JP4427005B2 - Transmission system and power output system including the same - Google Patents

Description

  The present invention relates to a transmission system that shifts and outputs power from an engine and a power output system including the same.

  A related art of a power output system provided with a transmission system is disclosed in Patent Document 1 below. The power output system of Patent Document 1 is a hybrid power output system including an engine, first and second motor generators, and first and second planetary gears. Any two rotating elements of the sun gear, carrier and ring gear of the first planetary gear are directly connected to any two rotating elements of the sun gear, carrier and ring gear of the second planetary gear, so that four rotations are possible. A planetary gear mechanism is formed in which elements are arranged on a nomographic chart. Then, the first and second motor generators are connected to the two rotating elements located at both ends on the nomograph, the engine is connected to one of the remaining two rotating elements, and the other of the remaining two rotating elements is connected. Is the drive output section. In the power output system of Patent Document 1, the engine power is shifted from the drive output unit in a state where the torques of the first and second motor generators are applied to the two rotating elements located at both ends on the collinear diagram. Output.

  In addition, the power output system by the following patent documents 2-6 is indicated.

JP 2002-281607 A JP-A-8-308021 JP 2000-62483 A Japanese Patent Laid-Open No. 11-332018 Japanese Patent Laid-Open No. 50-20410 JP 2003-164007 A

  In Patent Document 1, when an attempt is made to widen the variable range of the gear ratio (engine rotational speed / drive output speed), the electrical path (power path) between the first motor generator and the second motor generator increases. . When this electric path is performed, power loss occurs, so that the power transmission efficiency decreases as the electric path increases. As described above, Patent Document 1 has a problem that it is difficult to improve power transmission efficiency while expanding a variable range of the gear ratio.

  It is an object of the present invention to provide a speed change system that can widen a variable range of the gear ratio and improve power transmission efficiency, and a power output system including the speed change system.

  The speed change system according to the present invention and the power output system including the same employ the following means in order to achieve the above-described object.

  The speed change system according to the present invention includes an input side rotation element, an output side rotation element, and a plurality of speed changes such that a plurality of speed change rotation elements are arranged between the input side rotation element and the output side rotation element on the collinear diagram. A mechanism in which the rotating elements for driving are combined, and the power from the engine input to the input-side rotating element is shifted in a state where torque is applied to any of the plurality of rotating elements for shifting, from the output-side rotating element A speed change mechanism capable of outputting, and a switch capable of selectively applying torques of the first and second motor generators to different rotation elements among the input side rotation element, the output side rotation element, and the plurality of speed change rotation elements. A speed change operation by the speed change mechanism is executed while changing the combination of the rotation element that applies the torque of the first and second motor generators by the switching mechanism and the plurality of combinations; And a control device that changes the combination of the rotation elements so as to include a first shift mode in which the torques of the first and second motor generators are respectively applied to the two shift rotation elements. The gist.

In one aspect of the present invention, the speed change mechanism receives power from the engine that is input to the input side rotary element that rotates reversely to the output side rotary element in a state where torque is applied to any of the plurality of speed change rotary elements. The control device shifts and outputs from the output side rotating element, and the control device includes a first rotating element, a first rotating element, an output side rotating element, and two rotating elements that rotate in reverse from each other among the plurality of shifting rotating elements. Performing a speed change operation by the speed change mechanism while changing a combination of rotating elements for applying the torque of the first and second motor generators by a switching mechanism so as to apply the torque of each of the two motor generators; and A first shift mode in which the torques of the first and second motor generators are respectively applied to two shift rotation elements that rotate in reverse to each other is included in a plurality of combinations. It is preferable to change the combination of the rotating element so that. In one aspect of the present invention, the control device applies the torque of one of the first and second motor generators to the rotation element for shifting in the plurality of combinations and the other of the first and second motor generators. It is preferable to change the combination of the rotating elements so as to include a second shift mode in which torque is applied to the output-side rotating element.

  In one aspect of the present invention, the control device applies the torque of one of the first and second motor generators to the rotation element for shifting in the plurality of combinations and the other of the first and second motor generators. It is preferable to change the combination of the rotating elements so as to include a third shift mode in which torque is applied to the input-side rotating element.

  In one aspect of the present invention, the speed change mechanism is provided with three or more speed change rotating elements, and the control device supplies the torques of the first and second motor generators in the plurality of combinations. It is preferable that the combination of the rotation elements is changed so that a fourth shift mode to be added to each of the two shift rotation elements having a different combination from the first shift mode is included.

In one aspect of the present invention, the switching mechanism can change the rotating element that applies the torque of the first motor generator without changing the rotation speed of the first motor generator. When changing the combination of the rotation elements by changing the rotation elements to which the torque of the motor generator is applied, it is preferable to change the rotation elements to which the torque of the first motor generator is applied so as not to change the rotation speed of the first motor generator. is there. In this aspect, the rotation element that applies the torque of the first motor generator by the switching mechanism without changing the rotation speed of the first motor generator is connected to each other among the input side rotation element, the output side rotation element, and the plurality of speed change rotation elements. as it can be changed between two first change rotary element counter-rotating, any of the first first change rotary element via the synchronous rotation element for the torque of the first motor-generator reverses its direction Is preferably added. Furthermore, it is preferable that an idler gear for reversing the direction in which the torque of the first motor generator is applied is provided as the first synchronization rotating element.

In one aspect of the present invention, the switching mechanism can change the rotating element that applies the torque of the second motor generator without changing the rotational speed of the second motor generator. When changing the combination of the rotating elements by changing the rotating elements to which the torque of the motor generator is applied, it is preferable to change the rotating elements to which the torque of the second motor generator is applied so as not to change the rotation speed of the second motor generator. is there. In this aspect, the rotation elements that apply the torque of the second motor generator by the switching mechanism without changing the rotation speed of the second motor generator are connected to each other among the input side rotation element, the output side rotation element, and the plurality of speed change rotation elements. as it can be changed between two second modified rotary element counter-rotating, any of the second rotating element for the second change via the synchronous rotation element for the torque of the second motor-generator reverses its direction Is preferably added. Furthermore, it is preferable that an idler gear for reversing the direction in which the torque of the second motor generator is applied is provided as the second synchronizing rotation element.

  In one aspect of the present invention, the switching mechanism couples the rotating element that couples the first motor generator and the second motor generator among the input-side rotating element, the output-side rotating element, and the plurality of speed-changing rotating elements. It is possible to selectively switch at least one of the rotating elements, and the control device switches at least one of the rotating element that couples the first motor generator and the rotating element that couples the second motor generator by the switching mechanism, It is preferable to change the combination of the rotating elements.

  In one aspect of the present invention, the control device performs a regenerative operation of one of the first and second motor generators when both of the rotating elements coupled with the first and second motor generators are rotating by the switching mechanism. At the same time, it is preferable to perform the speed change operation by the speed change mechanism while performing an electric path for powering the other of the first and second motor generators. In this aspect, the rotational direction of each speed change rotation element starts from the time when the ratio of the rotation speed of the input side rotation element and the rotation speed of the output side rotation element exceeds the value set corresponding to each rotation direction. The control device couples one of the first and second motor generators to any one of the speed change rotation element and the input rotation element that rotates in the reverse direction. And the power running operation with the other of the first and second motor generators coupled to either one of the rotation element for shifting and the rotating element for output rotating in the forward rotation direction. Is preferred.

  In one aspect of the present invention, the control device regenerates both the first and second motor generators in a state where the first and second motor generators are coupled to different rotating elements by the switching mechanism, It is preferable to perform a regenerative operation for regenerating the energy of the load coupled to the output side rotating element. In this aspect, the control device preferably changes the combination of the rotating elements that couple the first and second motor generators by the switching mechanism when the regenerative operation is performed.

  In one aspect of the present invention, the control device applies the torque of one of the first and second motor generators to any one of the rotational elements for shifting, and the first and second motor generators by the switching mechanism. It is preferable to change the combination of the rotating elements by switching the rotating elements that couple the other of the rotating elements.

  In one aspect of the present invention, the control device controls the other torque of the first and second motor generators to be substantially zero, and the rotating element couples the other of the first and second motor generators with the switching mechanism. Is preferably switched. In this aspect, the control device controls the torque of the other of the first and second motor generators to 0 when the rotation of the rotating element to which the torque of one of the first and second motor generators is applied substantially stops. Is preferred.

  Further, in one aspect of the present invention, each of the rotational elements for shifting has a ratio between the rotational speed of the input side rotational element and the rotational speed of the output side rotational element that exceeds a value set corresponding to each of the rotational speed elements. The rotation device is a rotation element whose rotation direction is reversed from the normal rotation direction to the reverse rotation direction. When the control device switches the rotation element that couples the other of the first and second motor generators by the switching mechanism, the rotation element before switching is In the case of any one of the rotation element for shifting and the rotating element for output rotating in the rotation direction, the other of the first and second motor generators is connected to the rotation element for shifting and the rotation element for input rotating in the reverse rotation direction. If the rotation element before switching is one of the rotation element for shifting and the rotation element for input rotating in the reverse rotation direction, the other of the first and second motor generators is connected. Forward rotation It is preferred to bind to any one of a shifting rotary element and the output rotating element rotating the direction. In this aspect, the control device, when the other of the first and second motor generators is coupled to any one of the rotation element for speed rotation and the rotation element for input that rotates in the reverse rotation direction, One and the other of the two motor generators are respectively operated in power and regenerative operation, and the other of the first and second motor generators is set to one of the rotation element for speed change and the rotation element for output rotating in the forward rotation direction. When coupled, it is preferable that one and the other of the first and second motor generators are regeneratively operated and power running, respectively.

Further, in one aspect of the present invention, a rotating element that reversely rotates a rotating element that couples the other of the first and second motor generators by a switching mechanism without changing the other rotating speed of the first and second motor generators. as it can be switched between, that the other of the first and second motor generator is coupled to the rotating element after the rotation element or switching before switching through the synchronous rotary element for reversing the direction of torque Is preferred.

  In the aspect of the invention, the switching mechanism may couple the first motor generator to the input side rotation element, the output side rotation element, and two first coupling rotation elements among the plurality of speed change rotation elements. It is possible, and it is preferable that the control device fixes the gear ratio by coupling the first motor generator to the two first coupling rotary elements by the switching mechanism. In this aspect, the first motor generator rotates via the first synchronization rotation element so that the first motor generator can be coupled to two first coupling rotation elements having different rotation speeds by the switching mechanism. Suitably coupled to any of the elements.

  In the aspect of the invention, the switching mechanism may couple the second motor generator to the input side rotation element, the output side rotation element, and two second coupling rotation elements among the plurality of speed change rotation elements. It is possible, and it is preferable that the control device fixes the speed ratio by coupling the second motor generator to the two second coupling rotating elements by the switching mechanism. In this aspect, the second motor generator rotates via the second synchronization rotating element so that the second motor generator can be coupled to two second coupling rotating elements having different rotation speeds by the switching mechanism. Suitably coupled to any of the elements.

  In one aspect of the present invention, a coupling mechanism that switches a coupling state between the first motor generator and the second motor generator is provided, and the control device couples the first and second motor generators to different rotating elements by the switching mechanism. In this state, it is preferable to fix the gear ratio by coupling the first motor generator and the second motor generator by the coupling mechanism.

  In one aspect of the present invention, the control device executes a speed change operation by the speed change mechanism while changing the combination of the rotation elements according to the ratio of the rotation speed of the input side rotation element and the rotation speed of the output side rotation element. It is preferable to do.

  In one aspect of the present invention, the speed change mechanism is a planetary gear mechanism that includes a plurality of planetary gears each including a sun gear, a carrier, and a ring gear as rotation elements, and the planetary gear mechanism has two degrees of freedom. One of the rotating elements of each planetary gear has a planetary gear mechanism coupled or shared with one of the rotating elements of the other planetary gear so as to have a degree of freedom of rotation, and the input side rotating element and the output side rotating element, It is preferable that the plurality of transmission rotating elements are constituted by rotating elements of the planetary gear mechanism.

  Further, the speed change system according to the present invention includes an input side rotation element, an output side rotation element, and a speed change rotation so that the speed change rotation element is disposed between the input side rotation element and the output side rotation element on the nomograph. This mechanism is a combination of elements, and the power from the engine input to the input side rotating element can be shifted and output from the output side rotating element while the torque of the first motor generator is applied to the speed changing rotating element. And a second motor generator that can selectively apply the torque of the second motor generator to either the input-side rotating element or the output-side rotating element and that applies the torque of the second motor generator. Switching mechanism that can be changed without changing the rotation speed of the motor, and a speed change mechanism while changing the rotating element that applies the torque of the second motor generator by the switching mechanism Run the gear shift operation by, and at the time of change of the rotating element and summarized in that and a control unit for changing the rotational element so as not to change the rotational speed of the second motor generator.

In one aspect of the present invention, the speed change mechanism receives power from the engine input to the input side rotation element that rotates in the reverse direction to the output side rotation element in a state where the torque of the first motor generator is applied to the speed change rotation element. The control device shifts and outputs from the output side rotating element, and the control device applies the torque of the second motor generator to the rotating element that rotates reversely to the shifting rotating element among the input side rotating element and the output side rotating element. Rotation that changes the rotation element that applies the torque of the second motor generator by the switching mechanism while executing a speed change operation by the speed change mechanism, and that applies the torque of the second motor generator by the switching mechanism without changing the rotation speed of the second motor generator. as elements that can change, each other via the synchronous rotation element for the torque of the second motor-generator reverses its direction It is added to any of the input side rotary element and the output side rotating element rotating in the opposite direction are preferred. In this aspect, it is preferable that an idler gear for reversing the direction in which the torque of the second motor generator is applied is provided as the synchronizing rotation element.

  Further, in one aspect of the present invention, the switching mechanism can selectively switch the rotating element that couples the second motor generator among the input-side rotating element and the output-side rotating element. It is preferable to change the rotation element to which the torque of the second motor generator is applied by switching the rotation element to which the second motor generator is coupled by the switching mechanism in a state where the torque of the first motor generator is applied to the rotation element for shifting. It is.

  In one aspect of the present invention, the control device regenerates one of the first and second motor generators when both the rotating element for shifting and the rotating element coupled to the second motor generator by the switching mechanism are rotating. It is preferable to perform a speed change operation by the speed change mechanism while performing an electric path for driving and driving the other of the first and second motor generators. In this aspect, the control device performs the regenerative operation of the first motor generator and the power running operation of the second motor generator in a state where the second motor generator is coupled to the output side rotation element by the switching mechanism, and the second motor is operated by the switching mechanism. In a state where the generator is coupled to the input side rotating element, it is preferable to perform the regenerative operation of the second motor generator and the power running operation of the first motor generator.

  In the aspect of the present invention, it is preferable that the control device switches the rotating element coupled to the second motor generator by the switching mechanism when the torque of the second motor generator is controlled to be substantially zero. In this aspect, it is preferable that the control device controls the torque of the second motor generator to 0 when the rotation of the speed changing rotary element to which the torque of the first motor generator is applied substantially stops.

  Further, the power output system according to the present invention includes an engine capable of generating power, first and second motor generators capable of power running and regenerative operation, and a transmission system according to the present invention. To do.

  In one aspect of the present invention, it is preferable that the torque of the third motor generator can be applied to the output side rotating element. In this aspect, it is preferable that the control device performs a regenerative operation for regenerating the energy of the load coupled to the output side rotation element by performing a regenerative operation of the third motor generator.

  Further, in one aspect of the present invention, a rotation restraint mechanism capable of restraining the rotation of the engine is provided, and the control device controls any of the first and second motor generators in a state where the rotation of the engine is restrained by the rotation restraint mechanism. It is preferable to execute a motor driving operation for driving the output side rotating element with such power.

  According to the present invention, even if the gear ratio is changed over a wide range by changing the combination of the rotating elements of the speed change mechanism that applies torque of the first and second motor generators, the first motor generator and the second motor generator It is possible to reduce the electric path (power path) between them, and to reduce power loss when operating the first and second motor generators. As a result, the variable range of the gear ratio can be expanded and the power transmission efficiency can be improved.

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

"Configuration of the embodiment"
FIG. 1 is a diagram illustrating a schematic configuration of a power output system including a transmission system according to an embodiment of the present invention. The power output system according to the present embodiment is a hybrid power output system, and is described below, an engine ENG, motor generators MG1 and MG2, a speed change mechanism SGM, power interrupt mechanisms CLT1 and CLT2, a rotation restraint mechanism LCK, and a controller. It has CONT. As an application example of the power output system according to the present embodiment, an example applied to a vehicle drive system can be given.

  The output shaft of the engine ENG capable of generating power is coupled to the speed change mechanism SGM, and the power generated by the engine ENG is transmitted to the speed change mechanism SGM. On the other hand, the rotors of motor generators MG1, MG2 capable of power running operation and regenerative operation are coupled to conversion gears TRG11, TRG12, respectively, and the power generated by motor generators MG1, MG2 is transmitted to conversion gears TRG11, TRG12, respectively. The

  The speed change mechanism SGM includes planetary gear mechanisms each formed of a plurality of planetary gears each including a sun gear, a carrier, and a ring gear as rotating elements. In the configuration example shown in FIG. 1, in the speed change mechanism SGM, the planetary gear including the sun gear SG1, the carrier CR1, and the ring gear RG1 as rotating elements, the single pinion planetary gear, and the double pinion planetary gear share the carrier and the ring gear. The structure includes a sun gear SG2, SG3, a carrier CR2, and a Ravigneaux type planetary gear including a ring gear RG2 as rotating elements. Sun gear SG1 and sun gear SG2 are coupled, and ring gear RG1 and carrier CR2 are coupled. The sun gears SG1 and SG2 are coupled to the output shaft of the engine ENG, and the sun gear SG3 is coupled to the output gear OUT. Further, the ring gear RG2 meshes with the transmission gear TRG2 on the outer periphery thereof, and the carrier CR2 meshes with the transmission gear TRG3. The output gear OUT meshes with the transmission gear TRG1 via the synchronous gear SYG1, and the carrier CR1 meshes with the transmission gear TRG4 via the synchronous gear SYG2.

  The power interrupt mechanism CLT1 performs power interrupt between the two by switching the coupling state between the conversion gear TRG11 and the transmission gears TRG1 and TRG3. When the conversion gear TRG11 and the transmission gear TRG1 are coupled by the power interrupt mechanism CLT1, the motor generator MG1 and the output gear OUT are coupled via the synchronous gear SYG1, and the torque of the motor generator MG1 is output via the synchronous gear SYG1. Join the gear OUT. The synchronous gear SYG1 here is configured as an idler gear for reversing the direction in which the torque of the motor generator MG1 is applied. On the other hand, when conversion gear TRG11 and transmission gear TRG3 are coupled by power interrupt mechanism CLT1, motor generator MG1 and carrier CR2 are coupled, and the torque of motor generator MG1 is applied to carrier CR2. The power interrupt mechanism CLT1 here may be configured such that the motor generator MG1 can be coupled to either the output gear OUT or the carrier CR2, or the motor generator MG1 can be coupled to the output gear OUT and the carrier. You may comprise so that it can couple | bond with both of CR2.

  The power interrupt mechanism CLT2 performs power interrupt between the two by switching the coupling state between the conversion gear TRG12 and the transmission gears TRG2 and TRG4. When conversion gear TRG12 and transmission gear TRG2 are coupled by power interrupt mechanism CLT2, motor generator MG2 and ring gear RG2 are coupled, and the torque of motor generator MG2 is applied to ring gear RG2. On the other hand, when the conversion gear TRG12 and the transmission gear TRG4 are coupled by the power interrupt mechanism CLT2, the motor generator MG2 and the carrier CR1 are coupled via the synchronous gear SYG2, and the torque of the motor generator MG2 is transmitted via the synchronous gear SYG2. Join CR1. The synchronous gear SYG2 here is configured as an idler gear for reversing the direction in which the torque of the motor generator MG2 is applied. The power interrupt mechanism CLT2 here may be configured such that the motor generator MG2 can be coupled to either the ring gear RG2 or the carrier CR1, or the motor generator MG1 can be coupled to the ring gear RG2 or the carrier CR1. You may comprise so that it can couple | bond with both.

  As described above, power interrupting mechanisms CLT1, CLT2 can selectively apply the torque of motor generators MG1, MG2 to different rotating elements of transmission mechanism SGM. The power interrupting mechanisms CLT1 and CLT2 here can be constituted by, for example, a meshing clutch (dog clutch) or a synchromesh (synchronous meshing mechanism). And the coupling | bonding by the power intermittency mechanisms CLT1 and CLT2 and the cancellation | release (power intermittence) can be performed by drive control of an electromagnetic actuator (not shown), for example.

  The rotation restraining mechanism LCK can restrain the rotation of the output shaft (sun gear SG1, SG2) of the engine ENG. The rotation restraint mechanism LCK here can be configured by, for example, an electromagnetic actuator.

  In the speed change mechanism SGM (planetary gear mechanism) configured as shown in FIG. 1, the rotational speeds of the five rotating elements of the sun gear SG3, the ring gear RG2, the carrier CR2 (ring gear RG1), the carrier CR1, and the sun gear SG1 (sun gear SG2) are The collinear relationship shown in the collinear diagram of FIG. However, in the collinear diagram of FIG. 2, Z1, Z2, Z3, and Z4 are constants obtained from the number of teeth of each rotating element (gear) constituting the speed change mechanism SGM (planetary gear mechanism). In the collinear diagram of FIG. 2, the rotating elements of the planetary gear mechanism are combined so that the sun gear SG3, the ring gear RG2, the carrier CR2, the carrier CR1, and the sun gear SG1 are arranged in this order. Ring gear RG2, carrier CR2, and carrier CR1 that can be coupled with MG2 are arranged between sun gear SG1 coupled to the output shaft of engine ENG and sun gear SG3 coupled to output gear OUT. The planetary gear mechanism here is a mechanism having two degrees of freedom of rotation, and the rotation of two rotation elements among the five rotation elements of the sun gear SG3, the ring gear RG2, the carrier CR2, the carrier CR1, and the sun gear SG1. When the speed is determined, the rotational speeds of the remaining three rotating elements are also determined. The speed change mechanism SGM shifts the power from the engine ENG input to the sun gear SG1 (SG2) in a state where torque is applied to any of the ring gear RG2, the carrier CR2, and the carrier CR1, and The output can be output from the combined output gear OUT. The motive power output from the output gear OUT is transmitted to a load (not shown) coupled to the output gear OUT, and used for driving a load such as a vehicle.

  When the engine ENG is rotating and the vehicle is moving forward (the output gear OUT rotates in the forward direction), as shown in the collinear diagram of FIG. 2, the rotational direction of the sun gear SG1 (the rotation of the engine ENG) Direction) is reverse to the rotation direction of the sun gear SG3 (forward rotation direction of the output gear OUT). Here, the ratio of the rotational speed of the sun gear SG1 (rotational speed Ne of the engine ENG) and the rotational speed of the sun gear SG3 (rotational speed Nout of the output gear OUT), that is, the gear ratio (Ne / Nout) is Z4 / (Z1 + Z2 + Z3). When it is smaller, the ring gear RG2, the carrier CR2, and the carrier CR1 rotate in the forward rotation direction as shown in the collinear diagram of FIG. However, the rotational speed Nout of the output gear OUT is positive in the direction in which the output gear OUT rotates normally, and the rotational speed Ne of the engine ENG is normal in the direction in which the engine ENG is reverse to the normal rotation direction of the output gear OUT. It is said. When the gear ratio (Ne / Nout) increases and exceeds Z4 / (Z1 + Z2 + Z3), the rotation direction of the carrier CR1 is reversed from the forward rotation direction to the reverse rotation direction as shown in the collinear diagram of FIG. To do. Then, when the gear ratio (Ne / Nout) increases and exceeds (Z3 + Z4) / (Z1 + Z2), the rotation direction of the carrier CR2 changes from the normal rotation direction as shown in the collinear diagram of FIG. Reverse in the reverse direction. Further, when the gear ratio (Ne / Nout) increases and exceeds (Z2 + Z3 + Z4) / Z1, the rotation direction of the ring gear RG2 is reversed from the normal rotation direction as shown in the collinear diagram of FIG. Invert in direction. The combination of the rotating elements of the planetary gear mechanism coupled to the engine ENG, the output gear OUT, and the transmission gears TRG2, TRG3, and TRG4 is not limited to the configuration shown in FIG. It is also possible to adopt other combinations such as coupling the output gear OUT to the sun gear SG1 (SG2).

  The controller CONT is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, and an input / output port. The controller CONT indicates a signal indicating the rotational speed Ne of the engine ENG detected by each sensor (not shown), a signal indicating the rotational speeds Nmg1 and Nmg2 of the motor generators MG1 and MG2, and a rotational speed Nout of the output gear OUT. A signal or the like is input via the input port. On the other hand, from the controller CONT, the engine control signal CS_ENG for controlling the operating state of the engine ENG, the motor control signals CS_MG1, CS_MG2 for controlling the operating state of the motor generators MG1, MG2, and the coupling of the power interrupting mechanisms CLT1, CLT2 Power intermittent control signals CS_CLT1 and CS_CLT2 for controlling the state (driving state of the electromagnetic actuator), rotation constraint control signal CS_LCK for controlling the constraint state of the rotation constraint mechanism LCK, and the like are output via the output port. .

"Transmission operation of the embodiment"
Next, in the power output system according to the present embodiment, control for driving a load (vehicle) while changing the gear ratio by the controller CONT will be described using the alignment charts shown in FIGS. In the present embodiment, the controller CONT uses the speed change mechanism SGM while changing the combination of rotating elements that apply torque of the motor generators MG1 and MG2 by the power interrupting mechanisms CLT1 and CLT2 among a plurality of combinations described below. A shift operation is performed.

  First, the operation in which the controller CONT changes the combination of the rotating elements that apply the torque of the motor generators MG1 and MG2 will be described with reference to the alignment charts of FIGS. Here, the gear ratio (Ne / Nout) is greater than (Z2 + Z3 + Z4) / Z1, and the ring gear RG2, the carrier CR2, and the carrier CR1 are all rotating in the reverse direction (shown in the collinear diagram of FIG. 3A). State). In this state, as shown in the collinear diagram of FIG. 3A, the controller CONT is an output gear that rotates the motor generator MG1 in the forward rotation direction by the power interrupt control signal CS_CLT1 to the power interrupt mechanism CLT1. By coupling to OUT (sun gear SG3), the torque of motor generator MG1 is applied to output gear OUT. Further, the controller CONT has the lowest rotational speed among the ring gear RG2, the carrier CR2, the carrier CR1, and the sun gear SG1 that rotates the motor generator MG2 in the reverse direction by the power intermittent control signal CS_CLT2 to the power intermittent mechanism CLT2. By coupling to the ring gear RG2, the torque of the motor generator MG2 is applied to the ring gear RG2. At that time, the controller CONT regenerates the motor generator MG2 and powers the motor generator MG1, and uses the motor control signals CS_MG1 and CS_MG2 to torque the motor generators MG1 and MG2 (collinear line in FIG. 3A). A power path (electric path) from the motor generator MG2 to the motor generator MG1 is performed by controlling each of the directions indicated by the arrows in the figure. In this state, the ratio of the torque Tout of the output gear OUT to the torque Te of the engine ENG, that is, the gear ratio Tout / Te, uses constants Z1, Z2, Z3, Z4 and torques Tmg1, Tmg2 of the motor generators MG1, MG2. A large gear ratio of (Z2 + Z3 + Z4) / Z1 or more is obtained. Further, by controlling torque Tmg1, Tmg2 of motor generators MG1, MG2, gear ratio Tout / Te can be continuously controlled, so that a CVT (continuously variable transmission) function can be realized. Hereinafter, the state in which the motor generators MG1 and MG2 are coupled to the output gear OUT and the ring gear RG2 by the power interrupt mechanisms CLT1 and CLT2 is referred to as a large gear ratio mode. In the large gear ratio mode, torques of motor generators MG1 and MG2 are applied to output gear OUT and ring gear RG2, respectively.

  When the gear ratio (Ne / Nout) decreases and becomes equal to (Z2 + Z3 + Z4) / Z1 in the large gear ratio mode, the torque of the motor generator MG2 is generated by the power interrupt mechanism CLT2 as shown in the collinear diagram of FIG. The rotation of the ring gear RG2 to which is added stops. At this time, controller CONT can set the power path (electrical path) between motor generator MG1 and motor generator MG2 to zero by controlling the torque of motor generator MG1 to zero. Then, the controller CONT adds the torque of the motor generator MG2 to the ring gear RG2 whose rotation is stopped (or almost stopped) and controls the torque of the motor generator MG1 to 0 (or a minute value close to 0). The rotation mechanism SGM that couples the motor generator MG1 is switched from the sun gear SG3 by the intermittent mechanism CLT1. Here, as shown in the collinear diagram of FIG. 3 (B), the rotating element that couples the motor generator MG1 has the lowest rotational speed among the carrier CR2, the carrier CR1, and the sun gear SG1 that are rotating in the reverse direction. Switch to carrier CR2. By this switching, the rotation element of the speed change mechanism SGM that applies the torque of the motor generator MG1 can be switched from the sun gear SG3 that rotates in the forward direction to the carrier CR2 that rotates in the reverse direction. Furthermore, since the torque of motor generator MG1 is 0 (or a minute value close to 0) at the time of switching, torque fluctuation due to switching of rotating elements can be suppressed. Whether or not the rotation of the ring gear RG2 is stopped can be determined from the rotational speed Ne of the engine ENG and the rotational speed Nout of the output gear OUT.

  When the gear ratio (Ne / Nout) is decreased from (Z2 + Z3 + Z4) / Z1 from the state where the rotating element coupled to the motor generator MG1 is switched to the carrier CR2 rotating in the reverse direction by the power interrupting mechanism CLT1, FIG. As shown in the nomograph of A), the ring gear RG2 rotates in the forward rotation direction. Here, the controller CONT performs a regenerative operation of the motor generator MG1 coupled to the carrier CR2 that rotates in the reverse rotation direction and a power running operation of the motor generator MG2 coupled to the ring gear RG2 that rotates in the forward rotation direction. The torque of generators MG1 and MG2 (the direction indicated by the arrow in the nomograph of FIG. 4A) is controlled. Thereby, an electric path is performed from motor generator MG1 to motor generator MG2. The gear ratio Tout / Te in this state is a gear ratio between (Z3 + Z4) / (Z1 + Z2) and (Z2 + Z3 + Z4) / Z1, and a gear ratio smaller than the large gear ratio mode is obtained. Furthermore, by controlling the torque of motor generators MG1 and MG2, gear ratio Tout / Te can be continuously controlled, and the CVT function can be realized. Hereinafter, a state in which motor generators MG1 and MG2 are coupled to carrier CR2 and ring gear RG2 by power interrupting mechanisms CLT1 and CLT2 will be referred to as a medium gear ratio mode. In the medium gear ratio mode, torques of motor generators MG1 and MG2 are applied to carrier CR2 and ring gear RG2, respectively.

  In the medium speed ratio mode, when the speed ratio (Ne / Nout) decreases and becomes equal to (Z3 + Z4) / (Z1 + Z2), as shown in the collinear diagram of FIG. 4 (B), the motor generator MG1 is driven by the power interrupt mechanism CLT1. The rotation of the carrier CR2 to which the torque is applied stops. At this time, controller CONT can set the electric path between motor generator MG1 and motor generator MG2 to 0 by controlling the torque of motor generator MG2 to 0. Then, the controller CONT adds the torque of the motor generator MG1 to the carrier CR2 whose rotation is stopped (or almost stopped) and controls the torque of the motor generator MG2 to 0 (or a small value close to 0), thereby interrupting the power. The rotation element of the speed change mechanism SGM that couples the motor generator MG2 is switched from the ring gear RG2 by the mechanism CLT2. Here, as shown in the collinear diagram of FIG. 4 (B), the rotating element that couples the motor generator MG2 is changed to the carrier CR1 that rotates in the reverse direction and the carrier CR1 that has the lowest rotational speed among the sun gear SG1. Switch. By this switching, the rotation element of the speed change mechanism SGM that applies the torque of the motor generator MG2 can be switched from the ring gear RG2 that rotates in the forward direction to the carrier CR1 that rotates in the reverse direction. Furthermore, since the torque of motor generator MG2 is 0 (or a small value close to 0) at the time of switching, torque fluctuation due to switching of rotating elements can be suppressed. Whether the carrier CR2 has stopped rotating can be determined from the rotational speed Ne of the engine ENG and the rotational speed Nout of the output gear OUT.

  When the gear ratio (Ne / Nout) is decreased from (Z3 + Z4) / (Z1 + Z2) from the state where the rotating element coupled to the motor generator MG2 is switched to the carrier CR1 rotating in the reverse direction by the power interrupt mechanism CLT2 As shown in the nomograph of FIG. 4 (C), the carrier CR2 rotates in the forward rotation direction. Here, the controller CONT performs a regenerative operation of the motor generator MG2 coupled to the carrier CR1 that rotates in the reverse rotation direction, and performs a power running operation of the motor generator MG1 coupled to the carrier CR2 that rotates in the forward rotation direction. The torque of MG1 and MG2 (direction shown by the arrow in the nomograph of FIG. 4C) is controlled. Thus, an electrical path is performed from motor generator MG2 to motor generator MG1. The gear ratio Tout / Te in this state is a small gear ratio equal to or less than (Z3 + Z4) / (Z1 + Z2), and a gear ratio smaller than the medium gear ratio mode is obtained. Furthermore, the CVT function can be realized by controlling the torque of motor generators MG1 and MG2. Hereinafter, a state in which motor generators MG1 and MG2 are coupled to carrier CR2 and carrier CR1 by power interrupting mechanisms CLT1 and CLT2 will be referred to as a small gear ratio mode. In the small gear ratio mode, the torques of motor generators MG1 and MG2 are applied to carrier CR2 and carrier CR1 (in a combination different from that in medium gear ratio mode), respectively.

  Even when the gear ratio (Ne / Nout) increases, the combination of rotating elements that apply torque of the motor generators MG1 and MG2 can be changed by the same operation as when the gear ratio (Ne / Nout) decreases. it can. For example, in the small gear ratio mode, the motor generator MG2 coupled to the carrier CR1 rotating in the reverse rotation direction is regeneratively operated and the motor generator MG1 coupled to the carrier CR2 rotating in the forward rotation direction is operated in the power running mode. Consider a case where (Ne / Nout) increases and becomes equal to (Z3 + Z4) / (Z1 + Z2) and the rotation of the carrier CR2 stops. At this time, the controller CONT changes the rotating element coupled to the motor generator MG2 from the carrier CR1 rotating in the reverse direction to the ring gear RG2 rotating in the forward direction and the ring gear RG2 having the lowest rotation speed among the sun gear SG3. Switch. This shifts from the small gear ratio mode to the medium gear ratio mode. Thereafter, when the gear ratio (Ne / Nout) increases to be larger than (Z3 + Z4) / (Z1 + Z2) and the carrier CR2 rotates in the reverse direction, the controller CONT regenerates the motor generator MG1 coupled to the carrier CR2. The motor generator MG2 coupled to the ring gear RG2 is powered and operated.

  As described above, the controller CONT uses a combination of the two rotational elements of the speed change mechanism SGM that applies the torques of the motor generators MG1 and MG2 by the power interrupting mechanisms CLT1 and CLT2, respectively, for the large speed ratio mode, the medium speed ratio mode, and the small speed change. In the ratio mode, the ratio is changed according to the ratio (speed ratio) between the rotational speed of the sun gear SG1 (rotational speed Ne of the engine ENG) and the rotational speed of the sun gear SG3 (rotational speed Nout of the output gear OUT).

  Next, a more specific operation for selecting each gear ratio mode by the controller CONT will be described using the alignment charts of FIGS.

  When the gear ratio (Ne / Nout) is larger than (Z2 + Z3 + Z4) / Z1 and the large gear ratio mode is selected, the controller CONT couples the conversion gear TRG11 and the transmission gear TRG1 by the power interrupt mechanism CLT1, and also the power interrupt mechanism. The conversion gear TRG12 and the transmission gear TRG2 are coupled by CLT2. By this coupling, as shown in the collinear diagram of FIG. 5A, the motor generator MG1 can be coupled to the output gear OUT via the synchronous gear SYG1, and the motor generator MG2 is coupled to the ring gear RG2. be able to. Therefore, the large gear ratio mode can be executed, and the torque of motor generator MG1 can be applied to output gear OUT via synchronous gear SYG1, and the torque of motor generator MG2 can be applied to ring gear RG2.

  When the gear ratio (Ne / Nout) is equal to (Z2 + Z3 + Z4) / Z1, the rotation of the ring gear RG2 is stopped. Here, by setting the conversion ratio (gear ratio) by the synchronous gear SYG1 provided between the output gear OUT and the transmission gear TRG1 to Z2 / Z1, the conversion is performed when the rotation of the ring gear RG2 is stopped. The rotation of the gear TRG11 can be synchronized with both the rotation of the transmission gear TRG1 and the rotation of the transmission gear TRG3. Therefore, as shown in the collinear diagram of FIG. 5 (B), controller CONT uses a power interrupt mechanism CLT1 to couple motor generator MG1 (adding torque of motor generator MG1) to a rotational speed of motor generator MG1. It is possible to switch between the sun gear SG3 (output gear OUT) and the carrier CR2 without changing Nmg1. Thus, switching between the large gear ratio mode and the medium gear ratio mode can be performed without changing the rotational speed Nmg1 of motor generator MG1. When switching the rotating elements here, it is possible to combine the rotating elements after switching after releasing the coupling of the rotating elements before switching, or switch after combining the rotating elements after switching The previous rotating element may be uncoupled. Further, the synchronous gear SYG1 here can be provided between the carrier CR2 and the transmission gear TRG3 instead of being provided between the output gear OUT and the transmission gear TRG1. As described above, when the rotating element that couples the motor generator MG1 is switched between the output gear OUT and the carrier CR2 by the power interrupt mechanism CLT1, the motor generator MG1 is rotated before or after the switching via the synchronous gear SYG1. Coupled to the rotating element.

  The gear ratio (Ne / Nout) is a value between (Z3 + Z4) / (Z1 + Z2) and (Z2 + Z3 + Z4) / Z1, and when the medium gear ratio mode is selected, the controller CONT uses the power intermittent mechanism CLT1 to convert the gear. TRG11 and transmission gear TRG3 are coupled, and conversion gear TRG12 and transmission gear TRG2 are coupled by power interrupt mechanism CLT2. By this connection, as shown in the collinear diagram of FIG. 6A, motor generator MG1 can be connected to carrier CR2, and motor generator MG2 can be connected to ring gear RG2. Therefore, the medium gear ratio mode can be executed, and the torque of motor generator MG1 can be applied to carrier CR2 and the torque of motor generator MG2 can be applied to ring gear RG2.

  When the gear ratio (Ne / Nout) is equal to (Z3 + Z4) / (Z1 + Z2), the rotation of the carrier CR2 is stopped. Here, by setting the conversion ratio (gear ratio) by the synchronous gear SYG2 provided between the carrier CR1 and the transmission gear TRG4 to Z2 / Z3, when the rotation of the carrier CR2 stops, the conversion gear TRG12 The rotation can be synchronized with both the rotation of the transmission gear TRG2 and the rotation of the transmission gear TRG4. Therefore, as shown in the collinear diagram of FIG. 6 (B), controller CONT uses a power interrupt mechanism CLT2 to couple motor generator MG2 (add torque of motor generator MG2) to a rotational speed of motor generator MG2. It is possible to switch between the ring gear RG2 and the carrier CR1 without changing Nmg2. Thereby, switching between the medium gear ratio mode and the small gear ratio mode can be performed without changing the rotation speed Nmg2 of the motor generator MG2. When switching the rotating elements here, it is possible to combine the rotating elements after switching after releasing the coupling of the rotating elements before switching, or switch after combining the rotating elements after switching The previous rotating element may be uncoupled. Further, the synchronous gear SYG2 here can be provided between the ring gear RG2 and the transmission gear TRG2 instead of being provided between the carrier CR1 and the transmission gear TRG4. As described above, when the rotating element that couples the motor generator MG2 is switched between the ring gear RG2 and the carrier CR1 by the power interrupt mechanism CLT2, the motor generator MG2 rotates before the switching or after the switching via the synchronous gear SYG2. Bound to the element.

  When the gear ratio (Ne / Nout) is smaller than (Z3 + Z4) / (Z1 + Z2) and the small gear ratio mode is selected, the controller CONT couples the conversion gear TRG11 and the transmission gear TRG3 by the power interrupting mechanism CLT1 and The conversion gear TRG12 and the transmission gear TRG4 are coupled by the intermittent mechanism CLT2. By this coupling, as shown in the collinear diagram of FIG. 6C, motor generator MG1 can be coupled to carrier CR2, and motor generator MG2 can be coupled to carrier CR1 via synchronous gear SYG2. . Therefore, the small gear ratio mode can be executed, and the torque of motor generator MG1 can be applied to carrier CR2, and the torque of motor generator MG2 can be applied to carrier CR1 via synchronous gear SYG2.

"Other operations of the embodiment"
Next, an operation when the engine ENG is started while the vehicle (rotation of the output gear OUT) is stopped will be described. In this case, the controller CONT couples the conversion gear TRG11 (motor generator MG1) and the transmission gear TRG1 (output gear OUT) with the power intermittent mechanism CLT1 as shown in the collinear diagram of FIG. The conversion gear TRG12 (motor generator MG2) and the transmission gear TRG2 (ring gear RG2) are coupled by the intermittent mechanism CLT2. In this state, controller CONT rotationally drives ring gear RG2 in the reverse direction by the torque of motor generator MG2 (the direction indicated by the arrow in the collinear diagram of FIG. 7A). At the same time, the controller CONT applies a reaction force against the torque from the motor generator MG2 acting on the ring gear RG2 (the direction indicated by the arrow in the nomograph of FIG. 7A) from the motor generator MG1 to the output gear OUT. Let As a result, the engine ENG is cranked. The engine ENG can also be started by coupling the motor generator MG2 and the carrier CR1 by the power interrupt mechanism CLT2 and rotating the carrier CR1 in the reverse direction by the torque of the motor generator MG2. However, if the engine ENG is started with the motor generators MG1 and MG2 coupled to the output gear OUT and the ring gear RG2, respectively, it is possible to shift to the large gear ratio mode immediately after the engine ENG is started.

  When the stopped vehicle moves forward after engine ENG is started (output gear OUT is driven forward), controller CONT causes torque in a direction to stop rotation (reverse direction) of ring gear RG2 by motor generator MG2. 7B) (the direction indicated by the arrow in the nomograph of FIG. 7B) and the torque in the direction in which the output gear OUT is driven to rotate forward by the motor generator MG1 (the direction indicated by the arrow in the nomograph of FIG. 7B). Add As shown in the nomograph of FIG. 7B, when the output gear OUT rotates in the forward direction (the vehicle moves forward), the controller CONT regenerates the motor generator MG2 and power-operates the motor generator MG1. Thus, an electric path from motor generator MG2 to motor generator MG1 is performed.

  Further, in the power output system according to the present embodiment, EV running can be performed by driving the vehicle by the power of the motor generator (rotating the output gear OUT) while the engine ENG is stopped. When the vehicle in a stopped state is moved forward by this EV travel (the output gear OUT is driven forward), the controller CONT uses the power interrupt mechanism CLT1 to convert the gear TRG11 as shown in the nomograph of FIG. (Motor generator MG1) and transmission gear TRG1 (output gear OUT) are coupled, and power interrupt mechanism CLT2 couples conversion gear TRG12 (motor generator MG2) and transmission gear TRG4 (carrier CR1). In this state, the controller CONT rotationally drives the output gear OUT in the forward rotation direction by the torque of the motor generator MG1 (the direction indicated by the arrow in the collinear diagram of FIG. 7C). At the same time, the controller CONT applies a reaction force against the torque from the motor generator MG1 acting on the output gear OUT (the direction indicated by the arrow in the collinear diagram of FIG. 7C) from the motor generator MG2 to the carrier CR1. . As a result, the vehicle is started.

  When the engine ENG is started in a state where the vehicle is traveling by EV traveling (a state where the output gear OUT is normally driven), the controller CONT starts from the state shown in the collinear diagram of FIG. The engine ENG is cranked by increasing the torque in the direction in which the rotation of the ring gear RG2 is reversed by the motor generator MG2 (the direction indicated by the arrow in the collinear diagram of FIG. 8A). As shown in the collinear diagram of FIG. 8A, when the rotation of the conversion gear TRG12 is synchronized with the rotation of the transmission gear TRG2 after the engine ENG is started (when the rotation of the carrier CR2 is stopped), the controller CONT By switching the rotating element that couples the motor generator MG2 by the CLT2 from the carrier CR1 to the ring gear RG2, the mode changes to the large gear ratio mode.

  In the power output system according to the present embodiment, regenerative braking that regenerates the kinetic energy of the vehicle (load) can also be executed by regenerating both motor generators MG1 and MG2 in each gear ratio mode. . For example, in the small gear ratio mode shown in the collinear diagram of FIG. 8B, when regenerating the kinetic energy of the vehicle (during regenerative braking), the controller CONT uses the power intermittent mechanisms CLT1, CLT2 to transfer the carriers CR2, CR1. The torques of motor generators MG1 and MG2 are controlled so that both motor generators MG1 and MG2 coupled to each other are regeneratively operated. Here, controller CONT controls motor generators MG1 and MG1 so that torques Tcr1 and Tcr2 acting on carriers CR1 and CR2 (the direction indicated by the arrow in the collinear chart of FIG. 8B) satisfy the following expression (1). The torque of MG2 is controlled respectively.

  Tcr1 = (Z1 + Z2) / (Z1 + Z2 + Z3) × Tcr2 (1)

  When the regenerative braking is continued even if the rotation of the carrier CR2 is stopped by the regenerative operation of the motor generators MG1 and MG2 in the small gear ratio mode, the controller CONT displays the power as shown in the collinear diagram of FIG. By switching the rotation element that couples the motor generator MG2 from the carrier CR1 to the ring gear RG2 by the intermittent mechanism CLT2, the mode changes to the medium gear ratio mode. Then, the torques of motor generators MG1 and MG2 are respectively controlled so that both motor generators MG1 and MG2 coupled to carrier CR2 and ring gear RG2 are regeneratively operated. Further, in the medium gear ratio mode, when the regenerative braking is continued even if the rotation of the ring gear RG2 is stopped by the regenerative operation of the motor generators MG1 and MG2, the controller CONT rotates the motor generator MG1 coupled by the power interrupt mechanism CLT1. By switching the element from the carrier CR2 to the output gear OUT (sun gear SG3), the mode shifts to the large gear ratio mode. As described above, the controller CONT changes the combination of the rotating elements that respectively couple the motor generators MG1 and MG2 by the power interrupt mechanisms CLT1 and CLT2 when the regenerative braking is executed.

  In the power output system according to the present embodiment, driving of the vehicle (load) by the power of engine ENG can be assisted by powering both motor generators MG1, MG2 in each gear ratio mode. For example, when assisting driving of the vehicle in the small gear ratio mode, the controller CONT uses the power interrupting mechanisms CLT1 and CLT2 to drive both the motor generators MG1 and MG2 coupled to the carriers CR2 and CR1, respectively. The torques of generators MG1 and MG2 are controlled.

  Further, when the controller CONT performs an electric path between the motor generator MG1 and the motor generator MG2 in each gear ratio mode, the generated power of the motor generator during the regenerative operation and the drive power of the motor generator during the power running operation become equal. By controlling the motor generators MG1 and MG2 as described above, the power transmitted to the output gear OUT becomes equal to the power of the engine ENG if power loss is ignored. Further, the controller CONT controls the motor generators MG1 and MG2 so that the power generated by the motor generator during the regenerative operation is larger than the drive power of the motor generator during the power running operation, thereby generating power from the motor generator during the regenerative operation. Can be performed by the power of the engine ENG. On the other hand, the controller CONT drives the load (vehicle) by controlling the motor generators MG1 and MG2 so that the driving power of the motor generator during the power running operation becomes larger than the generated power of the motor generator during the regenerative operation. Assist can be assisted by the driving power of the motor generator during operation. From the above, the controller CONT controls the operating state of the engine ENG so that the power of the engine ENG becomes a predetermined value at which high-efficiency operation can be performed by the engine control signal CS_ENG in each gear ratio mode, and the load (vehicle) Can be compensated for by the power of the motor generators MG1 and MG2.

  Further, in the power output system according to the present embodiment, the engine ENG may be stopped and the engine ENG may be restarted while the vehicle is traveling (the output gear OUT is rotating forward). it can. For example, in the small gear ratio mode shown in the collinear diagram of FIG. 9A, after stopping the engine ENG in the operating state, the controller CONT rotates the engine ENG by the rotation constraint control signal CS_LCK to the rotation constraint mechanism LCK. Lock it. In this state, the controller CONT controls the torque of the motor generator MG1 coupled to the carrier CR2 (the direction indicated by the arrow in the collinear diagram of FIG. 9A), so that the output gear is driven by the power of the motor generator MG1. OUT is driven to rotate. Alternatively, the output gear OUT is rotationally driven by the power of the motor generator MG2 by controlling the torque of the motor generator MG2 coupled to the carrier CR1. That is, the vehicle is driven by EV traveling. The controller CONT uses the reaction force against the torque from the motor generator MG1 acting on the carrier CR2 instead of locking the rotation of the engine ENG by the rotation restraining mechanism LCK (the direction indicated by the arrow in the collinear chart of FIG. 9B). ) Can also be applied to the carrier CR1 from the motor generator MG2.

  When restarting the engine ENG after stopping the engine ENG in the small gear ratio mode, the controller CONT unlocks the rotation of the engine ENG by the rotation restraint mechanism LCK. Controller CONT applies torque in the direction in which the rotation of carrier CR1 is reversed by motor generator MG2 (the direction indicated by the arrow in the collinear diagram of FIG. 9C). At the same time, controller CONT causes reaction force against the torque from motor generator MG2 acting on carrier CR1 (the direction indicated by the arrow in the collinear diagram of FIG. 9C) to act on carrier CR2 from motor generator MG1. As a result, the engine ENG is cranked.

  When the vehicle is moved backward (the output gear OUT is driven in reverse), the controller CONT is connected to the conversion gear TRG11 (motor generator MG1) by the power interrupt mechanism CLT1 as shown in the collinear diagram of FIG. The transmission gear TRG1 (output gear OUT) is coupled, and the conversion gear TRG12 (motor generator MG2) and the transmission gear TRG4 (carrier CR1) are coupled by the power interrupt mechanism CLT2. In this state, the controller CONT rotationally drives the output gear OUT in the reverse direction by the torque of the motor generator MG1 (the direction indicated by the arrow in the collinear diagram of FIG. 10A). At the same time, the controller CONT applies a reaction force against the torque from the motor generator MG1 acting on the output gear OUT (the direction indicated by the arrow in the collinear diagram of FIG. 10A) from the motor generator MG2 to the carrier CR1. . As a result, the vehicle is moved backward.

  When starting the engine ENG while the vehicle is moving backward (when the output gear OUT is driven in reverse), the controller CONT increases the rotational speed (reverse direction) of the carrier CR1 with the motor generator MG2. Torque (direction shown by the arrow in the alignment chart of FIG. 10B). At the same time, the controller CONT applies a reaction force against the torque from the motor generator MG2 acting on the carrier CR1 (the direction indicated by the arrow in the collinear diagram of FIG. 10B) from the motor generator MG1 to the output gear OUT. . As a result, the engine ENG is cranked.

  As described above, in the present embodiment, the gear ratio is changed over a wide range by changing the combination of the rotation elements of the speed change mechanism SGM that applies the torque of the motor generators MG1 and MG2, that is, by changing the gear ratio mode. In addition, an increase in the power path (electric path) between the motor generators MG1 and MG2 can be suppressed. Furthermore, by switching the gear ratio mode, the driving force (engine direct drive force) directly transmitted from the engine ENG to the output gear OUT can be changed. Therefore, for example, even when a large torque is required for the output gear OUT, it is possible to suppress an increase in the power path between the motor generators MG1 and MG2 by increasing the engine direct drive force. Thus, according to the present embodiment, the power loss due to the electric path between motor generators MG1 and MG2 can be reduced even if the gear ratio is changed over a wide range, so that the variable range of the gear ratio can be widened. At the same time, the power transmission efficiency can be improved. Even when the gear ratio mode is switched, the power transmission state between the engine ENG and the output gear OUT is maintained, so that torque loss to the output gear OUT can be prevented. Furthermore, in each gear ratio mode, the CVT function can be realized by controlling the torque of motor generators MG1, MG2, so that an excellent gear feel can be realized. Furthermore, since the gear ratio mode can be switched without using hydraulic pressure, it is possible to suppress a reduction in efficiency due to loss of hydraulic pressure.

  In the present embodiment, when switching the speed ratio mode by switching the rotation element of the speed change mechanism SGM that couples one of the motor generators MG1 and MG2, if the rotation element before switching rotates in the forward rotation direction, the reverse rotation occurs. When the rotation element before switching is rotated in the reverse rotation direction, the rotation element is switched to the rotation element rotating in the normal rotation direction. By this switching, the output of motor generators MG1 and MG2 can be suppressed, and the output burden of motor generators MG1 and MG2 with respect to the engine output can be reduced. Therefore, the electrical path between motor generators MG1 and MG2 can be further reduced, and the power transmission efficiency can be further improved.

  Further, when changing the gear ratio mode, one torque of motor generators MG1 and MG2, which is a method of switching the rotating element of the speed change mechanism SGM to be coupled, is controlled to be substantially 0, thereby suppressing torque fluctuation due to switching of the rotating element. It is possible to suppress a shock when switching the rotating element. Further, by switching the gear ratio mode when the rotation of the rotating element of the speed change mechanism SGM to which the other torque of the motor generators MG1 and MG2 is applied is substantially stopped, the motor generators MG1 and MG2 at the time of switching of the rotating elements are switched. The electrical path can be made substantially zero.

  Further, when switching the rotating element of the speed change mechanism SGM coupled to the motor generator MG1 by the power interrupt mechanism CLT1, the motor generator MG1 is coupled to the rotating element before switching or the rotating element after switching via the synchronous gear SYG1. With this synchronous gear SYG1, it is possible to switch the rotation element that couples the motor generator MG1 without changing the rotation speed Nmg1 of the motor generator MG1. Further, by using an idler gear for reversing the rotation direction for the synchronous gear SYG1, the rotation elements coupled to the motor generator MG1 can be switched between rotation elements rotating in opposite directions. Similarly, when switching the rotating element of the speed change mechanism SGM coupled to the motor generator MG2 by the power interrupt mechanism CLT2, the motor generator MG2 is coupled to the rotating element before switching or the rotating element after switching via the synchronous gear SYG2. The synchronous gear SYG2 can switch the rotating element that couples the motor generator MG2 without changing the rotational speed Nmg2 of the motor generator MG2. Furthermore, by using the idler gear for reversing the rotation direction for the synchronous gear SYG2, the rotation elements coupled to the motor generator MG2 can be switched between the rotation elements rotating in opposite directions. Therefore, the rotation element of transmission mechanism SGM that couples motor generators MG1 and MG2 can be quickly switched, and the gear ratio mode can be switched quickly.

  In the present embodiment, in each gear ratio mode, regenerative operation is performed with one of motor generators MG1 and MG2 coupled to the rotating element of transmission mechanism SGM that rotates in the reverse direction, and the other of motor generators MG1 and MG2 is operated. Generation of power circulation can be suppressed by performing a power running operation in a state of being coupled to a rotating element of the speed change mechanism SGM that rotates in the forward rotation direction. Therefore, a decrease in power transmission efficiency due to power circulation can be suppressed.

  In the present embodiment, regenerative braking that regenerates the kinetic energy of the load (vehicle) can be performed by regenerating both motor generators MG1 and MG2 in each gear ratio mode. Furthermore, when performing regenerative braking, the regenerative braking can be continued by switching the speed ratio mode by switching the rotation element of the speed change mechanism SGM that couples one of the motor generators MG1, MG2. The kinetic energy of the load (vehicle) can be regenerated efficiently.

  Here, an example of the operation of the motor generators MG1 and MG2 in the present embodiment is shown in FIG. 11 in comparison with the conventional (hybrid vehicle of Patent Document 2). Here, FIG. 11 shows, in order from the top, the characteristics of the motor generator output / engine output with respect to the speed ratio (Ne / Nout), the characteristics of the motor generator torque / engine torque with respect to the speed ratio, and the motor generator rotational speed / engine with respect to the speed ratio. It is a figure which shows the characteristic of a rotational speed. In the prior art (Patent Document 2), as shown in FIG. 11, the speed ratio decreases from the value at which the electric path becomes 0, and the electric path increases. Further, the speed ratio increases from the value at which the electric path becomes 0, the electric path increases, and power circulation also occurs. On the other hand, in this embodiment (this mechanism), as shown in FIG. 11, the output burden of the motor generators MG1 and MG2 with respect to the engine output can be reduced within a wide range of speed ratios, and the electrical path is reduced. can do. Furthermore, power circulation in a region where the speed ratio is large can also be suppressed.

  Moreover, an example of the running performance curve of the vehicle by the power output system which concerns on this embodiment is shown in FIG. 12 compared with the past (patent document 2). As shown in FIG. 12, in this embodiment (this mechanism), the engine direct drive force can be changed by switching the gear ratio mode. Then, power circulation can be avoided in the high-speed steady running region (the region surrounded by the broken line in FIG. 12), and the power transmission efficiency can be improved.

  Next, another configuration example of this embodiment will be described.

“Configuration example that allows motor generators to be coupled together”
In the configuration example shown in FIG. 13, as compared with the configuration example shown in FIG. 1, a power interrupting mechanism CLT3 that interrupts power between the two by switching the coupling state of the conversion gear TRG11 and the conversion gear TRG12 is provided. ing. When conversion gear TRG11 and conversion gear TRG12 are coupled by power interrupt mechanism CLT3, motor generator MG1 and motor generator MG2 are coupled. The power interrupting mechanism CLT3 here can be constituted by, for example, a meshing clutch (dog clutch) or a synchromesh (synchronous meshing mechanism). The power interrupting mechanism CLT3 can be coupled and released (power interrupting) by, for example, the controller CONT. Can be performed by driving control of an electromagnetic actuator (not shown) by a power intermittent control signal CS_CLT3. The power interrupt mechanism CLT1 can couple the motor generator MG1 to both the output gear OUT and the carrier CR2. The power interrupt mechanism CLT2 couples the motor generator MG2 to both the ring gear RG2 and the carrier CR1. Is possible. Other configurations are the same as the configuration example shown in FIG.

  In the configuration example shown in FIG. 13, as described below, not only has a CVT function, but also a four-stage fixed gear ratio from the first gear to the fourth gear can be selected.

  When the rotation of the conversion gear TRG11 and the rotation of the conversion gear TRG12 are synchronized in the large gear ratio mode in which the motor generators MG1 and MG2 are coupled to the output gear OUT and the ring gear RG2 by the power interruption mechanisms CLT1 and CLT2, respectively, the controller CONT As shown in the nomograph of FIG. 14A, the motor generator MG1 and the motor generator MG2 are coupled by the power interrupt mechanism CLT3. By this coupling, the first gear can be selected by coupling the motor generator MG1 to both the output gear OUT and the ring gear RG2 having different rotational speeds. Even if motor generators MG1 and MG2 do not generate torque, the gear ratio can be fixed to the first gear. Whether or not the rotation of the conversion gear TRG11 and the rotation of the conversion gear TRG12 are synchronized in the large gear ratio mode can be determined from the rotation speed Ne of the engine ENG and the rotation speed Nout of the output gear OUT. In the collinear diagram of FIG. 14A, the point at which the rotational speed is 0 is the equivalent fulcrum of the first-speed gear.

  When the rotation of the ring gear RG2 is stopped, the rotation of the conversion gear TRG11 is synchronized with both the rotation of the transmission gear TRG1 and the rotation of the transmission gear TRG3. At this time, as shown in the collinear diagram of FIG. 14B, the controller CONT couples the motor generator MG1 to the output gear OUT via the synchronous gear SYG1 and also to the carrier CR2 by the power interrupt mechanism CLT1. To do. In this way, the second gear can be selected by coupling the motor generator MG1 to both the output gear OUT and the carrier CR2 having different rotational speeds. Even if motor generators MG1 and MG2 do not generate torque, the gear ratio can be fixed to the second gear. In the collinear diagram of FIG. 14B, the point at which the rotational speed is 0 (ring gear RG2) is the equivalent fulcrum of the second speed gear.

  When the rotation of the carrier CR2 is stopped, the rotation of the conversion gear TRG12 is synchronized with both the rotation of the transmission gear TRG2 and the rotation of the transmission gear TRG4. At this time, as shown in the collinear diagram of FIG. 15A, the controller CONT couples the motor generator MG2 to the ring gear RG2 by the power interrupt mechanism CLT2 and also couples to the carrier CR1 via the synchronous gear SYG2. . In this way, the third gear can be selected by coupling the motor generator MG2 to both the ring gear RG2 and the carrier CR1 having different rotational speeds. Even if motor generators MG1 and MG2 do not generate torque, the gear ratio can be fixed to the third gear. In the collinear diagram of FIG. 15A, the point where the rotational speed is 0 (carrier CR2) is the equivalent fulcrum of the third speed gear.

  Further, in the small gear ratio mode in which the motor generators MG1 and MG2 are coupled to the carrier CR2 and the carrier CR1 by the power interrupting mechanisms CLT1 and CLT2, when the rotation of the conversion gear TRG11 and the rotation of the conversion gear TRG12 are synchronized, the controller CONT As shown in the alignment chart of FIG. 15B, the motor generator MG1 and the motor generator MG2 are coupled by the power interrupt mechanism CLT3. By this coupling, the fourth gear can be selected by coupling motor generator MG2 to both carrier CR1 and carrier CR2 having different rotational speeds. Even if motor generators MG1 and MG2 do not generate torque, the gear ratio can be fixed to the fourth gear. Whether or not the rotation of the conversion gear TRG11 and the rotation of the conversion gear TRG12 are synchronized in the small gear ratio mode can be determined from the rotation speed Ne of the engine ENG and the rotation speed Nout of the output gear OUT. In addition, in the collinear diagram of FIG. 15B, the point where the rotational speed is 0 is the equivalent fulcrum of the 4-speed gear. Other operations are the same as those in the configuration example shown in FIG.

  When one of the first gear to the fourth gear is selected by the above operation, the gear ratio can be fixed even if motor generators MG1 and MG2 are not generating torque. A power path (electric path) between MG1 and motor generator MG2 can be eliminated. Therefore, power transmission efficiency can be further improved. Since the 2nd speed gear and the 3rd speed gear can be selected without being coupled by the power interrupt mechanism CLT3, the fixed shift speeds of the 2nd speed gear and the 3rd speed gear are also set in the configuration example shown in FIG. You can choose.

"Configuration example with motor generator added"
In the configuration example shown in FIG. 16, the rotation restraining mechanism LCK is omitted as compared with the configuration example shown in FIG. 1, and the motor generator MG3 capable of power running and regenerative operation is coupled to the output gear OUT. Thus, the torque of the motor generator MG3 can be applied to the output gear OUT. Other configurations are the same as the configuration example shown in FIG.

  In the configuration example shown in FIG. 16, the controller CONT can directly control the torque of the output gear OUT by controlling the torque of the motor generator MG3 by the motor control signal CS_MG3. For example, after the engine ENG is stopped in the small gear ratio mode, the vehicle travel is controlled by controlling the torque of the motor generator MG3 (the direction indicated by the arrow in the nomograph of FIG. 17A). At that time, since the torque is directly applied to the output gear OUT by the motor generator MG3, it is not necessary to apply a reaction force to the engine ENG. Therefore, there is no need to lock the rotation of engine ENG or to apply a reaction force from motor generator MG2 to carrier CR1.

  Further, in the configuration example shown in FIG. 16, the controller CONT can also perform regenerative braking that regenerates the kinetic energy of the vehicle (load) by regenerating the motor generator MG3. For example, in the small gear ratio mode shown in the collinear diagram of FIG. 17B, by regenerating the motor generator MG3, without regenerating the motor generators MG1 and MG2 coupled to the carriers CR2 and CR1, respectively. The kinetic energy of the vehicle (load) can be directly regenerated. Therefore, the kinetic energy of the vehicle (load) can be regenerated efficiently. Furthermore, the cooperative control of motor generators MG1 and MG2 becomes unnecessary during regenerative braking. In addition, the controller CONT also assists the driving force or braking force of the vehicle (load) by directly controlling the torque of the output gear OUT by the motor generator MG3 in each operation described in the configuration example shown in FIG. It can be performed. Other operations are the same as those in the configuration example shown in FIG.

“Configuration example of switching the gear ratio mode at the time of electric pass”
In the above description, a case has been described in which, when the rotation of the carrier CR2 is stopped, the rotating element that couples the motor generator MG2 is switched between the ring gear RG2 and the carrier CR1 by the power interrupt mechanism CLT2. However, in the present embodiment, when the carrier CR2 is rotating, the rotating element that couples the motor generator MG2 by the power interrupt mechanism CLT2 can be switched between the ring gear RG2 and the carrier CR1. For example, when the conversion ratio (gear ratio) by the synchronous gear SYG2 is set so that the rotation of the conversion gear TRG12 is synchronized with both the rotation of the transmission gear TRG2 and the rotation of the transmission gear TRG4 when the carrier CR2 rotates in the reverse direction. think of. In that case, as shown in the collinear diagram of FIG. 18, when the carrier CR2 rotates in the reverse direction, the controller CONT rotates the motor generator MG2 with a rotating element that couples the motor generator MG2 with the power interrupt mechanism CLT2. It is possible to switch between the ring gear RG2 and the carrier CR1 without changing the speed Nmg2. Thereby, switching between the medium gear ratio mode and the small gear ratio mode can be performed. In this case, as shown in FIG. 19, the ratio (Nmg2 / Ne) between the rotational speed Nmg2 of the motor generator MG2 and the rotational speed Ne of the engine ENG is within a predetermined range by setting the conversion ratio (gear ratio) by the synchronous gear SYG2. The gear ratio mode can be switched so as to be limited to (for example, −3 to 3). Here, FIG. 19 shows, in order from the top, the characteristics of the motor generator output / engine output with respect to the speed ratio (Ne / Nout), the characteristics of the motor generator torque / engine torque with respect to the speed ratio, and the motor generator rotational speed / engine with respect to the speed ratio. It is a figure which shows the characteristic of a rotational speed. However, in this case, as shown in FIG. 19, at the time of switching between the medium gear ratio mode and the small gear ratio mode, the torque of motor generator MG2 is not 0, and the electrical path between motor generator MG1 and motor generator MG2 is Since it is not 0, a slight torque fluctuation occurs due to switching of the rotating element. Further, in the present embodiment, when the ring gear RG2 is rotating, the rotating element that couples the motor generator MG1 by the power interrupt mechanism CLT1 can be switched between the sun gear SG3 and the carrier CR2. In this case, the ratio of the rotational speed Nmg1 of the motor generator MG1 and the rotational speed Ne of the engine ENG (Nmg1 / Ne) is limited within a predetermined range by setting the conversion ratio (gear ratio) by the synchronous gear SYG1. The gear ratio mode can be switched. Since the synchronous gears SYG1 and SYG2 here can be constituted by, for example, spur gears, the degree of freedom in design of each gear ratio mode can be increased.

"Other configuration examples of transmission mechanism"
In the configuration example shown in FIG. 20, the planetary gear having the sun gear SG1, the carrier CR1, and the ring gear RG1 as rotating elements is omitted in the speed change mechanism SGM as compared to the configuration example shown in FIG. That is, the speed change mechanism SGM includes a Ravigneaux type planetary gear including a sun gear SG2, SG3, a carrier CR2, and a ring gear RG2 as rotating elements in a configuration in which a single pinion planetary gear and a double pinion planetary gear share a carrier and a ring gear. ing. In this Ravigneaux type planetary gear, the rotational speeds of the four rotational elements of the sun gear SG3, the ring gear RG2, the carrier CR2, and the sun gear SG2 are also in the collinear relationship shown in the collinear diagram of FIG. Have a degree. In the configuration example shown in FIG. 20, the rotating elements of the Ravigneaux type planetary gear are combined so that the ring gear RG2 and the carrier CR2 are arranged between the sun gear SG3 and the sun gear SG2 on the alignment chart. The sun gear SG2 meshes with the transmission gear TRG4 via the synchronous gear SYG2. Therefore, when the conversion gear TRG12 and the transmission gear TRG4 are coupled by the power interrupt mechanism CLT2, the motor generator MG2 and the engine ENG (sun gear SG2) are coupled via the synchronous gear SYG2. Other configurations are the same as the configuration example shown in FIG.

  In the configuration example shown in FIG. 20, when the rotation of the carrier CR2 is stopped in the medium gear ratio mode in which the motor generators MG1 and MG2 are coupled to the carrier CR2 and the ring gear RG2 by the power interrupt mechanisms CLT1 and CLT2, the controller CONT The intermittent mechanism CLT2 switches the rotation element of the speed change mechanism SGM coupled to the motor generator MG2 from the ring gear RG2 that rotates in the forward rotation direction. Here, the mode changes to the small gear ratio mode by switching the rotating element coupled to motor generator MG2 to sun gear SG2 rotating in the reverse direction. When carrier CR2 rotates in the forward direction after shifting to the small gear ratio mode, controller CONT performs a regenerative operation of motor generator MG2 coupled to sun gear SG2 and a power running operation of motor generator MG1 coupled to carrier CR2. The torques of motor generators MG1 and MG2 (directions indicated by arrows in the nomograph of FIG. 21) are respectively controlled. Thus, an electrical path is performed from motor generator MG2 to motor generator MG1. Thus, in the small gear ratio mode of the configuration example shown in FIG. 20, the torques of motor generators MG1 and MG2 are applied to carrier CR2 and sun gear SG2, respectively. On the other hand, when the rotation of the carrier CR2 is stopped in the small gear ratio mode, the controller CONT uses the power interrupt mechanism CLT2 to rotate the rotating element coupled to the motor generator MG2 from the sun gear SG2 that rotates in the reverse direction to the ring gear that rotates in the forward direction. Switching to RG2 shifts to the medium gear ratio mode. When the carrier CR2 rotates in the reverse direction after the transition to the medium gear ratio mode, the controller CONT performs a regenerative operation of the motor generator MG1 coupled to the carrier CR2 and a power running operation of the motor generator MG2 coupled to the ring gear RG2. Then, an electrical path from motor generator MG1 to motor generator MG2 is performed. Other operations are the same as those in the configuration example shown in FIG.

  In the transmission mechanism SGM of the configuration example shown in FIG. 22, the sun gear SG1 and the sun gear SG3 are coupled, and the ring gear RG1 and the sun gear SG2 are coupled. Sun gears SG1 and SG3 are coupled to the output shaft of engine ENG, and power is output from ring gear RG1. In this speed change mechanism SGM, the rotational speeds of the five rotating elements of the ring gear RG1, the carrier CR1, the carrier CR2, the ring gear RG2, and the sun gear SG1 are in a collinear relationship shown in the collinear diagram of FIG. It has a degree of freedom of rotation. The rotating elements of the speed change mechanism SGM are combined so that the carriers CR1 and CR2 and the ring gear RG2 are disposed between the ring gear RG1 and the sun gear SG1 on the collinear diagram. The configuration example shown in FIG. 22 is suitable for an FF (front engine front drive) vehicle.

  Further, regarding the two-degree-of-freedom planetary gear mechanism (transmission mechanism SGM) in which the rotational speeds of the respective rotating elements are in a collinear relationship, in addition to the planetary gear mechanism described above, various planetary gear mechanisms can be combined. A configuration can be adopted. For example, in the case where the planetary gear mechanism is configured by combining two planetary gears, the four rotating elements can also be obtained by combining two rotating elements in one planetary gear with two rotating elements in the other planetary gear, respectively. A two-degree-of-freedom planetary gear mechanism in which the rotational speeds of these are collinear can be obtained. Further, by combining four or more planetary gears, it is possible to obtain a two-degree-of-freedom planetary gear mechanism in which the rotational speeds of six or more rotating elements are collinear. As described above, in the planetary gear mechanism (transmission mechanism SGM) of the present embodiment, one of the rotating elements of each planetary gear is different from that of the other planetary gear so that the planetary gear mechanism has two degrees of freedom of rotation. A configuration combined or shared with any of the rotating elements can be employed.

  Furthermore, in the present embodiment, the speed change mechanism SGM can be configured by one planetary gear. In the configuration example shown in FIG. 24, the speed change mechanism SGM includes a planetary gear including a sun gear SG1, a carrier CR1, and a ring gear RG1 as rotating elements. Also in this planetary gear, the rotational speeds of the three rotational elements of the ring gear RG1, the carrier CR1, and the sun gear SG1 are in the collinear relationship shown in the collinear diagram of FIG. 25, and have two degrees of freedom of rotational freedom. The rotating elements of the speed change mechanism SGM are combined so that the carrier CR1 is disposed between the ring gear RG1 and the sun gear SG1 on the alignment chart. However, in the alignment chart of FIG. 25, Z1 and Z2 are constants obtained from the number of teeth of the sun gear SG1 and the ring gear RG1. Sun gear SG1 is coupled to engine ENG, carrier CR1 is coupled to motor generator MG2, and ring gear RG1 is coupled to output gear OUT. The speed change mechanism SGM can change the power from the engine ENG input to the sun gear SG1 and output it from the output gear OUT in a state where the torque of the motor generator MG2 is applied to the carrier CR1. The engine ENG is coupled to the transmission gear TRG2, the motor generator MG1 is coupled to the conversion gear TRG11, and the output gear OUT is coupled to the transmission gear TRG1 via the synchronous gear SYG1. When the conversion gear TRG11 and the transmission gear TRG1 are coupled by the power interrupt mechanism CLT1, the motor generator MG1 and the output gear OUT are coupled via the synchronous gear SYG1, and the torque of the motor generator MG1 is output via the synchronous gear SYG1. Join the gear OUT. The synchronous gear SYG1 here is also configured as an idler gear for reversing the direction in which the torque of the motor generator MG1 is applied. On the other hand, when conversion gear TRG11 and transmission gear TRG2 are coupled by power interrupt mechanism CLT1, motor generator MG1 and engine ENG (sun gear SG1) are coupled, and torque of motor generator MG1 is applied to sun gear SG1.

  In the configuration example shown in FIG. 24, the transmission gear ratio (Ne / Nout), which is the ratio between the rotational speed of the sun gear SG1 (rotational speed Ne of the engine ENG) and the rotational speed of the ring gear RG1 (rotational speed Nout of the output gear OUT), When the carrier CR1 is larger than Z2 / Z1 and rotates in the reverse direction, the controller CONT rotates the motor generator MG1 in the forward direction by the power interrupt mechanism CLT1 as shown in the collinear diagram of FIG. Coupled to the output gear OUT. Then, controller CONT outputs motor torque of motor generators MG1 and MG2 (in the direction indicated by the arrow in the collinear chart of FIG. 25A) so as to perform regenerative operation of motor generator MG2 and power running operation of motor generator MG1. Add to gear OUT and carrier CR1, respectively. Thus, an electrical path is performed from motor generator MG2 to motor generator MG1. Furthermore, the CVT function can be realized by controlling the torque of motor generators MG1 and MG2. Thus, the state where motor generator MG1 is coupled to output gear OUT by power interrupt mechanism CLT1 is referred to as a large gear ratio mode.

  In the large gear ratio mode, when the gear ratio (Ne / Nout) becomes equal to Z2 / Z1, the rotation of the carrier CR1 to which the torque of the motor generator MG2 is applied stops. At this time, controller CONT can set the electric path between motor generator MG1 and motor generator MG2 to zero by controlling the torque of motor generator MG1 to zero. Then, the controller CONT adds the torque of the motor generator MG2 to the carrier CR1 whose rotation is stopped (or almost stopped) and controls the torque of the motor generator MG1 to 0 (or a small value close to 0), thereby interrupting the power. The rotating element coupled to motor generator MG1 by mechanism CLT1 is switched from output gear OUT rotating in the forward direction to sun gear SG1 rotating in the reverse direction. Whether or not the rotation of the carrier CR1 is stopped can be determined from the rotational speed Ne of the engine ENG and the rotational speed Nout of the output gear OUT.

  When the gear ratio (Ne / Nout) is smaller than Z2 / Z1 from the state in which the rotating element coupled to the motor generator MG1 is switched to the sun gear SG1 rotating in the reverse direction by the power interrupt mechanism CLT1, the collinear line in FIG. As shown in the figure, the carrier CR1 rotates in the forward rotation direction. Here, the controller CONT performs a regenerative operation of the motor generator MG1 coupled to the sun gear SG1 rotating in the reverse rotation direction and a power running operation of the motor generator MG2 coupled to the carrier CR1 rotated in the forward rotation direction. The torque of MG1 and MG2 (the direction shown by the arrow in the nomograph of FIG. 25B) is controlled. Thereby, an electric path is performed from motor generator MG1 to motor generator MG2. The gear ratio Tout / Te in this state is smaller than the large gear ratio mode. Furthermore, the CVT function can be realized by controlling the torque of motor generators MG1 and MG2. Thus, the state where motor generator MG1 is coupled to sun gear SG1 by power interrupt mechanism CLT1 is referred to as a small gear ratio mode.

  Further, by setting the conversion ratio (gear ratio) by the synchronous gear SYG1 provided between the output gear OUT and the transmission gear TRG1 to Z2 / Z1, when the rotation of the carrier CR1 stops, the conversion gear TRG11 Can be synchronized with both the rotation of the transmission gear TRG1 and the rotation of the transmission gear TRG2. Therefore, the controller CONT uses the ring gear RG1 (output gear) without changing the rotation speed Nmg1 of the motor generator MG1 by changing the rotation element that couples the motor generator MG1 (adds the torque of the motor generator MG1) by the power interrupt mechanism CLT1. OUT) and sun gear SG1. Thus, switching between the large gear ratio mode and the small gear ratio mode can be performed without changing the rotational speed Nmg1 of motor generator MG1. When switching the rotating elements here, it is possible to combine the rotating elements after switching after releasing the coupling of the rotating elements before switching, or switch after combining the rotating elements after switching The previous rotating element may be uncoupled. Further, the synchronous gear SYG1 here can be provided between the sun gear SG1 and the transmission gear TRG2 instead of being provided between the output gear OUT and the transmission gear TRG1. As described above, when the rotating element that couples the motor generator MG1 is switched between the output gear OUT and the sun gear SG1 by the power interrupt mechanism CLT1, the motor generator MG1 is switched before or after the switching via the synchronous gear SYG1. Coupled to the rotating element.

  As described above, in the configuration example shown in FIG. 24, the engine direct drive force can be changed by switching the rotating element of the speed change mechanism SGM that applies the torque of the motor generator MG1, and between the motor generators MG1 and MG2. The power path (electric path) can be reduced. Furthermore, the rotation element of transmission mechanism SGM for applying torque of motor generator MG1 can be quickly switched without changing rotation speed Nmg1 of motor generator MG1. Other operations are the same as those in the configuration example shown in FIG.

  Further, in the configuration example shown in FIG. 24, similarly to the configuration example shown in FIG. 16, a motor generator capable of powering operation and regenerative operation can be coupled to the output gear OUT. In this case, the torque of the motor generator can be applied to the output gear OUT, and the controller CONT can drive the vehicle by the power of the motor generator. Furthermore, the controller CONT can also perform regenerative braking that regenerates the kinetic energy of the vehicle (load) by regenerating the motor generator.

  In the configuration example shown in FIG. 24, a rotation restricting mechanism capable of restricting the rotation of the output shaft of the engine ENG can be provided. In this case, controller CONT can drive the vehicle (output gear OUT) with the power of either motor generator MG1 or MG2 in a state where the rotation of engine ENG is restricted by the rotation restriction mechanism.

  In the description of each configuration example shown in FIGS. 1, 13, 16, 20, and 22, both the rotation element of transmission mechanism SGM that couples motor generator MG1 and the rotation element of transmission mechanism SGM that couples motor generator MG2 are shown. The case of switching was explained. However, the switching mechanism SGM that applies the torque of the motor generators MG1 and MG2 can also be switched by switching either the rotating element of the transmission mechanism SGM that couples the motor generator MG1 or the rotating element of the transmission mechanism SGM that couples the motor generator MG2. The combination of rotating elements can be changed.

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

It is a figure showing the schematic structure of the power output system provided with the transmission system concerning an embodiment. It is an alignment chart which shows the rotational speed of each rotation element in a speed change mechanism. It is an alignment chart explaining the speed change operation of the power output system according to the embodiment. It is an alignment chart explaining the speed change operation of the power output system according to the embodiment. It is an alignment chart explaining the speed change operation of the power output system according to the embodiment. It is an alignment chart explaining the speed change operation of the power output system according to the embodiment. It is an alignment chart explaining the vehicle drive operation of the power output system according to the embodiment. It is an alignment chart explaining the vehicle drive operation of the power output system according to the embodiment. It is an alignment chart explaining the vehicle drive operation of the power output system according to the embodiment. It is an alignment chart explaining the vehicle drive operation of the power output system according to the embodiment. It is a figure explaining operation | movement of the motor generator in the power output system which concerns on embodiment. It is a figure which shows the driving | running | working performance curve of the vehicle by the power output system which concerns on embodiment. It is a figure which shows the other schematic structure of the power output system which concerns on embodiment. FIG. 6 is a collinear diagram illustrating another speed change operation of the power output system according to the embodiment. FIG. 6 is a collinear diagram illustrating another speed change operation of the power output system according to the embodiment. It is a figure which shows the other schematic structure of the power output system which concerns on embodiment. It is an alignment chart explaining other vehicle drive operation | movement of the motive power output system which concerns on embodiment. FIG. 6 is a collinear diagram illustrating another speed change operation of the power output system according to the embodiment. It is a figure explaining other shift operation of the power output system concerning an embodiment. It is a figure which shows the other schematic structure of the power output system which concerns on embodiment. FIG. 6 is a collinear diagram illustrating another speed change operation of the power output system according to the embodiment. It is a figure which shows the other schematic structure of the power output system which concerns on embodiment. It is an alignment chart which shows the rotational speed of each rotation element in a speed change mechanism. It is a figure which shows the other schematic structure of the power output system which concerns on embodiment. FIG. 6 is a collinear diagram illustrating another speed change operation of the power output system according to the embodiment.

Explanation of symbols

  CLT1, CLT2, CLT3 Power interrupt mechanism, CONT controller, CR1, CR2 carrier, ENG engine, LCK rotation restraint mechanism, MG1, MG2, MG3 motor generator, OUT output gear, RG1, RG2 ring gear, SG1, SG2, SG3 sun gear , SGM transmission mechanism, SYG1, SYG2 synchronous gear.

Claims (41)

A mechanism in which an input side rotation element, an output side rotation element, and a plurality of speed change rotation elements are combined so that a plurality of speed change rotation elements are arranged between the input side rotation element and the output side rotation element on the collinear diagram A speed change mechanism capable of shifting the power from the engine input to the input side rotating element in a state where torque is applied to any of the plurality of speed changing rotating elements and outputting the power from the output side rotating element;
A switching mechanism capable of selectively applying torques of the first and second motor generators to different rotating elements among the input-side rotating element, the output-side rotating element, and the plurality of shifting rotary elements;
A speed change operation by the speed change mechanism is executed while changing a combination of rotating elements that apply torque of the first and second motor generators by a switching mechanism among a plurality of combinations, and the first and second combinations are included in the plurality of combinations. A control device that changes the combination of the rotation elements so as to include a first shift mode in which the torque of the second motor generator is applied to each of the two shift rotation elements;
A transmission system comprising: The transmission system according to claim 1,
The speed change mechanism shifts the power from the engine input to the input side rotary element that rotates in the reverse direction to the output side rotary element in a state where torque is applied to any of the plurality of speed change rotary elements, and the output side rotary element Output mechanism from
The control device uses the switching mechanism to apply the torques of the first and second motor generators to the two rotation elements that rotate in the reverse direction among the input rotation element, the output rotation element, and the plurality of transmission rotation elements. A speed change operation by a speed change mechanism is executed while changing a combination of rotating elements for applying torque of the first and second motor generators among a plurality of combinations, and the first and second motor generators are included in the plurality of combinations. A speed change system characterized in that the combination of the rotation elements is changed so as to include a first speed change mode in which two torques are applied to two speed change rotation elements that rotate in reverse to each other . The transmission system according to claim 1 or 2,
The control device applies a torque of one of the first and second motor generators to the speed changing rotary element and a torque of the other of the first and second motor generators to the output side rotating element in the plurality of combinations. A speed change system, wherein the combination of the rotating elements is changed so that a two speed change mode is included. The transmission system according to any one of claims 1 to 3,
The control device is applied to the input side rotary element to the first and the other torque in addition and first and second motor-generator one rotary element for shifting the torque of the second motor-generator in combination of the plural kinds A speed change system, wherein the combination of the rotation elements is changed so that a third speed change mode is included. The transmission system according to any one of claims 1 to 4,
The speed change mechanism is provided with three or more speed change rotating elements,
The control device includes a fourth speed change mode in which the torques of the first and second motor generators are applied to the two speed changing rotary elements different from the first speed change mode in the plurality of combinations, respectively. A transmission system characterized by changing a combination of the rotating elements . The transmission system according to any one of claims 1 to 5 ,
The switching mechanism can change the rotation element that applies the torque of the first motor generator without changing the rotation speed of the first motor generator,
When changing the combination of the rotation elements by changing the rotation element to which the torque of the first motor generator is applied, the control device includes a rotation element for applying the torque of the first motor generator so as not to change the rotation speed of the first motor generator. transmission system and changes. The transmission system according to claim 6, wherein
The rotating element that applies the torque of the first motor generator by the switching mechanism without changing the rotation speed of the first motor generator is rotated in the reverse direction among the input side rotating element, the output side rotating element, and the plurality of speed changing rotating elements. The torque of the first motor generator is applied to one of the first changing rotating elements via a first synchronizing rotating element for reversing the direction so that it can be changed between the two first changing rotating elements. A transmission system characterized by that. The transmission system according to claim 7 ,
A transmission system comprising an idler gear for reversing a direction in which a torque of a first motor generator is applied as a first synchronizing rotating element . The transmission system according to any one of claims 1 to 8 ,
The switching mechanism can change the rotation element that applies the torque of the second motor generator without changing the rotation speed of the second motor generator,
When changing the combination of the rotating elements by changing the rotating element to which the torque of the second motor generator is applied, the control device includes a rotating element that applies the torque of the second motor generator so as not to change the rotation speed of the second motor generator. transmission system and changes. The transmission system according to claim 9, wherein
A rotation element that applies torque of the second motor generator by the switching mechanism without changing the rotation speed of the second motor generator rotates in the reverse direction among the input side rotation element, the output side rotation element, and the plurality of speed change rotation elements 2. The torque of the second motor generator is applied to one of the second changing rotating elements via a second synchronizing rotating element for reversing the direction so that it can be changed between the two second changing rotating elements. A transmission system characterized by that. The transmission system according to claim 10 , wherein
A transmission system comprising an idler gear for reversing the direction in which the torque of the second motor generator is applied as the second synchronizing rotating element . The transmission system according to any one of claims 1 to 5 ,
The switching mechanism selectively selects at least one of a rotation element that couples the first motor generator and a rotation element that couples the second motor generator among the input side rotation element, the output side rotation element, and the plurality of speed change rotation elements. Can be switched,
The control device changes a combination of the rotating elements by switching at least one of a rotating element that couples the first motor generator and a rotating element that couples the second motor generator by a switching mechanism. The transmission system according to claim 12,
The control device, when the rotating element coupled to the first and second motor generator by the switching mechanism is rotating together, the first and second motor-generator as well as regenerative operation one of the first and second motor-generator A speed change system that performs a speed change operation by a speed change mechanism while performing an electric path for powering the other of the two . The transmission system according to claim 13 ,
Each speed change rotating element has its rotation direction changed from the normal rotation direction to the reverse rotation direction when the ratio of the rotation speed of the input side rotation element and the rotation speed of the output side rotation element exceeds the value set corresponding to each. A rotating element that flips to
The control device performs a regenerative operation in a state where one of the first and second motor generators is coupled to any one of the rotational element for shifting and the rotating element for input rotating in the reverse direction, and the first and second motor generators. 2. A transmission system characterized in that a power running operation is performed in a state where the other of the two motor generators is coupled to any one of a rotation element for transmission and a rotation element for output that rotate in the forward direction . The transmission system according to any one of claims 12 to 14 ,
The control device performs a regenerative operation of both the first and second motor generators in a state where the first and second motor generators are coupled to different rotating elements by the switching mechanism , so that the load coupled to the output-side rotating element. A speed change system for performing a regenerative operation for regenerating the energy of the engine . The transmission system according to claim 15 ,
The control device changes a combination of rotating elements that couple the first and second motor generators by a switching mechanism when performing a regenerative operation . The transmission system according to claim 12 ,
The control device switches the rotating element that couples the other of the first and second motor generators with the switching mechanism in a state where the torque of one of the first and second motor generators is applied to one of the rotating elements for shifting. Thus , the transmission system is characterized in that the combination of the rotating elements is changed . The transmission system according to claim 17,
The control device switches a rotating element that couples the other of the first and second motor generators by a switching mechanism when the other torque of the first and second motor generators is controlled to be substantially zero. . The transmission system according to claim 18 , wherein
The control device controls the other torque of the first and second motor generators to zero when the rotation of the rotating element to which one of the torques of the first and second motor generators is substantially stopped. Transmission system. The transmission system according to any one of claims 17 to 19 ,
Each speed change rotating element has its rotation direction changed from the normal rotation direction to the reverse rotation direction when the ratio of the rotation speed of the input side rotation element and the rotation speed of the output side rotation element exceeds the value set corresponding to each. A rotating element that flips to
When the control device switches the rotating element that couples the other of the first and second motor generators by the switching mechanism,
If the rotation element before switching is one of the rotation element for shifting that rotates in the forward rotation direction and the rotation element for output, the rotation for shifting that rotates the other of the first and second motor generators in the reverse rotation direction Combined with any one of the element and the input rotation element,
If the rotation element before switching is one of the rotation element for shifting that rotates in the reverse rotation direction and the rotation element for input, the rotation for shifting that rotates the other of the first and second motor generators in the normal rotation direction A transmission system, wherein the transmission system is coupled to any one of an element and an output rotating element . A transmission system according to claim 20 according to claim 19 ,
The control device
When the other of the first and second motor generators is coupled to either one of the rotation element for shifting and the rotation element for input rotating in the reverse direction, one and the other of the first and second motor generators are connected. Power running and regenerative operation,
When the other of the first and second motor generators is coupled to any one of the transmission rotating element and the output rotating element that rotate in the forward direction, one and the other of the first and second motor generators Is a regenerative operation and a power running operation, respectively . The transmission system according to any one of claims 17 to 21 ,
The first and second motor generators can be switched between rotation elements that rotate in reverse with each other without changing the rotation speed of the other one of the first and second motor generators. A transmission system characterized in that the other of the first and second motor generators is coupled to a rotating element before switching or a rotating element after switching via a synchronizing rotating element for reversing the direction of torque . The transmission system according to any one of claims 12 to 21 ,
The switching mechanism is capable of coupling the first motor generator to the input side rotation element, the output side rotation element, and two first coupling rotation elements among the plurality of speed change rotation elements,
The control device fixes the gear ratio by coupling the first motor generator to the two first coupling rotary elements by a switching mechanism . The transmission system according to claim 23 , wherein
One of the first coupling rotary elements via the first synchronization rotary element so that the first motor generator can be coupled to two first coupling rotary elements having different rotational speeds by the switching mechanism . A transmission system that is coupled to The transmission system according to any one of claims 12 to 24 ,
The switching mechanism can couple the second motor generator to the input side rotating element, the output side rotating element, and two second coupling rotating elements among the plurality of speed changing rotating elements,
The control device fixes the speed ratio by coupling the second motor generator to the two second coupling rotary elements by a switching mechanism . The transmission system according to claim 25 , wherein
Either of the second coupling rotary elements is connected to the second motor generator via the second synchronizing rotary element so that the second motor generator can be coupled to two second coupling rotary elements having different rotational speeds by the switching mechanism. A transmission system that is coupled to The transmission system according to any one of claims 12 to 26, wherein:
A coupling mechanism for switching a coupling state of the first motor generator and the second motor generator;
The control device fixes the gear ratio by coupling the first motor generator and the second motor generator by the coupling mechanism in a state where the first and second motor generators are coupled to different rotating elements by the switching mechanism. A transmission system. The transmission system according to any one of claims 1 to 27,
The control device executes a speed change operation by a speed change mechanism while changing the combination of the rotation elements in accordance with a ratio between the rotation speed of the input side rotation element and the rotation speed of the output side rotation element . The transmission system according to any one of claims 1 to 28, wherein:
The speed change mechanism is a planetary gear mechanism that includes a plurality of planetary gears each including a sun gear, a carrier, and a ring gear as rotation elements, and each planetary gear mechanism has two degrees of freedom of rotation. Any of the gear rotating elements has a planetary gear mechanism coupled or shared with any of the other planetary gear rotating elements;
The transmission system, wherein the input-side rotation element, the output-side rotation element, and the plurality of shift rotation elements are constituted by the rotation elements of the planetary gear mechanism . A mechanism in which the input side rotation element, the output side rotation element, and the speed change rotation element are combined so that the speed change rotation element is disposed between the input side rotation element and the output side rotation element on the nomograph; A speed change mechanism capable of shifting the power from the engine input to the input side rotating element and outputting it from the output side rotating element in a state where the torque of the first motor generator is applied to the speed changing rotary element;
The torque of the second motor generator can be selectively applied to either the input side rotation element or the output side rotation element, and the rotation element that applies the torque of the second motor generator changes the rotation speed of the second motor generator. Switching mechanism that can be changed without letting
While changing the rotation element to which the torque of the second motor generator is applied by the switching mechanism, the speed change operation by the speed change mechanism is executed, and the rotation element is changed so as not to change the rotation speed of the second motor generator when the rotation element is changed. A control device,
Transmission system characterized in that it comprises a. The transmission system according to claim 30, wherein
The speed change mechanism shifts the power from the engine input to the input side rotary element that rotates in the reverse direction to the output side rotary element in a state where the torque of the first motor generator is applied to the speed change rotary element, and outputs the output side rotary element Output mechanism from
The control device includes a rotation element that applies the torque of the second motor generator by the switching mechanism so as to apply the torque of the second motor generator to the rotation element that rotates in the reverse direction to the speed change rotation element among the input side rotation element and the output side rotation element. While changing, execute the speed change operation by the speed change mechanism,
Synchronizing rotating element for reversing the direction of the torque of the second motor generator so that the rotating element that applies the torque of the second motor generator can be changed by the switching mechanism without changing the rotating speed of the second motor generator. A transmission system characterized in that the transmission system is added to either an input side rotation element or an output side rotation element that rotate in reverse from each other . The transmission system according to claim 31 , wherein
A transmission system comprising an idler gear for reversing the direction in which the torque of the second motor generator is applied as a rotating element for synchronization . A transmission system according to any one of claims 30 to 32 , wherein:
The switching mechanism is capable of selectively switching a rotating element that couples the second motor generator among the input side rotating element and the output side rotating element,
The control device changes the rotating element to which the torque of the second motor generator is applied by switching the rotating element to which the second motor generator is coupled by the switching mechanism in a state where the torque of the first motor generator is applied to the rotating element for shifting. A transmission system characterized by: A transmission system according to claim 33,
The control device performs regenerative operation of one of the first and second motor generators and the first and second motors when both the rotating element for shifting and the rotating element coupled to the second motor generator by the switching mechanism are rotating. A speed change system that performs a speed change operation by a speed change mechanism while performing an electric path for powering the other of the generator . 35. A transmission system according to claim 34 , comprising:
The control device
In a state where the second motor generator is coupled to the output-side rotating element by the switching mechanism, the first motor generator is regeneratively operated and the second motor generator is operated by power running.
A speed change system characterized in that, in a state where the second motor generator is coupled to the input side rotating element by the switching mechanism, the second motor generator is regeneratively operated and the first motor generator is power running . A transmission system according to claim 33 ,
The control device switches a rotating element coupled to the second motor generator by a switching mechanism when the torque of the second motor generator is controlled to be substantially zero . The transmission system according to claim 36, wherein
The control device controls the torque of the second motor generator to 0 when the rotation of the rotation element for shifting to which the torque of the first motor generator is applied substantially stops . An engine capable of generating power,
First and second motor generators capable of power running and regenerative operation;
A transmission system according to any one of claims 1 to 37;
Power output system with a. A power output system according to claim 38,
A power output system capable of applying a torque of a third motor generator to an output side rotating element . A power output system according to claim 39 ,
The control device includes a third motor generator by regenerative operation, the power output system and executes the regenerative operation to regenerate energy coupled to the output side rotary element load. The power output system according to any one of claims 38 to 40, wherein:
A rotation restraint mechanism capable of restraining the rotation of the engine;
  The control device executes a motor drive operation for driving the output-side rotating element by the power of one of the first and second motor generators in a state where the rotation of the engine is restricted by the rotation restricting mechanism. .

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