutch 77 and the locking mechanism 78. And. The functions (operations) of the one-way clutch 75 and the locking mechanism 76 are the same as those of the one-way clutch 21 and the locking mechanism 22 of the rotation restricting means 11 of the first embodiment.
[0067]
The rotation restricting means 73 and 74 correspond to the rotation restricting means in the present invention. As will be described below, the rotation restricting means 73 includes a one-way clutch 79 for preventing the rotation shaft 46a of the first motor 46 (the rotation shaft of the sun gear 44s of the first power distributor 44) from rotating in a predetermined direction. A locking mechanism 80 that turns ON / OFF the function of the one-way clutch 79 (the function of preventing rotation of the rotating shaft 46a in one direction) is provided. The locking mechanism 80 is engaged with and disengaged from the one-way clutch 79 by frictional force or uneven fitting through an actuator (not shown). When the one-way clutch 79 is engaged, the locking mechanism 80 locks the fixed side portion of the one-way clutch 79 so as not to rotate, and turns on the function of the one-way clutch 79. In the disengaged state, the one-way clutch 79 is turned off, assuming that the one-way clutch 79 can rotate integrally with the rotating shaft 46a of the first motor 46. Similar to the one-way clutches 75 and 77, the one-way clutch 79 prevents the rotation shaft 46a of the first motor 46 from rotating in a predetermined direction by a latch mechanism or the like. In this case, when the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9 in the figure, the rotation direction of the rotation shaft 46a that the one-way clutch 79 allows in the ON state of the function is the direction of the arrow Y10. . The rotation direction Y10 of the rotation shaft 46a is the rotation axis of the first motor 46 when the reduction ratio of the first distributor-side rotation transmission system is smaller than the reduction ratio of the second distributor-side rotation transmission system in CVT travel described later. This is the direction in which 46a should turn (the direction opposite to the rotation direction of the ring gear 44r and the carrier 44c).
[0068]
The rotation restricting means 74 includes a one-way clutch 81 for preventing the rotation shaft 47a of the second motor 47 (the rotation shaft of the sun gear 45s of the second power distributor 45) from rotating in a predetermined direction, and the one-way clutch 81 And a locking mechanism 82 that turns ON / OFF the function (function of preventing rotation of the rotating shaft 47a in one direction). The locking mechanism 82 is engaged with and disengaged from the one-way clutch 81 by frictional force or uneven fitting through an actuator (not shown). Then, like the locking mechanism 80 of the rotation restricting means 73, the locking mechanism 82 turns on the function of the one-way clutch 81 and engages with the one-way clutch 81 in a state where the locking mechanism 82 is engaged. In the state in which is released, the function of the one-way clutch 81 is turned off. Similar to the one-way clutches 75 and 77, the one-way clutch 81 prevents the rotation shaft 47a of the second motor 47 from rotating in a predetermined direction by a latch mechanism or the like. In this case, the rotation direction of the rotating shaft 47a that the one-way clutch 81 allows in the ON state of the function is the direction of the arrow Y11 in the drawing. The rotation direction Y11 of the rotation shaft 47a is a direction in which the rotation shaft 47a should turn when the reduction ratio of the second distributor-side rotation transmission system is smaller than the reduction ratio of the first distributor-side rotation transmission system in CVT travel described later. (The same direction as the rotation direction of the ring gear 45r).
[0069]
The configuration for controlling the power transmission device 43 of this embodiment is the same as that of the first embodiment. That is, referring to FIG. 2, a control device 25 constituted by an electronic circuit such as a microcomputer is provided, and each of the clutches 48, 61, 65 is controlled via an actuator 29 provided in correspondence therewith. Controlled by the device 25, the locking mechanisms 76, 78, 80, 82 are controlled by the control device 25 via the actuators 30 provided corresponding thereto. Similarly to the first embodiment, the control device 25 controls the operation of the engine 41 via a fuel injection device, a throttle valve, etc. (not shown), and each motor 46, via motor drive circuits 27, 28, respectively. The energization control between 47 and the battery 26 is performed.
[0070]
Next, the operation of the power transmission device 43 of this embodiment will be described in detail. When performing CVT travel (shift travel) in which the vehicle travels by the output of the engine 1 while shifting (changing the reduction ratio) between the engine 41 and the power output shaft 51, the clutch 48 is controlled to be in a connected state. Is done. The locking mechanisms 76 and 78 are controlled so as not to prevent the rotation of the ring gear 44r of the first power distributor 44 and the carrier 45c of the second power distributor 45 (open state).
[0071]
With the clutch 48 and the locking mechanisms 76 and 78 thus operated, the control device 25 determines the required travel torque of the vehicle using a map or the like according to the accelerator operation amount AP and the vehicle speed V of the vehicle. At the same time, the shift range of the power transmission device 3 is determined using a map or the like according to the required running torque and the vehicle speed V. Here, the speed range is a speed range between the first speed reduction ratio R1 and the second speed reduction ratio R2 (hereinafter referred to as the first speed change range), and between the second speed reduction ratio R2 and the third speed reduction ratio R3. There is a shift range (hereinafter referred to as a second shift range) and a shift range between the third reduction ratio R3 and the fourth reduction ratio R4 (hereinafter referred to as a third shift range). The first shift range, the second shift range, and the third shift range are basically shift ranges used in a low vehicle speed range, a medium vehicle speed range, and a high vehicle speed range, respectively. These first shift range, second shift range, and third shift range are shifted in the dotted area X in FIG. 4A, the dotted area Y in FIG. 4B, and the dotted area Z in FIG. 4C, respectively. This is a shift range in which operation is possible. 4 (a) to 4 (c), curves g1 to g4 indicate the reduction ratios from the engine 41 to the power output shaft 51, respectively, the first reduction ratio R1, the second reduction ratio R2, and the third. It is a graph which shows the relationship between the driving torque and the vehicle speed V at the time of driving the engine 1 by the maximum output, fixing to reduction ratio R3 and 4th reduction ratio R4. V1 to V3 are vehicle speeds corresponding to the maximum speed of the engine 1 on the curves g1, g2, and g3, respectively.
[0072]
The control device 25 operates the clutches 61 and 65 of the transmissions 49 and 50 as shown in FIGS. 5 to 7 in accordance with the shift range determined as described above. 5 to 7 correspond to the first shift range, the second shift range, and the third shift range, respectively, and when the operating states of the clutches 48, 61, and 65 are in the connected state, they are blackened. It is indicated by white and the cut state is indicated by white. The meanings of black and white are the same for the locking mechanisms 76 and 78 and the one-way clutches 75 and 77. Since the clutch 48 is in a connected state during CVT traveling, it is in a blackened state in any of FIGS. Similarly, the locking mechanisms 76 and 78 and the one-way clutches 75 and 77 are in an open state that does not prevent rotation during CVT traveling, and therefore are in a white state in any of FIGS. ing. The meanings of black and white are the same for the locking mechanisms 80 and 82, but the operating states of these locking mechanisms 80 and 82 will be described later.
[0073]
In the first speed range, as shown in FIG. 5, the clutch 61 of the transmission 49 is controlled so that the gear 60b of the high reduction ratio rotation transmission mechanism 59 is connected to the member 62, and the clutch 65 of the transmission 50 is high. The gear 60c of the reduction ratio rotation transmission mechanism 64 is controlled to be connected to the member 66. At this time, of the output torque of the engine 41, the torque distributed to the first power distributor 44 is output from the carrier 44c of the first power distributor 44 via the high reduction ratio rotation transmission mechanism 59 of the transmission 49. The torque transmitted to the shaft 51 and distributed to the second power distributor 45 is transmitted from the carrier 45 c of the second power distributor 45 via the high reduction ratio rotation transmission mechanism 64 of the transmission 50. At this time, if the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9, the rotation directions of the rotation shaft 46a of the first motor 46 and the rotation shaft 47a of the second motor 47 are respectively indicated by arrows Y12 and Y12 in FIG. The direction is Y13.
[0074]
Further, in the second speed range, as shown in FIG. 6, the clutch 61 of the transmission 49 is controlled so as to connect the gear 53 b of the reduced speed ratio rotation transmission mechanism 58 to the member 62, and the clutch 65 of the transmission 50. Is controlled so that the gear 60c of the high reduction ratio rotation transmission mechanism 64 is connected to the member 66. At this time, of the output torque of the engine 41, the torque distributed to the first power distributor 44 is output from the carrier 44c of the first power distributor 44 via the reduction speed ratio rotation transmission mechanism 58 of the transmission 49. The torque transmitted to the shaft 51 and distributed to the second power distributor 45 is transmitted to the power output shaft 51 through the same path as in the first shift range. At this time, if the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9, the rotation directions of the rotation shaft 46a of the first motor 46 and the rotation shaft 47a of the second motor 47 are respectively indicated by arrows Y14 and Y14 in FIG. The direction is Y15. In this case, the rotation directions of the rotation shafts 46a and 47a are opposite to those in the first shift range.
[0075]
In the third speed range, the clutch 61 of the transmission 49 is controlled so as to connect the gear 53b of the reduced speed ratio rotation transmission mechanism 58 to the member 62 and the clutch 65 of the transmission 50 as shown in FIG. Is controlled so that the gear 53c of the reduced speed ratio rotation transmission mechanism 63 is connected to the member 66. At this time, of the output torque of the engine 41, the torque distributed to the first power distributor 44 is transmitted to the power output shaft 51 through the same path as that in the second shift range, and is distributed to the second power distributor 45. The torque to be transmitted is transmitted from the carrier 45 c of the second power distributor 45 to the power output shaft 51 through the reduced speed ratio rotation transmission mechanism 63 of the transmission 50. At this time, if the rotation direction of the output shaft 41a of the engine 41 is the direction of the arrow Y9, the rotation directions of the rotation shaft 46a of the first motor 46 and the rotation shaft 47a of the second motor 47 are respectively in the first shift range. (The direction of arrows Y14 and Y15).
[0076]
As in the case of the first embodiment, the control device 25 determines the target output of the engine 41 according to the required running torque of the vehicle and the vehicle speed V, and further generates the target output in the determined shift range. Therefore, a set of the target output torque and the target rotational speed of the engine 41 that is most efficient (the fuel consumption is minimized) is determined. Then, as in the first embodiment, the control device 25 controls the opening degree of the throttle valve (not shown) of the engine 41 according to the target output torque, and at the same time the target rotational speed and the actual rotational speed NE (detected value). The target load torque of the engine 41 is determined by correcting the target output torque according to the deviation from (). Further, the control device 25 calculates the target torque of each of the motors 46 and 47 based on the determined target load torque and the target drive torque to be generated in the power output shaft 51 in response to the required travel torque. ) And (2) are determined based on the following equations (5) and (6).
[0077]
Te = (1 / γ1) · T1 + (1 / γ2) · T2 (5)
Tv = γ4 · T1 + γ4 · T2 (6)
[0078]
Here, γ1 is a reduction ratio from the output shaft 41a of the engine 41 to the first motor 46, and γ2 is a reduction ratio from the output shaft 41a of the engine 41 to the second motor 47. These reduction ratios γ1 and γ2 are expressed as γ1 = k5 · k7 and γ2 = k6 · k8, using the symbols in Table 1. Further, γ3 is a reduction ratio from the rotation shaft 46a of the first motor 46 to the power output shaft 51, and γ4 is a reduction ratio from the rotation shaft 47a of the second motor 47 to the power output shaft 51. These reduction ratios [gamma] 3 and [gamma] 4 depend on which of the first to third shift ranges the shift range is. Specifically, in the first speed change range of FIG. 5, the reduction ratio from the carrier 44 c of the first power distributor 44 to the power output shaft 51 and from the carrier 45 c of the second power distributor 45 to the power output shaft 51. The reduction ratio is k10 (= the reduction ratio of the high reduction ratio rotation transmission mechanisms 59 and 64). Accordingly, the reduction ratio from the rotation shaft 46a of the first motor 46 to the carrier 44c of the first power distributor 44 is k11, and the reduction ratio from the rotation shaft 47a of the second motor 47 to the carrier 45c of the second power distributor 45 is set. Assuming k12, γ3 = k11 · k10 and γ4 = k12 · k10. Note that k11 = (1 + k7) / k7 and k12 = (1−k8) / k8. Further, in the second speed range of FIG. 6, the reduction ratio from the carrier 44c of the first power distributor 44 to the power output shaft 51 and the reduction ratio from the carrier 45c of the second power distributor 45 to the power output shaft 51 are They are k9 and k10, respectively. Therefore, γ3 = k11 · k9 and γ4 = k12 · k10. Further, in the third speed range of FIG. 7, the reduction ratio from the carrier 44c of the first power distributor 44 to the power output shaft 51 and the reduction ratio from the carrier 45c of the second power distributor 45 to the power output shaft 51 are Both are k9 (= reduction ratio of reduced speed ratio rotation transmission mechanisms 58 and 63). Therefore, γ3 = k11 · k9 and γ4 = k12 · k9.
[0079]
In the power transmission device 43 of the present embodiment, the rotational speed ωe of the output shaft 43a of the engine 43, the rotational speed ωv of the power output shaft 51, and the rotational speeds ω1 and ω1 of the rotational shafts 46a and 47a of the motors 46 and 47, respectively. The following relational expressions (7) and (8) are established with respect to ω2.
[0080]
ωe = Ra · ωv−k7 · ω1 (7)
ωe = Rb · ωv + k8 · ω2 (8)
[0081]
Here, the set of Ra and Rb (Ra, Rb) is (R1, R2) in the first shift range, (R3, R2) in the second shift range, and (R3, R4) in the third shift range. K7 and k8 are the reduction ratios shown in Table 1 above. In each shift range, max (Ra, Rb)> ωe / ωv> min (Ra, Rb).
[0082]
When determining the target torque of each of the motors 46 and 47, the control device 25 uses the target load torque Te of the engine 41 determined as described above and the target drive torque Tv of the power output shaft 51 to determine the above equation (5), Based on (6), target torques T1 and T2 of the motors 46 and 47 are determined. The control device 25 controls the energization currents of the motors 46 and 47 according to the target torques T1 and T2, and generates the torques of the target torques T1 and T2 in the motors 46 and 47, respectively.
[0083]
When the engine 41 and the motors 46 and 47 are controlled as described above, in each of the first to third shift ranges, basically, the larger one of the reduction ratios at both ends of the shift range. The motor 46 or 47 corresponding to the ratio is controlled to a driving state in which driving torque (power running torque) is generated, and the motor 47 or 46 corresponding to the smaller reduction ratio is controlled to a regenerating state (power generation state) in which regenerative torque is generated. Is done. Specifically, in the first shift range, the first motor 46 is controlled to be in a driving state and the second motor 47 is controlled to be in a regenerative state. In the second shift range, the first motor 46 is controlled to be in a regenerative state and the second motor 47 is controlled to be in a driving state. Further, in the third speed change range, the first motor 46 is controlled to be in a driving state and the second motor 47 is controlled to be in a regenerative state. In any shift range, as in the first embodiment, the power consumption of the motor 46 or 47 that is in the driving state and the power generation power of the motor 47 or 46 that is in the regeneration state are balanced. (Power consumption ≒ Generated power). At this time, the output torque of the engine 41 is changed between the output shaft 41a of the engine 41 and the power output shaft 51 at a speed ratio between the speed reduction ratios at both ends of each speed range as described above. The vehicle is transmitted to the power output shaft 51 and the vehicle is shifted.
[0084]
On the other hand, the control device 25 basically controls the locking mechanisms 80 and 82 of the rotation restricting means 73 and 74 in each speed change range as shown in FIGS. That is, in the first shift range, the control device 25 turns off the function of the one-way clutch 79 without engaging the locking mechanism 80 with the one-way clutch 79 as shown in FIG. Is engaged with the one-way clutch 81 to turn on the function of the one-way clutch 81. At this time, the rotation direction Y12 of the rotation shaft 46a of the first motor 46 is opposite to the rotation allowable direction of the one-way clutch 79, but the function of the one-way clutch 79 is turned off. The rotating shaft 46a can rotate in the direction of the arrow Y12 without any trouble. Further, since the rotation direction Y13 of the rotation shaft 47a of the second motor 47 is the same as the rotation allowable direction of the one-way clutch 81, the rotation shaft 47a can rotate in the direction of the arrow Y13 without hindrance.
[0085]
As in the first embodiment, when the engine 41 is deactivated, the one-way clutch 81 in the ON state prevents the rotation shaft 47a of the second motor 47 from rotating in the direction opposite to the arrow Y13. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 is decreased only to the rotation speed of R2 · ωv). As a result, similarly to the first embodiment, the rotation speed of the first motor 46 is prevented from being excessively high. In the first speed range, the reduction ratio of the first distributor-side rotation transmission system near the first motor 46 (= first reduction ratio R1) is the deceleration of the second distributor-side rotation transmission system near the second motor 47. The ratio (= second reduction ratio R2) is larger.
[0086]
In the second speed range, as shown in FIG. 6, the control device 25 engages the locking mechanism 80 with the one-way clutch 79 to turn on the function of the one-way clutch 79, and Without engaging the one-way clutch 81, the function of the one-way clutch 81 is turned off. At this time, since the rotation direction Y14 of the rotation shaft 46a of the first motor 46 is the same direction as the rotation allowable direction of the one-way clutch 79, the rotation shaft 46a can rotate in the direction of the arrow Y14 without hindrance. The rotation direction Y15 of the rotation shaft 47a of the second motor 47 is opposite to the rotation allowable direction of the one-way clutch 81, but the function of the one-way clutch 81 is turned off. The shaft 47a can rotate in the direction of the arrow Y15 without hindrance.
[0087]
As in the first embodiment, when the engine 41 is deactivated, the one-way clutch 79 in the ON state prevents the rotation shaft 46a of the first motor 46 from rotating in the direction opposite to the arrow Y14. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 is decreased only to the rotation speed of R3 · ωv). As a result, as in the first embodiment, the rotation speed of the second motor 47 is prevented from being excessively high. In the second speed change range, the reduction ratio of the first distributor-side rotation transmission system near the first motor 46 (= third reduction ratio R3) is the deceleration of the second distributor-side rotation transmission system near the second motor 47. It is smaller than the ratio (= second reduction ratio R2). For this reason, contrary to the case of the first shift range, the reverse rotation of the rotation shaft 46a of the first motor 46 is prevented, and the rotation speed of the second motor 47 is prevented from becoming a high speed rotation.
[0088]
Further, in the third shift range, as shown in FIG. 7, the control device 25 turns off the function of the one-way clutch 79 without engaging the locking mechanism 80 with the one-way clutch 79, and 82 is engaged with the one-way clutch 81 to turn on the function of the one-way clutch 81. At this time, the rotation direction Y12 of the rotation shaft 46a of the first motor 46 and the rotation direction Y13 of the rotation shaft 47a of the second motor 47 are the same as those in the first shift range, and the operation states of the one-way clutches 79 and 81 are also the same. Since it is the same as the second speed change range, the rotary shafts 46a and 47a can rotate in the directions of the arrows Y12 and Y13 without hindrance as in the case of the first speed change range.
[0089]
As in the case of the first shift range, when the engine 41 is deactivated, the one-way clutch 81 in the ON state prevents the rotation shaft 47a of the second motor 47 from rotating in the direction opposite to the arrow Y13. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 is decreased only to the rotation speed of R4 · ωv). As a result, the rotation speed of the first motor 46 is prevented from excessively rotating at a high speed, as in the case of the first shift range. Without engaging the locking mechanism 80 with the one-way clutch 79, the function of the one-way clutch 79 is turned off, and the locking mechanism 82 is engaged with the one-way clutch 81 to turn on the function of the one-way clutch 81. . At this time, the rotation direction Y12 of the rotation shaft 46a of the first motor 46 is opposite to the rotation allowable direction of the one-way clutch 79, but the function of the one-way clutch 79 is turned off. The rotating shaft 46a can rotate in the direction of the arrow Y12 without any trouble. Further, since the rotation direction Y13 of the rotation shaft 47a of the second motor 47 is the same as the rotation allowable direction of the one-way clutch 81, the rotation shaft 47a can rotate in the direction of the arrow Y13 without hindrance.
[0090]
As in the first embodiment, when the engine 41 is deactivated, the one-way clutch 81 in the ON state prevents the rotation shaft 47a of the second motor 47 from rotating in the direction opposite to the arrow Y13. The rotation speed of the engine 41 is prevented from decreasing to 0 (the rotation speed of the engine 41 is decreased only to the rotation speed of R2 · ωv). As a result, similarly to the first embodiment, the rotation speed of the first motor 46 is prevented from being excessively high. In the third speed change range, the reduction ratio of the first distributor-side rotation transmission system near the first motor 46 (= third reduction ratio R3) is the deceleration of the second distributor-side rotation transmission system near the second motor 47. The ratio (= fourth reduction ratio R4) is larger.
[0091]
Further, the following control is performed when switching the shift range. When the shift range is switched from the first shift range to the second shift range, and when the shift range is switched from the second shift range to the first shift range, the control processing shown in the flowcharts of FIGS. It is executed by. In switching from the first shift range to the second shift range, first, in STEP 1a, the reduction ratio from the engine 41 to the power output shaft 51 is made closer to the second reduction ratio R2 that is the lower limit reduction ratio of the first shift range. The torques of the motors 46 and 47 are controlled. Specifically, the control device 25 sets the target output torque of the engine 1 that can generate the required running torque of the vehicle when the speed ratio between the engine 41 and the power output shaft 51 is set to the second reduction ratio R2. And the target rotational speed are determined based on the required traveling torque and the vehicle speed V (detected value). Then, the control device 25 controls the opening of the throttle valve (not shown) of the engine 1 according to the target output torque, as in the case of steady CVT traveling in each shift range, and the target rotational speed. The target load torque of the engine 1 is determined by correcting the target output torque according to the deviation from the actual rotational speed NE (detected value). Further, the control device 25 calculates the target torque of each of the motors 46 and 47 based on the determined target load torque and the target drive torque to be generated in the power output shaft 11 in accordance with the required travel torque. ) And (6). The energization currents of the motors 46 and 47 are controlled according to the determined target torque. By this control, finally, the generated torque of the first motor 46 becomes substantially zero, and the generated torque of the second motor 47 becomes a torque (≈Te · γ1) substantially balanced with the output torque of the engine 1. . Further, the rotation speed of the second motor 47 is substantially zero. The output torque of the engine 1 is transmitted to the power output shaft 51 only through the second power distributor 46 of both power distributors 44 and 45.
[0092]
Next, in STEP 2a, the control device 25 disconnects the clutch 61 of the transmission 49 from which the output torque of the engine 1 is not transmitted from the gear 60b of the high reduction ratio rotation transmission mechanism 59, and turns off the high reduction ratio rotation transmission mechanism 59. (Rotation transmission through the high reduction ratio rotation transmission mechanism 59 is disabled). Further, in STEP 3a, the locking mechanism 82 on the second motor 47 side is disconnected from the one-way clutch 81, and the function of the one-way clutch 81 is turned off. In STEP 4a, the reduction ratio from the engine 41 to the power output shaft 51 is maintained at the second reduction ratio. At this time, the torque generated by the second motor 47 is adjusted so that the rotational speed of the engine 41 is maintained at the target rotational speed. In this state, in STEP 5a, the clutch 61 of the transmission 49 is connected to the gear 53b of the reduction speed ratio rotation transmission mechanism 58, so that the reduction speed ratio rotation transmission mechanism 58 is turned ON (reduction speed ratio rotation transmission). Rotation transmission through the mechanism 58 is possible). The reduction ratio of the first distributor side rotation transmission system is changed from the first reduction ratio R1 to the third reduction ratio R3 by the processing of STEP2a to 5a.
[0093]
Next, in STEP 6a, the control device 25 engages the locking mechanism 80 on the first motor 46 side with the one-way clutch 79, and turns on the function of the one-way clutch 79. As a result, the one-way clutches 79 and 81 are in the operation state of the second shift range shown in FIG. Thereafter, in STEP 7a, the control device 25 causes the power transmission device 43 to perform a shift operation in the second shift range.
[0094]
On the contrary to the above, when switching from the second shift range to the first shift range, the processing shown in FIG. First, in STEP 1b, the torques of the motors 46 and 47 are controlled so that the reduction ratio from the engine 41 to the power output shaft 51 is close to the second reduction ratio R2, which is the upper limit reduction ratio in the second shift range, as in STEP 1a. To do. Next, in STEP 2b, the reduction speed ratio rotation transmission mechanism 58 is turned off by disconnecting the clutch 61 of the transmission 49 from the gear 53b of the reduction speed ratio rotation transmission mechanism 58. Further, in STEP 3 b, the function of the one-way clutch 79 is turned off by disconnecting the locking mechanism 80 on the first motor 44 side from the one-way clutch 79. In STEP 4b, the speed reduction ratio from the engine 41 to the power output shaft 51 is maintained at the second speed reduction ratio as in STEP 4a. Next, in STEP 5b, the clutch 61 of the transmission 49 is connected to the gear 60b of the high reduction ratio rotation transmission mechanism 59 to turn on the high reduction ratio rotation transmission mechanism 59. Then, in STEP 6b, the engagement mechanism 82 on the second motor 47 side is engaged with the one-way clutch 81 to turn on the function of the one-way clutch 81, and then in STEP 7b, the first transmission of the power transmission device 43 is performed. The gear shift operation is performed in the region.
[0095]
Switching between the second shift range and the third shift range is the same as in the case of switching between the first shift range and the second shift range as shown in FIGS. 9 (a) and 9 (b). Performed in the procedure. Briefly described below, in switching from the second shift range to the third shift range, as shown in FIG. 9A, first, in STEP 11a, the engine 41 and the power are controlled by the same control process as in STEP 1a. The reduction gear ratio with respect to the output shaft 51 is brought close to the third reduction gear ratio. Next, in STEP 12a, the high reduction ratio rotation transmission mechanism 64 is turned OFF by disconnecting the clutch 65 of the transmission 50 from the gear 60c. Further, in STEP 13a, the function of the one-way clutch 79 on the first motor 46 side is turned off. In STEP 14a, the reduction ratio from the engine 41 to the power output shaft 51 is maintained at the third reduction ratio. At this time, the torque generated by the first motor 44 is adjusted so that the rotational speed of the engine 41 is maintained at the target rotational speed. Next, in STEP 15a, the reduced speed rotation transmission mechanism 63 is turned ON by connecting the clutch 65 of the transmission 50 to the gear 63c. Next, in STEP 16a, the function of the one-way clutch 81 on the second motor 47 side is turned ON, and in STEP 17a, the power transmission device 43 performs a shifting operation in the above-described third shift region.
[0096]
In contrast to the above, when switching from the third shift range to the second shift range, as shown in FIG. 9B, first, in STEP 11b, the reduction ratio from the engine 51 to the power output shaft 51 is set. After approaching the third reduction ratio, in STEP 12b, the clutch 65 of the transmission 50 is disconnected from the gear 53c, thereby turning off the reduced speed ratio rotation transmission mechanism 63. Further, in STEP 13b, the function of the one-way clutch 81 on the second motor 46 side is turned off. In STEP 14b, as in STEP 14a, the reduction ratio from the engine 41 to the power output shaft 51 is maintained at the third reduction ratio. Next, in STEP 15b, the high reduction ratio rotation transmission mechanism 64 is turned ON by connecting the clutch 65 of the transmission 50 to the gear 60c. Next, in STEP 16b, the function of the one-way clutch 79 on the first motor 46 side is turned on, and then in STEP 17b, the power transmission device 43 performs a shift operation in the second shift range.
[0097]
In the present embodiment, the reduction ratio between the engine 41 and the power output shaft 51 when the required running torque is large in the vehicle speed range lower than the vehicle speed V1 in FIG. Is set to a first reduction ratio R1 which is an upper limit reduction ratio of the first shift range. In the second shift range, when the shift range is switched to the first shift range, the reduction ratio between the engine 41 and the power output shaft 51 is set in the vehicle speed range lower than the vehicle speed V2 in FIG. The second reduction ratio R2 that is the upper limit reduction ratio of the second shift range is set. Further, in the third speed change range, when the speed change range is switched to the second speed change range, the speed reduction ratio with the power output shaft 51 of the engine 41 is set in the vehicle speed range lower than the vehicle speed V3 in FIG. The third reduction ratio R3, which is the upper limit reduction ratio of the third speed change range, is set. In these states, the one-way clutch 79 or 81 prevents the rotation speed of the motor on the reduction speed ratio side (the second motor 47 in the first and third speed ranges and the first motor 46 in the second speed range) from being reversed. I can't do it. For this reason, in the present embodiment, the first motor 46 when the engine 41 is in an inoperative state when the vehicle is running with the reduction ratio R1 in the vehicle speed range lower than the vehicle speed V1 in the first shift range. The first motor 46 when the engine 41 is in a non-operating state when the vehicle is running with a reduction ratio R3 in a vehicle speed range lower than the vehicle speed V3 in the third speed range. The larger one of the maximum values of the rotation speeds of the first motor 46 is the allowable maximum rotation speed of the first motor 46. In addition, when the vehicle is running with a reduction ratio R2 in a vehicle speed range lower than the vehicle speed V2 in the second shift range, the maximum value of the rotation speed of the first motor 46 when the engine 41 is in an inoperative state. Is the allowable maximum rotational speed of the second motor 47. Therefore, the function of the one-way clutch 81 does not necessarily have to be turned on in a vehicle speed range lower than the vehicle speed V1 in the first shift range or a vehicle speed range lower than the vehicle speed V3 in the third shift range. Similarly, the function of the one-way clutch 79 does not necessarily have to be turned on in a vehicle speed range lower than the vehicle speed V2 in the second shift range.
[0098]
Note that since it is not the gist of the present invention, a detailed description is omitted, but in the power transmission device 43 of the present embodiment, as in the first embodiment, the output of the engine 1 is not used. It is also possible to drive the vehicle with the driving torque of the first motor 46 or the second motor 47. In this case, the clutch 65 of the transmission 50 is not connected to any of the gears 53c and 60c, and the both rotation transmission mechanisms 63 and 64 of the transmission 50 are turned off. Furthermore, while the rotation of the ring gear 44r of the first power distributor 44 is blocked by the locking mechanism 76, the first motor 46 generates a driving torque in the direction of the arrow Y10 in FIG. Transmission to the shaft 51 enables the vehicle to travel (so-called EV traveling). Further, for example, in this state, while the rotation of the carrier 5c of the second power distributor 45 is prevented by the one-way clutch 77, the second motor 47 generates the driving torque in the direction of the arrow Y11, so that the driving torque is reduced to the engine. The engine 41 can be started by being transmitted to the output shaft 41a of the engine 41. Further, after the engine 41 is started, while the rotation of the carrier 45c of the second power distributor 45 is blocked by the locking mechanism 78, the output torque of the engine 41 is transmitted to the second motor 47, and the second motor 47 By performing the regenerative power generation, the regenerative power generation (charging of the battery 26) of the second motor 47 is performed by the output of the engine 41 while performing the EV travel by the first motor 46 (so-called series type EV travel is performed). ) Is possible.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram schematically showing the overall configuration of a hybrid vehicle including a first embodiment of a power transmission device of the present invention.
FIG. 2 is a block diagram showing a control system of the power transmission device according to the first embodiment or the second embodiment.
FIG. 3 is a system configuration diagram schematically showing an overall configuration of a hybrid vehicle including a second embodiment of the power transmission device of the present invention.
FIGS. 4A to 4C are graphs for explaining a shift range of a power transmission device according to a second embodiment, respectively.
FIG. 5 is a diagram for explaining the operation of the power transmission device according to the second embodiment;
FIG. 6 is a view for explaining the operation of the power transmission device of the second embodiment.
FIG. 7 is a view for explaining the operation of the power transmission device of the second embodiment.
FIGS. 8A and 8B are flow charts for explaining an operation when the shift range of the power transmission device of the second embodiment is switched between a first shift range and a second shift range.
FIGS. 9A and 9B are flow charts for explaining an operation when the shift range of the power transmission device of the second embodiment is switched between the second shift range and the third shift range.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1,41 ... Engine, 2,42 ... Drive wheel, 3,43 ... Power transmission device, 4,44 ... First power distributor (planetary gear device), 5,45 ... Second power distributor (planetary gear device) 4r, 5r, 44r, 45r ... ring gear (input shaft), 4c, 5c, 44c, 45c ... carrier (first output shaft), 4s, 5s, 44s, 45s ... sun gear (second output shaft), 6, 46 ... 1st motor, 7, 47 ... 2nd motor, 49, 50 ... Transmission, 13, 51 ... Power output shaft, 12, 73, 74 ... Rotation restricting means, 23, 79, 81 ... One-way clutch.

Claims (4)

The first and second power distributors that transmit the rotational driving force of the engine to the input shaft, and the first output shaft and the second power distributor 2 of the two output shafts of the first power distributor. Rotational driving force is transmitted from the first output shaft of the two output shafts, and the motive power output shaft that outputs the transmitted rotational driving force to the drive wheels of the vehicle, and the second output shaft of the first power distributor A first motor for applying drive torque or regenerative torque to the second output shaft of the second power distributor, and a second motor for applying drive torque or regenerative torque to the second output shaft of the second power distributor. The rotation transmission system that reaches the power output shaft via the engine and the rotation transmission system that reaches from the engine to the power output shaft via the second power distributor are configured such that their reduction ratios are different from each other. Power transmission device for hybrid vehicle Oite,
A braking state that prevents rotation of the rotating shaft of the reduced speed ratio side motor that applies torque to the second output shaft of the power distributor of the rotation transmission system on the side of the lower speed reduction ratio of the first motor and the second motor. And a rotation restricting means operable in an open state in which the rotation shaft is rotatable,
The engine is in an inactive state during a shift operation in which the vehicle is driven by the output of the engine while performing a shift between the engine and the power output shaft at a reduction ratio between the reduction ratios of the both rotation transmission systems. In this case, the rotation restricting means is operated in a braking state to prevent the rotation of the rotating shaft of the reduction speed ratio side motor. The rotation restricting means is constituted by a one-way clutch that prevents the rotation shaft of the reduction speed ratio side motor from rotating in the reverse direction from the rotation direction of the rotation shaft of the reduction speed ratio side motor during the speed change traveling. The power transmission device for a hybrid vehicle according to claim 1. At least one rotation transmission system of the both rotation transmission systems is provided with a transmission capable of changing the reduction ratio of the rotation transmission system to a plurality of stages, and by changing the reduction ratio by the transmission, the first transmission The state in which the reduction ratio of the rotation transmission system on the power distributor side is larger than the reduction ratio of the rotation transmission system on the second power distributor side, and the reduction ratio of the rotation transmission system on the second power distributor side is the first power distribution. 2. The power transmission device for a hybrid vehicle according to claim 1, wherein the rotation restricting means is provided for each motor. The rotation restricting means corresponding to the first motor is during the variable speed traveling in a state where the reduction ratio of the rotation transmission system on the first power distributor side is smaller than the reduction ratio of the rotation transmission system on the second power distributor side. The first one-way clutch that prevents the first motor from rotating in the reverse direction from the rotation direction of the first motor at the second power distributor side and the reduction ratio of the rotation transmission system on the first power distributor side is the second power distributor side A first one-way clutch OFF means for stopping a rotation prevention function of the first one-way clutch during the speed change traveling in a state larger than a reduction ratio of the rotation transmission system of
The rotation restricting means corresponding to the second motor is during the variable speed traveling in a state where the reduction ratio of the rotation transmission system on the second power distributor side is smaller than the reduction ratio of the rotation transmission system on the first power distributor side. The second one-way clutch for preventing the second motor from rotating in the reverse direction from the rotation direction of the second motor at the first power distributor side and the reduction ratio of the rotation transmission system on the second power distributor side is 4. The hybrid according to claim 3, further comprising: a second one-way clutch OFF means for stopping a rotation blocking function of the second one-way clutch during the speed change traveling in a state where the speed reduction ratio of the rotation transmission system is larger. Vehicle power transmission device.

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