JP4872697B2 - Power transmission system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the capacity of a transmission and to increase maximum output when driving a load using the horsepower of a power source other than an engine. <P>SOLUTION: While clutches C1, C2, C3 are engaged, an ECU 42 controls the torque of a starter generator 16 and the torque of a motor generator 22 to execute horsepower distribution control for controlling the distribution of horsepower transmitted to a transmission 14 and horsepower transmitted to a planetary gear mechanism 20. With the clutches C1, C2 released and the clutch C3 engaged, the ECU 42 executes power transmission control for controlling horsepower transmitted among the starter generator 16, the motor generator 22, and driving wheels 40. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a power transmission system, and more particularly to a power transmission system capable of shifting power from an engine and transmitting the power to a load and driving the load by a power source other than the engine.

  Related arts of a power transmission system capable of shifting the power from the engine and transmitting it to a load are disclosed in the following Patent Documents 1 and 2 and Non-Patent Document 1. In Patent Documents 1 and 2 and Non-Patent Document 1, a planetary gear mechanism is provided in parallel to a continuously variable transmission that shifts engine power and transmits it to a load. A flywheel is coupled to different rotating elements of the planetary gear mechanism. When the speed change operation of the continuously variable transmission is performed, power is transmitted and received between the engine and the flywheel. For example, during downshifting, the rotational energy of the flywheel is released and used to increase the engine speed. On the other hand, during upshifting, engine power is absorbed by the flywheel. As described above, in Patent Documents 1 and 2 and Non-Patent Document 1, the rotational energy of the flywheel is used to assist the speed change operation of the continuously variable transmission.

  Moreover, the related art of the power output system which can drive load with power sources other than an engine is indicated by the following patent documents 3 and 4. The power output system according to Patent Document 3 is a hybrid power output system including an engine, a first motor generator, a second motor generator, and a planetary gear. The engine and the first motor generator serve as a carrier and sun gear for the planetary gear. Each is connected. The ring gear of the planetary gear and the second motor generator are coupled to the output shaft. Engine power is divided and transmitted to the output shaft and the first motor generator. Since the power of the second motor generator is also transmitted to the output shaft, the driving wheels connected to the output shaft can be driven by both the power of the engine and the power of the second motor generator. In that case, the second motor generator can be driven using the power generated by the first motor generator. The ratio (speed ratio) between the rotational speed of the engine and the rotational speed of the output shaft changes according to the rotational speed of the first motor generator.

  The power output system according to Patent Document 4 is a hybrid power output system including an engine, a first motor, a second motor, a torque converter, and a continuously variable transmission. The torque converter is connected to one end of the output shaft of the engine, and the engine power is transmitted to the input shaft of the continuously variable transmission via the torque converter, and after being shifted by the continuously variable transmission, It is transmitted to the output shaft. The power transmitted to the output shaft of the continuously variable transmission is transmitted to the drive shaft (drive wheel) via an intermediate shaft disposed between the output shaft of the continuously variable transmission and the drive shaft. The first motor is coupled to the intermediate shaft, and the power of the first motor is transmitted to the drive shaft via the intermediate shaft. The second motor is connected to the other end of the output shaft of the engine, and the engine can be started by driving the second motor.

  In addition, the power transmission system by the following patent documents 5-8 is disclosed.

JP-T-2002-513118 Japanese translation of PCT publication No. 2002-543340 JP 2003-127681 A JP-A-11-107799 Japanese National Patent Publication No. 11-504415 JP 2002-48213 A JP 2003-247623 A JP 2006-327570 A Shuiwen Shen, Alex Serrarens, Maarten Steinbuch, Frans Veldpaus, "Coordinated control of a mechanical hybrid driveline with a continuously variable transmission", JSAE Review 22,2001, pp.453-461

  In a power transmission system in which power from an engine is shifted by a transmission and transmitted to a load, the capacity of the transmission can be reduced to the load via a transmission mechanism other than the transmission regardless of the transmission gear ratio. It is desirable to be able to transmit power and to control the distribution of power transmitted to the transmission and power transmitted to the transmission mechanism. In Patent Documents 1 and 2 and Non-Patent Document 1, release or absorption of rotational energy of the flywheel is passively performed when the transmission gear ratio is changed, and power transmission to the planetary gear mechanism is also passive. To be done. Therefore, the power transmitted to the planetary gear mechanism cannot be actively controlled independently of the shift control of the transmission. Further, Patent Documents 1 and 2 and Non-Patent Document 1 do not disclose any idea of actively controlling the distribution of power transmitted to the transmission and power transmitted to the planetary gear mechanism. Therefore, in Patent Documents 1 and 2 and Non-Patent Document 1, it is difficult to appropriately control the distribution of the power transmitted to the transmission and the power transmitted to the planetary gear mechanism, and the transmission capacity can be reduced. It is difficult to realize.

  In a power transmission system provided with a plurality of power sources (for example, motors) other than the engine, in order to increase the maximum output when driving a load using the power of the power source other than the engine, the plurality of power sources are used. It is desirable to be able to drive the load using the power of the source. In Patent Document 3, it is difficult to drive the drive wheels using both the power of the first motor generator and the power of the second motor generator, and the drive wheels are driven using the power of a power source other than the engine. It is difficult to increase the maximum output of the case. Further, in Patent Document 4, when the drive wheels are driven using both the power of the first motor and the power of the second motor without using the power of the engine, the engine is interlocked with the rotation of the second motor. The drag loss increases due to the rotation. Therefore, it is difficult to increase the maximum output when driving the drive wheels using the power of the power source other than the engine.

  An object of the present invention is to provide a power transmission system capable of reducing the capacity of a transmission and increasing the maximum output when driving a load using the power of a power source other than the engine. To do.

  The power transmission system according to the present invention employs the following means in order to achieve the above-described object.

  A power transmission system according to the present invention includes a first power transmission unit capable of shifting power from an engine by a transmission and transmitting the power to a load, and transmission provided in parallel to the transmission from the engine. A second power transmission unit capable of transmitting to a load through a mechanism, and a first rotation capable of generating electric energy using electric power and generating electric power using electric power from the engine The electric machine, the second rotating electric machine capable of generating power using the electric energy generated by the first rotating electric machine, and the engine and the first rotating electric machine can be selectively coupled to and released from the first rotating electric machine. The intermittent mechanism, the second intermittent mechanism capable of selectively connecting and releasing the first rotating electrical machine and the load via the transmission, and drive control of the first rotating electrical machine and the second rotating electrical machine are performed. And a control device The transmission mechanism is a mechanism capable of combining the torque from the engine and the torque from the second rotating electrical machine in a state where the torque ratio is a predetermined ratio and transmitting the combined torque to the load. The torque of the first rotating electrical machine and the torque of the second rotating electrical machine in a state where the engine and the first rotating electrical machine are coupled by the interrupting mechanism and the first rotating electrical machine and the load are coupled via the transmission by the second intermittent mechanism. By controlling the power distribution control for controlling the distribution of the power transmitted to the transmission and the power transmitted to the transmission mechanism, the coupling between the engine and the first rotating electrical machine by the first interrupting mechanism, and Power transmission control for controlling power transmitted between the first rotating electrical machine and the second rotating electrical machine and the load in a state where the coupling between the first rotating electrical machine and the load by the second interrupting mechanism via the transmission is released And selective one of And it is required to perform.

  The power transmission system according to the present invention includes a first power transmission unit capable of shifting the power from the engine by the transmission and transmitting the power to the load, and the power from the engine provided in parallel to the transmission. A second power transmission unit capable of transmitting to the load via the transmission mechanism, and a second power transmission unit capable of generating hydraulic energy using power from the engine and generating power using hydraulic energy. The first hydraulic pump motor, the second hydraulic pump motor capable of generating power using the hydraulic energy generated by the first hydraulic pump motor, and the engine and the first hydraulic pump motor are selectively coupled and released. A first intermittent mechanism, a second intermittent mechanism capable of selectively connecting and releasing the first hydraulic pump motor and the load via the transmission, and a first hydraulic pump module. And a control device that controls the drive of the second hydraulic pump motor, and the transmission mechanism is configured such that the torque ratio between the torque from the engine and the torque from the second hydraulic pump motor is a predetermined ratio. The control device combines the engine and the first hydraulic pump motor by the first interrupting mechanism, and connects the first hydraulic pump motor and the load by the second interrupting mechanism. By controlling the torque of the first hydraulic pump motor and the torque of the second hydraulic pump motor in a state of being coupled via the transmission, the distribution of the power transmitted to the transmission and the power transmitted to the transmission mechanism is distributed. Power distribution control to be controlled, and the coupling between the engine and the first hydraulic pump motor by the first intermittent mechanism and the coupling between the first hydraulic pump motor and the load by the second intermittent mechanism via the transmission Releasing state, and summarized in that selectively performing power transmission control for controlling the power transmitted between the load and the first hydraulic pump motor and the second hydraulic pump motor, one of the.

In addition, a power transmission system according to a reference example of the present invention is disposed between a first power transmission unit capable of shifting power from an engine by a transmission and transmitting the power to a load, and the engine and the transmission. The first rotating electrical machine that can generate electric energy using the power from the engine and that can generate power using the electric energy, and the electric energy generated by the first rotating electric machine. The second rotating electrical machine that can be generated, the second power transmission unit that can transmit the power from the second rotating electrical machine to the load by decelerating the power from the speed reducing mechanism, and the coupling between the engine and the first rotating electrical machine and the release thereof. And a control device that performs drive control of the first rotating electrical machine and the second rotating electrical machine, and the control device connects the engine and the first rotating electrical machine by the interrupting mechanism. In a combined state By performing drive control of the first rotating electrical machine and the second rotating electrical machine so that the first rotating electrical machine generates electrical energy and the second rotating electrical machine generates power, the power transmitted to the transmission and the speed reduction mechanism are transmitted. Is transmitted between the first rotating electric machine and the load via the transmission in a state where the coupling between the engine and the first rotating electric machine by the intermittent mechanism is released. The gist is to selectively execute any one of power and power transmission control for controlling power transmitted between the second rotating electrical machine and the load via the speed reduction mechanism.

In addition, a power transmission system according to a reference example of the present invention is disposed between a first power transmission unit capable of shifting power from an engine by a transmission and transmitting the power to a load, and the engine and the transmission. The first hydraulic pump motor capable of generating hydraulic energy using power from the engine and generating power using hydraulic energy, and the hydraulic energy generated by the first hydraulic pump motor A second hydraulic pump motor capable of generating power, a second power transmission unit capable of transmitting power from the second hydraulic pump motor to a load by decelerating the power from the reduction mechanism, an engine, and a first hydraulic pump motor And a control device for controlling the driving of the first hydraulic pump motor and the second hydraulic pump motor. The first hydraulic pump motor and the second hydraulic pump are configured such that the first hydraulic pump motor generates hydraulic energy and the second hydraulic pump motor generates power in a state where the engine and the first hydraulic pump motor are coupled by the interrupting mechanism. By controlling the drive of the motor, the power distribution control for controlling the distribution of the power transmitted to the transmission and the power transmitted to the speed reduction mechanism, and the coupling between the engine and the first hydraulic pump motor by the intermittent mechanism are released. In this state, the power transmitted between the first hydraulic pump motor and the load via the transmission and the power transmitted between the second hydraulic pump motor and the load via the speed reduction mechanism are controlled. The gist is to selectively execute any one of the power transmission control to be performed.

  According to the present invention, power can be transmitted to a load via a transmission mechanism other than the transmission regardless of the transmission gear ratio, and the power transmitted to the transmission and the power transmitted to the transmission mechanism can be transmitted. The distribution can be controlled. Furthermore, the load can be driven using the power of the first rotating electrical machine and the power of the second rotating electrical machine (or the power of the first hydraulic pump motor and the power of the second hydraulic pump motor). Therefore, the capacity of the transmission can be reduced, and the maximum output when driving the load using the power of the power source other than the engine can be increased.

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

“Embodiment 1”
FIG. 1 is a diagram illustrating a schematic configuration of a power output system including a power transmission system according to Embodiment 1 of the present invention. The power output system according to the present embodiment is a hybrid power output system. The engine 10, the transmission 14, the starter generator (first rotating electrical machine) 16, the planetary gear mechanism 20, and the motor generator (second generator) described below. Rotating electric machine) 22, an electronic control device 42, and clutches C1, C2, and C3. In the power output system according to the present embodiment, the power (mechanical power) from the engine 10 can be shifted by the transmission 14 and transmitted to the load as described below. It is also possible to transmit the power from to the load via the planetary gear mechanism 20. The power output system according to this embodiment is used for driving a vehicle, for example.

  The power generated by the engine 10 can be transmitted to the input shaft 26 of the transmission 14 via the clutches C1 and C2. The transmission 14 shifts the power transmitted to the input shaft 26 and transmits it to the output shaft 36. The power transmitted to the output shaft 36 of the transmission 14 is transmitted to the drive wheels 40 of the vehicle via the counter gear 38 (intermediate shaft 39), and is used for driving a load such as driving of the vehicle. A damper 11 is provided on the output shaft 10-1 of the engine 10.

  In FIG. 1, a belt type continuously variable transmission (CVT) is shown as an example of the transmission 14. The belt type continuously variable transmission 14 includes a primary pulley (input rotating member) 30 connected to the input shaft 26, a secondary pulley (output rotating member) 32 connected to the output shaft 36, and the primary pulley 30 and the secondary pulley 32. An endless belt 34 wound around the pulley 10 is provided, and the power from the engine 10 transmitted to the primary pulley 30 is shifted and transmitted from the secondary pulley 32 to the drive wheels 40 via the counter gear 38. The belt-type continuously variable transmission 14 changes the engagement diameter of the endless belt 34 to the primary pulley 30 and the secondary pulley 32 by, for example, oil pressure, thereby changing the gear ratio γ (= rotational speed of the input shaft 26 / output shaft 36). Change the rotation speed). However, the kind of transmission 14 here is not specifically limited, For example, a toroidal type continuously variable transmission may be sufficient.

  The starter generator 16 is provided between the output shaft 10-1 of the engine 10 and the input shaft 26 of the transmission 14, and generates electric energy by being rotationally driven using the power from the engine 10. Regenerative operation (power generation operation) can be performed. The electrical energy generated by the regenerative operation of the starter generator 16 is stored in a power storage device such as a battery. Furthermore, the starter generator 16 can also perform a power running operation that generates power (mechanical power) using electrical energy accumulated in the power storage device. Thus, the starter generator 16 has the functions of both a generator (driven machine) and an electric motor (prime mover). The torque of the starter generator 16 can be controlled by the electronic control unit 42.

  The planetary gear mechanism 20 is provided in parallel to the transmission 14, and is configured by a single pinion planetary gear having a sun gear S, a carrier CR, and a ring gear R as rotating elements. The sun gear S is coupled to the motor generator 22 and can transmit torque from the motor generator 22. The ring gear R can be coupled to the starter generator 16 via the clutch C3, and can transmit torque from the starter generator 16. Furthermore, the ring gear R can be coupled to the output shaft 10-1 of the engine 10 via the clutches C3 and C1, and can transmit torque from the engine 10. The carrier CR is coupled to the drive wheels 40 and the output shaft 36 of the transmission 14 via a counter gear 38 (intermediate shaft 39).

  The motor generator 22 is driven to rotate using the electrical energy generated by the starter generator 16 or the electrical energy stored in the power storage device, thereby generating power (mechanical power) and outputting the power to the sun gear S. Is possible. Furthermore, the motor generator 22 can also perform a regenerative operation (power generation operation) that generates electric energy using the power transmitted to the sun gear S. Thus, the motor generator 22 has the functions of both an electric motor (prime mover) and a generator (driven machine). The electric energy generated by the regenerative operation of the motor generator 22 is stored in the power storage device. The torque of the motor generator 22 can be controlled by the electronic control device 42. Further, the maximum output of the motor generator 22 is set equal (or substantially equal) to the maximum output of the starter generator 16.

  In the planetary gear mechanism 20, the rotational speeds of the three rotating elements of the sun gear S, the carrier CR, and the ring gear R are in a collinear relationship shown in the collinear diagram of FIG. However, in the collinear diagram of FIG. 2, ρ is a gear ratio of the sun gear S and the ring gear R (a constant satisfying 0 <ρ <1). In the alignment chart of FIG. 2, the carrier CR coupled to the drive wheel 40 (the output shaft 36 of the transmission 14) can be coupled to the sun gear S coupled to the motor generator 22 and to the engine 10 and the starter generator 16. It is arranged between the gear R. The planetary gear mechanism 20 is a mechanism having two degrees of freedom of rotation, and when the rotational speeds of two of the three rotational elements of the sun gear S, the carrier CR, and the ring gear R are determined, the remaining The rotational speed of one rotating element is also determined. Therefore, by determining the power of the motor generator 22 (power transmitted to the sun gear S), the power from the engine 10 transmitted to the ring gear R via the clutches C1 and C3 is output from the carrier CR and driven. It can be transmitted to the wheel 40.

  The clutch C <b> 1 is provided between the output shaft 10-1 of the engine 10 and the starter generator 16. By engaging / disengaging the clutch C1, the output shaft 10-1 of the engine 10 and the starter generator 16 can be selectively coupled and released. The clutch C <b> 2 is provided between the starter generator 16 and the input shaft 26 (primary pulley 30) of the transmission 14. By engaging / disengaging the clutch C2, the starter generator 16 and the input shaft 26 of the transmission 14 can be selectively coupled to and released from each other, and the transmission 14 between the starter generator 16 and the drive wheels 40 can be changed. It is possible to selectively perform connection and release thereof. Therefore, it is possible to selectively connect and release the engine 10 and the input shaft 26 of the transmission 14 by engaging / disengaging the clutches C1 and C2, and the transmission between the engine 10 and the drive wheels 40 can be selectively performed. It is possible to selectively perform the connection via 14 and the release thereof. The clutch C3 is provided between the starter generator 16 and the ring gear R of the planetary gear mechanism 20. By engaging / disengaging the clutch C3, the starter generator 16 and the ring gear R can be selectively connected and released, and the starter generator 16 and the drive wheel 40 are connected via the planetary gear mechanism 20. And the release thereof can be selectively performed. Therefore, it is possible to selectively connect and release the engine 10 and the ring gear R by engaging / disengaging the clutches C1 and C3, and the planetary gear mechanism 20 between the engine 10 and the drive wheels 40 can be used. It is possible to selectively perform the connection and the release thereof. Here, each of the clutches C1, C2, and C3 functioning as a power interrupt mechanism can be switched between engagement and disengagement using, for example, oil pressure or electromagnetic force. FIG. 1 shows an example in which the clutches C1 and C2 are friction clutches such as wet multi-plate clutches, and the clutch C3 is a meshing clutch that engages by meshing teeth such as a dog clutch and a synchro clutch.

  As shown in FIG. 1, the rotation center axis of the primary pulley 30 of the transmission 14 coincides with the rotation center axis of the engine 10. The starter generator 16, the motor generator 22, and the planetary gear mechanism 20 are arranged side by side along the rotation center axis direction of the primary pulley 30, and in a casing (not shown), more specifically, the engine 10 and the primary gear mechanism 20. It is accommodated in a space between the pulley 30. The rotation center axis of the starter generator 16, the rotation center axis of the motor generator 22, and the center axis of the planetary gear mechanism 20 coincide with the rotation center axis of the primary pulley 30 and the rotation center axis of the engine 10. In FIG. 1, the motor generator 22 is disposed closer to the engine 10 than the starter generator 16 and the planetary gear mechanism 20, and the planetary gear mechanism 20 is disposed between the motor generator 22 and the starter generator 16. That is, the motor generator 22, the planetary gear mechanism 20, and the starter generator 16 are arranged in this order from the engine 10 side to the primary pulley 30 side.

  The electronic control unit 42 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 electronic control device 42 includes a signal indicating the throttle opening detected by each sensor (not shown), a signal indicating the rotational speed of the engine 10, a signal indicating the output shaft rotational speed of the transmission 14, and the rotational speed of the starter generator 16. And a signal indicating the rotational speed of the motor generator 22 are input via the input port. On the other hand, from the electronic control unit 42, a shift control signal for controlling the speed ratio γ of the transmission 14, an engine control signal for controlling the operating state of the engine 10, and a starter for performing drive control of the starter generator 16 are provided. A control signal, a motor control signal for controlling the drive of the motor generator 22, a clutch control signal for controlling the engagement states of the clutches C1, C2, and C3, and the like are output via the output port.

  In the power output system according to the present embodiment configured as described above, the first power transmission path capable of transmitting the power from the engine 10 to the drive wheels 40 via the clutches C1 and C2 and the transmission 14. And a second power transmission path capable of transmitting power from the engine 10 to the drive wheels 40 via the clutches C1 and C3 and the planetary gear mechanism 20. When the clutches C1, C2, and C3 are engaged, the engine 10 and the drive wheels 40 are connected via both the transmission 14 and the planetary gear mechanism 20 (both the first power transmission path and the second power transmission path). It is possible to transmit power between the two.

  Next, the operation of the power output system according to the present embodiment, particularly the operation of driving a load (vehicle) will be described. In the following description, the rotation direction of the sun gear S, the carrier CR, and the ring gear R of the planetary gear mechanism 20 is the rotation direction of the carrier CR when the vehicle moves forward (upward in the collinear diagram of FIG. 2). The forward rotation direction is assumed, and the rotation direction of the carrier CR when the vehicle moves backward (downward in the collinear diagram of FIG. 2) is the reverse rotation direction. Moreover, in the following description, it demonstrates as what has no loss of motive power for convenience of explanation.

  First, an operation in the case where power is transmitted between the engine 10 and the drive wheel 40 via both the transmission 14 and the planetary gear mechanism 20 will be described. In that case, the electronic control unit 42 controls the clutches C1, C2, and C3 to be engaged. That is, as shown in FIG. 3, the engine 10 and the starter generator 16 are coupled by the clutch C1, the starter generator 16 and the engine 10 and the drive wheel 40 are coupled by the clutch C2, and the clutch C3. The starter generator 16 and the engine 10 and the drive wheel 40 are controlled to be coupled via the planetary gear mechanism 20. In this state, the electronic control unit 42 controls the torque of the motor generator 22 and the torque of the starter generator 16.

Here, the torque of the motor generator 22 (torque of the sun gear S) is T _mg , the torque of the ring gear R is T _in , the torque of the carrier CR is T _out , and the rotational speed of the motor generator 22 (rotational speed of the sun gear S) is ω. _mg , the rotational speed of the engine 10 (rotational speed of the ring gear R) is ω _eng , the rotational speed of the carrier CR is ω _out , the power of the motor generator 22 (power of the sun gear S) is P _mg , and the power of the ring gear R is P _In , when the power of the carrier CR is P _out , the following equations (1) to (4) are established from the nomogram of FIG.

From the expressions (1) and (2), the torque T _in of the ring gear R is determined by the torque T _mg of the motor generator 22, and the power P _in of the ring gear R changes according to the torque T _mg of the motor generator 22. . Therefore, the electronic control unit 42, by changing the torque T _mg of the motor generator 22, it is possible to change the power P _in of the ring gear R.

Further, from equation (3), the torque T _out of the carrier CR is a T _mg (torque of the sun gear S) torque of the ring gear R of the torque T _in the motor generator 22, their torque ratio T _in / T _mg predetermined The torque is synthesized with the ratio 1 / ρ. From the equation (4), the power P _{out of the} carrier CR is a power obtained by synthesizing the power P _in of the ring gear R and the power (power of the sun gear S) P _mg of the motor generator 22.

When the vehicle is driven in the forward direction by the power P _eng of the engine 10 (the drive wheel 40 is driven in the forward direction), the electronic control unit 42 rotates in the forward direction (see FIG. A torque T _{mg (} upward of the nomogram of 2) is applied. As a result, as shown in FIG. 4, a part of the power P _{eng of the} engine 10 is converted into the generated power P _ge by the regenerative operation of the starter generator 16, and the rest is the transmission 14 and the planetary gear mechanism 20. Is distributed and transmitted to both. The power P _in transmitted from the engine 10 to the planetary gear mechanism 20 is combined with the power P _mg of the motor generator 22, and the combined power P _out is transmitted to the drive wheels 40. At this time, the torque T _in from the engine 10 transmitted to the ring gear R and the torque T _mg from the motor generator 22 transmitted to the sun gear S are expressed by the torque ratio T _in / T _mg as a predetermined ratio 1 / ρ. The planetary gear mechanism 20 performs a torque combining operation in which the torque is combined and transmitted from the carrier CR to the drive wheel 40. Further, the power P _eng -P _ge -P _in transmitted from the engine 10 to the transmission 14 is shifted by the transmission 14 and transmitted to the drive wheels 40.

As described above, by changing the torque of the motor generator 22, it is possible to change the power P _in is transmitted to the planetary gear mechanism 20. Then, by changing the torque of the starter generator 16 (regenerative torque), it is possible to change the generated power P _ge of the starter generator 16, changes the power P _eng -P _ge -P _in which is transmitted to the transmission 14 Can be made. Therefore, the electronic control unit 42 controls the torque T _mg of the motor generator 22 and the torque (regenerative torque) T _ge of the starter generator 16, so that the power P _eng −P _ge −P _in transmitted to the transmission 14 is it is possible to perform the power distribution control for controlling distribution of power P _in is transmitted to the planetary gear mechanism 20. At that time, regardless of the speed ratio γ of the transmission 14, the power P _eng −P _ge −P _in transmitted to the transmission 14 and the power P _in transmitted to the planetary gear mechanism 20 are actively distributed. Can be controlled. Furthermore, the power transmitted to the drive wheels 40 can be controlled by the power P _mg of the motor generator 22 and the generated power P _ge of the starter generator 16. When ignoring the power loss, when the power P _mg of the motor generator 22 is equal to the generated power P _ge of the starter generator 16, the power transmitted to the drive wheels 40 is equal to the power P _{eng of the} engine 10. When the power P _mg of the motor generator 22 is larger than the generated power P _ge of the starter generator 16, the power transmitted to the drive wheels 40 is larger than the power P _{eng of the} engine 10, and the power P of the motor generator 22 is increased. _{When mg} is smaller than the generated power _Pge of the starter generator 16, the power transmitted to the drive wheels 40 is smaller than the power _{Peng of the} engine 10. When there is a difference between the power P _mg of the motor generator 22 and the generated power P _ge of the starter generator 16, the difference is absorbed by charging or discharging of the power storage device.

  As shown in the upper collinear diagram of FIG. 5, when the rotation of the sun gear S is in the same direction as the rotation of the ring gear R (mainly at high vehicle speed), the motor generator 22 performs power running operation. (Functions as an electric motor). On the other hand, when the rotation of the sun gear S reversely rotates with the rotation of the ring gear R (mainly at a low vehicle speed) as shown in the lower collinear diagram in FIG. 5, the motor generator 22 is in a regenerative operation. (Functions as a generator). For this reason, the power distribution control is preferably performed mainly at high vehicle speeds.

Further, when the kinetic energy of the vehicle is regenerated (during the deceleration operation of the vehicle), the electronic control unit 42 rotates in the reverse direction to the sun gear S by torque control of the motor generator 22 as shown by the arrow in the collinear diagram of FIG. A torque T _mg (downward in the collinear diagram of FIG. 6) is applied. As a result, the power of the drive wheels 40 is distributed and transmitted to both the transmission 14 and the planetary gear mechanism 20 as shown in FIG. The power transmitted from the drive wheel 40 to the planetary gear mechanism 20 is distributed and transmitted to the starter generator 16 and the motor generator 22. At this time, the torque T _out transmitted from the drive wheel 40 to the carrier CR is distributed to the ring gear R and the sun gear S in a state where the torque ratio T _in / T _mg is a predetermined ratio 1 / ρ, and the starter generator The planetary gear mechanism 20 performs a torque distribution operation to be transmitted to the motor 16 and the motor generator 22, respectively. The power transmitted from the drive wheel 40 to the transmission 14 is transmitted to the starter generator 16. The power transmitted to the starter generator 16 and the motor generator 22 is converted into electric power generated by the regenerative operation of the starter generator 16 and the motor generator 22, respectively.

Even when the kinetic energy of the vehicle is regenerated, the power transmitted to the planetary gear mechanism 20 can be actively controlled by the torque control of the motor generator 22, and transmitted to the transmission 14 by the torque control of the starter generator 16. Power can be actively controlled. Therefore, the electronic control unit 42 controls the torque T _mg of the motor generator 22 and the torque T _ge of the starter generator 16 to distribute the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20. Power distribution control to be controlled can be executed. Further, the regenerative operation of the motor generator 22 and the starter generator 16 can convert the power of the drive wheels 40 into the generated power of the motor generator 22 and the starter generator 16.

  Note that when the kinetic energy of the vehicle is regenerated by the regenerative operation of the motor generator 22 and the starter generator 16, the clutch C1 may be released to release the coupling between the engine 10 and the starter generator 16. Further, when regenerating the kinetic energy of the vehicle, the clutches C1 and C2 may be released to release the coupling between the engine 10 and the starter generator 16, and the coupling between the starter generator 16 and the input shaft 26 of the transmission 14. it can. However, when the clutches C1 and C2 are released, the power of the drive wheels 40 is distributed and transmitted to the starter generator 16 and the motor generator 22 via the planetary gear mechanism 20. Further, the electronic control unit 42 determines whether or not the kinetic energy of the vehicle is regenerated based on, for example, the accelerator pedal operation amount or the brake pedal operation amount detected by a sensor (not shown) (vehicle deceleration operation). Whether or not it is time).

  Next, a preferred specific example when the power distribution control is executed by the electronic control unit 42 will be described.

Here, it is possible to improve the power transmission efficiency by performing the power transmission via the planetary gear mechanism 20 rather than performing the power transmission via the transmission (CVT) 14. Further, when the torque transmitted to the transmission 14 is small, the power transmission efficiency in the transmission 14 is reduced. Therefore, the electronic control unit 42, when performing the power distribution control controls the torque T _mg of the torque T _ge and the motor generator 22 of the starter-generator 16 based on the torque Te of the engine 10, that is, transmitted to the transmission 14 It is preferable to control the distribution of the power to be transmitted and the power transmitted to the planetary gear mechanism 20. More specifically, the electronic control unit 42 increases the torque (regenerative torque) T _{ge of the} starter generator 16 and the torque T _mg of the motor generator 22 with respect to the decrease in the torque Te of the engine 10, thereby transmitting the transmission 14. It is preferable to reduce the distribution of power transmitted to the planetary gear mechanism and increase the distribution of power transmitted to the planetary gear mechanism 20. The torque Te of the engine 10 can be estimated from, for example, the throttle opening A detected by a sensor (not shown) and the rotational speed ω _{eng of the} engine 10.

Further, in the continuously variable transmission 14 that changes the speed ratio γ by changing the contact diameter ratio r1 / r2 of the endless belt 34 to the primary pulley 30 and the secondary pulley 32, the contact diameter ratio r1 / r2 is separated from 1. As the power transmission efficiency decreases. Therefore, when executing the power distribution control, the electronic control unit 42 controls the torque T _ge of the starter generator 16 and the torque T _mg of the motor generator 22 based on the contact diameter ratio r1 / r2, thereby allowing the transmission 14 to It is preferable to control the distribution of the transmitted power and the power transmitted to the planetary gear mechanism 20. More specifically, the electronic control unit 42, the contact radius ratio r1 / r2 is to increase the torque T _mg of the torque (regenerative torque) T _ge and the motor generator 22 of the starter generator 16 whereas the distance from the 1 It is preferable to reduce the distribution of power transmitted to the transmission 14 and increase the distribution of power transmitted to the planetary gear mechanism 20. The contact diameter ratio r1 / r2 here can be obtained from, for example, the speed ratio γ (= the rotational speed ω _{eng of the} engine 10 / the rotational speed ω _out of the output shaft 36). Therefore, the electronic control unit 42 distributes the torque T _ge of the starter generator 16 and the torque T _mg of the motor generator 22 (the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20 based on the speed ratio γ. ) Can be controlled. Even when the transmission 14 is a toroidal continuously variable transmission that changes the gear ratio γ by changing the contact diameter ratio r1 / r2 of the roller to the input / output disk, the electronic control unit 42 can control the power distribution. when running in, it is preferable to control the torque T _mg of the torque T _ge and the motor generator 22 of the starter-generator 16 based on the contact radius ratio r1 / r2. The contact diameter ratio r1 / r2 here can be obtained from, for example, the speed ratio γ or the roller tilt angle.

Further, when the maximum torque transmission capacity of the transmission 14 is reduced and set to be smaller than the maximum torque of the engine 10, the torque transmitted from the engine 10 to the transmission 14 exceeds the maximum torque transmission capacity of the transmission 14. Then, slippage occurs in the transmission 14. Therefore, when executing the power distribution control, the electronic control device 42 controls the starter generator 16 so that the torque transmitted from the engine 10 to the transmission 14 does not exceed the maximum torque transmission capacity (predetermined amount) of the transmission 14. It is preferable to control the distribution of the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20 by controlling the torque T _ge and the torque T _mg of the motor generator 22. More specifically, when the electronic control unit 42 determines that the torque Te of the engine 10 is larger than the maximum torque transmission capacity of the transmission 14, the torque Te−T _ge − transmitted from the engine 10 to the transmission 14. T _in it is preferable to control the torque of the starter generator 16 so as to fall below the maximum torque transfer capacity of the transmission 14 (regenerative torque) T _ge and torque _{T mg (= ρ × T in} ) of the motor generator 22. With this control, it is possible to reduce the torque transmitted to the transmission 14 in a high-load traveling state where the torque of the engine 10 is large, and to reduce the maximum torque transmission capacity of the transmission 14.

  If the maximum torque transmission capacity of the transmission 14 can be reduced, the transmission efficiency of the transmission 14 is also improved. Therefore, in a low-load running state where the torque of the engine 10 is small, the power transmission efficiency may be optimal when power is transmitted by the transmission 14 without transmitting power to the planetary gear mechanism 20. In a low-load traveling state where the transmission torque to the transmission 14 is originally reduced, if the torque transmitted to the transmission 14 is further reduced by power distribution control, the transmission efficiency of the transmission 14 is reduced, resulting in a power transmission system. This is because the transmission efficiency as a whole may decrease. Therefore, when the electronic control unit 42 determines that the torque Te of the engine 10 is smaller than the set value (a value sufficiently smaller than the maximum torque transmission capacity of the transmission 14), the electronic control unit 42 does not perform power distribution control (the planetary gear mechanism 20). Power transmission by the transmission 14 is preferable. That is, the electronic control unit 42 preferably performs power distribution control when it is determined that the torque Te of the engine 10 is equal to or greater than a set value.

In the power output system according to the present embodiment, an EV (Electric Vehicle) that drives the vehicle by at least one of the power of the starter generator 16 and the power of the motor generator 22 without transmitting the power of the engine 10 to the drive wheels 40. You can also run. When this EV traveling is performed, the electronic control unit 42 controls the clutches C1 and C2 to be in the released state and the clutch C3 to be in the engaged state, and stops the operation of the engine 10. That is, as shown in FIG. 8, the coupling between the engine 10 and the starter generator 16 by the clutch C1 is released, the coupling between the starter generator 16 and the drive wheels 40 by the clutch C2 via the transmission 14 is released, and the clutch C3 Thus, the starter generator 16 and the drive wheel 40 are controlled to be coupled via the planetary gear mechanism 20. In this state, the electronic control unit 42 controls the torque T _ge of the starter generator 16 and the torque T _mg of the motor generator 22 to thereby transmit power transmitted between the starter generator 16 and the motor generator 22 and the drive wheels 40. EV traveling control (power transmission control) for controlling the vehicle is executed. The EV traveling control is preferably performed mainly at a low vehicle speed.

When the vehicle is driven in the forward direction, the electronic control unit 42 applies the torque T _ge in the forward direction to the ring gear R by the torque control of the starter generator 16 as shown in FIG. The torque T _mg in the forward direction is applied to the sun gear S by torque control. Planetary gear mechanism 20, the torque T _mg of the motor generator 22 which is transmitted to the torque T _ge and the sun gear S of the starter generator 16 is transmitted to the ring gear R, the predetermined ratio thereof torque ratio T _ge / T _mg The signals are combined in a state of 1 / ρ and transmitted from the carrier CR to the drive wheel 40. As a result, the drive wheel 40 is rotationally driven in the forward rotation direction. 9, when the sun gear S rotates in the same direction as the ring gear R, the starter generator 16 and the motor generator 22 are in a power running operation. On the other hand, when the rotation of the sun gear S reversely rotates with the rotation of the ring gear R, as shown in the lower collinear line in the alignment chart of FIG. 9, the starter generator 16 is in a power running operation and the motor generator 22 is in a regenerative operation. .

On the other hand, when regenerating the kinetic energy of the vehicle (when the vehicle is decelerating), the electronic control unit 42 _applies the torque T _ge in the reverse direction to the ring gear R by torque control of the starter generator 16 as shown in FIG. In addition, the torque T _mg in the reverse direction is applied to the sun gear S by the torque control of the motor generator 22. The planetary gear mechanism 20 distributes the torque T _out from the driving wheel transmitted to the carrier CR to the ring gear R and the sun gear S in a state where the torque ratio T _ge / T _mg is a predetermined ratio 1 / ρ. This is transmitted to the starter generator 16 and the motor generator 22, respectively. As a result, the power of the drive wheels 40 is converted into the generated power of the starter generator 16 and the motor generator 22. Thus, the electronic control unit 42 can selectively execute either power distribution control or EV travel control by switching engagement / release of the clutches C1 and C2.

  Note that, when EV traveling is performed by using the power of the starter generator 16 and the power of the motor generator 22, discharge from the power storage device to the starter generator 16 and the motor generator 22 causes a reduction in the amount of power stored in the power storage device. To do. Therefore, when the power storage state of the power storage device (for example, the SOC of the battery) is equal to or greater than the set amount, the electronic control device 42 releases the clutches C1 and C2 and engages the clutch C3. It is preferable to perform EV travel control that controls the power transmitted between the motor 22 and the drive wheels 40. Further, when the power storage state of the power storage device (battery SOC) falls below the set amount during execution of the EV traveling control, the electronic control device 42 gradually increases the engagement force of the clutch C1 to gradually start the clutch C1. By engaging, the engine 10 and the starter generator 16 are coupled as shown in FIG. 11, and the power of the starter generator 16 is transmitted to the engine 10 by the power running operation of the starter generator 16. It can also be started. When the rotation of the sun gear S is in the same direction as the rotation of the ring gear R after the engine 10 is started, the power of the motor generator 22 is utilized by performing the regenerative operation of the starter generator 16 and the power running operation of the motor generator 22. The vehicle can be driven and the power of the engine 10 can be used to generate power from the starter generator 16 to charge the power storage device. On the other hand, when the rotation of the sun gear S is reversed from the rotation of the ring gear R after the engine 10 is started, the power of the starter generator 16 and the regenerative operation of the motor generator 22 are performed to use the power of the starter generator 16. The vehicle can be driven, and the power of the engine 10 can be used to generate power from the motor generator 22 to charge the power storage device. The SOC of the battery can be estimated based on, for example, a battery current and a battery voltage detected by a sensor (not shown).

Further, when performing EV traveling, the electronic control device 42 can also control the clutches C1 and C3 to be in a released state and the clutch C2 to be in an engaged state. That is, as shown in FIG. 12, the coupling between the engine 10 and the starter generator 16 by the clutch C1 is released, and the coupling between the starter generator 16 and the drive wheels 40 via the planetary gear mechanism 20 by the clutch C3 is released. The starter generator 16 and the drive wheel 40 can be controlled to be coupled via the transmission 14 by C2. In this state, the electronic control unit 42 can also control the power transmitted between the starter generator 16 and the drive wheels 40 by controlling the torque _Tge of the starter generator 16. Thus, the vehicle can be driven using the power of the starter generator 16 without using the power of the motor generator 22.

  Here, for example, based on the required torque Twr of the drive wheel 40, EV driving is performed using both the power of the starter generator 16 and the power of the motor generator 22, or the starter generator 16 is driven without using the power of the motor generator 22. It is possible to select whether to perform EV traveling using power. More specifically, when the absolute value of the required torque Twr of the drive wheel 40 is larger than the threshold value Tw0 (Tw0> 0), the electronic control unit 42 uses both the power of the starter generator 16 and the power of the motor generator 22. Use it to select the EV run. In that case, the clutches C1 and C2 are controlled to be in a released state and the clutch C3 is controlled to be in an engaged state (the state shown in FIG. 8). As a result, the torque of the drive wheels 40 can be increased without increasing the size of the starter generator 16 and the motor generator 22. On the other hand, when the absolute value of the required torque Twr of the drive wheel 40 is equal to or less than the threshold value Tw0, the electronic control unit 42 uses the power of the starter generator 16 instead of the power of the motor generator 22 to perform EV traveling. select. In that case, the clutches C1 and C3 are controlled to be in a released state and the clutch C2 is controlled to be in an engaged state (the state shown in FIG. 12). The required torque Twr of the drive wheel 40 can be set based on the accelerator opening and the vehicle speed, for example.

Further, in the power output system according to the present embodiment, when performing a starting operation of driving the stopped vehicle in the forward direction (driving the stopped driving wheel 40 in the forward rotation direction), the electronic control device 42 is The clutches C1 and C2 are controlled to be in a released state and the clutch C3 is controlled to be in an engaged state (the state shown in FIG. 8). In this state, the electronic control unit 42, the torque control of the starter generator 16 together with the action of normal rotation direction of the torque T _ge to the ring gear R, the torque T _mg of the sun gear S in the forward direction by the torque control of the motor generator 22 By actuating, the vehicle is started in the forward direction. As a result, the vehicle can be started in the forward direction with the operation of the engine 10 stopped.

  Further, when performing the starting operation, the electronic control unit 42 controls the clutch C2 to be in the released state and the clutches C1 and C3 to be in the engaged state (the state shown in FIG. 11) while the engine 10 is being operated. You can also. In a state where the rotation of the drive wheel 40 is stopped, the rotation of the sun gear S is reverse to the rotation of the ring gear R. In this state, the vehicle is started in the forward direction by performing the power running operation of the starter generator 16 and the regenerative operation of the motor generator 22. Thus, the vehicle can be driven using the power of starter generator 16, and the power can be charged by the electric power of motor generator 22 using the power of engine 10.

  The electronic control device 42 can select whether or not to operate the engine 10 based on, for example, the required torque Twr of the drive wheels 40 when executing the starting operation. More specifically, when executing the start operation, the electronic control unit 42 stops the operation of the engine 10 when the absolute value of the required torque Twr of the drive wheels 40 is equal to or less than the threshold value Tw1 (Tw1> 0). Select. In that case, the clutches C1 and C2 are controlled to be in a released state and the clutch C3 is controlled to be in an engaged state (the state shown in FIG. 8). On the other hand, if the absolute value of the required torque Twr of the drive wheels 40 is larger than the threshold value Tw1 when executing the starting operation, the electronic control unit 42 selects the method for operating the engine 10. In that case, the clutch C2 is controlled to be in the released state and the clutches C1 and C3 are controlled to be in the engaged state (the state shown in FIG. 11). Thus, when the current of starter generator 16 increases, the power storage device can be charged by the power generation of motor generator 22, and a decrease in the state of charge of the power storage device (battery SOC) can be suppressed. In addition, when the vehicle suddenly starts, traveling using the power of the engine 10 can be performed quickly.

Further, in the power output system according to the present embodiment, when performing the reverse running operation for reversing the vehicle, the electronic control unit 42 is in the released state and the clutch C3 is in the engaged state (the state shown in FIG. 8). ) To control. In this state, the electronic control unit 42 _applies the torque T _ge in the reverse direction to the ring gear R by the torque control of the starter generator 16, and applies the torque T _mg in the reverse direction to the sun gear S by the torque control of the motor generator 22. By doing so, the vehicle is moved backward. Thus, the vehicle is moved backward by EV traveling.

  Further, in the power output system according to the present embodiment, when executing the engine start operation for starting the stopped engine 10, the electronic control unit 42 engages the clutch C1 to connect the engine 10 and the starter generator 16. The engine 10 is cranked by being coupled and transmitting the power of the starter generator 16 to the engine 10 by the power running operation of the starter generator 16. The engine start operation here can be performed when the vehicle is stopped, or can be performed when the vehicle is traveling (EV traveling). When the engine is started when the vehicle is stopped, the clutches C2 and C3 are controlled to be in the released state. As a result, when the engine 10 is cranked, the seismic source engine 10 and the planetary gear mechanism 20 having the vibration element are separated from each other, so that vibration and noise during cranking of the engine 10 can be reduced. On the other hand, when the engine start operation is performed during EV traveling, the clutch C2 is controlled to be in the disengaged state and the clutch C3 is engaged, and the clutch C1 is gradually engaged by gradually increasing the engagement force of the clutch C1.

  In each operation of the present embodiment described above, the engagement / release of the clutches C1, C2, and C3 is summarized as shown in the following table. However, in the table below, ◯ represents engagement and x represents release. Δ → ○ represents a case where the clutch is gradually engaged while performing slip control of the clutch.

In the present embodiment described above, when power is transmitted between the engine 10 and the drive wheels 40 via both the transmission 14 and the planetary gear mechanism 20, the torque _Tge of the starter generator 16 and the motor generator 22 are By controlling the torque T _mg , the distribution of the power P _eng -P _ge -P _in transmitted to the transmission 14 and the power P _in transmitted to the planetary gear mechanism 20 can be actively controlled. For example, in a state where the power transmission efficiency of the transmission 14 is reduced, such as when the torque of the input shaft 26 is small or when the contact diameter ratio r1 / r2 of the endless belt 34 to the primary pulley 30 and the secondary pulley 32 is far from 1. , the torque of the starter generator 16 to increase the torque T _mg of (regenerative torque) T _ge and the motor generator 22, planetary gear mechanism together with reducing distribution of power P _eng -P _ge -P _in which is transmitted to the transmission 14 By increasing the distribution of the power P _in transmitted to the power 20, the power transmission efficiency can be improved. In a state where torque Te of the engine 10 is greater than the maximum torque transfer capacity of the transmission 14, by increasing the torque T _mg of the torque (regenerative torque) T _ge and the motor generator 22 of the starter generator 16, the transmission 14 By reducing the distribution of the transmitted power P _eng -P _ge -P _in and increasing the distribution of the power P _in transmitted to the planetary gear mechanism 20, the maximum torque transmission capacity of the transmission 14 is set to be small. Also, the slippage of the transmission 14 can be suppressed. As described above, according to the present embodiment, the distribution of the power P _eng -P _ge -P _in transmitted to the transmission 14 and the power P _in transmitted to the planetary gear mechanism 20 can be appropriately controlled. The maximum torque transmission capacity of the transmission 14 can be reduced and the power transmission efficiency can be improved. Furthermore, since the power P _mg can be generated in the motor generator 22 using the generated power P _ge of the starter generator 16, it is transmitted to the transmission 14 even when the state of charge of the power storage device (battery SOC) is low. It is possible to actively control the distribution of the power P _eng -P _ge -P _in and the power P _in transmitted to the planetary gear mechanism 20. Furthermore, by setting the maximum output of starter generator 16 to be equal (or substantially equal) to the maximum output of motor generator 22, the generated power of starter generator 16 can be used efficiently for the power of motor generator 22. Therefore, even when the SOC of the battery is low, the generated power P _ge of the starter generator 16 and the power P _mg of the motor generator 22 are increased to distribute the power P _eng −P _ge −P _in transmitted to the transmission 14. a slight proportion can be increased distribution of power P _in is transmitted to the planetary gear mechanism 20, thereby improving the power transmission efficiency.

  In Patent Documents 5 to 7, the input / output shafts of the continuously variable transmission can be connected by another transmission device (for example, a gear or a chain), and the engine power is supplied to both the continuously variable transmission and the transmission device. Through the load. However, in Patent Documents 5 to 7, power can be transmitted through the transmission only when the speed ratio of the continuously variable transmission is at a specific value. On the other hand, in the present embodiment, power can be transmitted via the planetary gear mechanism 20 regardless of the value of the transmission gear ratio γ of the transmission 14. Therefore, power transmission efficiency can be improved over a wide range of gear ratio γ.

  Further, in order to improve the effect of reducing the maximum torque transmission capacity of the transmission 14, the maximum torque of the starter generator 16 (maximum regenerative torque) and the maximum torque of the motor generator 22 are increased, and the transmission from the engine 10 to the transmission 14 is increased. It is desirable to reduce the maximum torque transmitted to the. However, when the maximum torque of the starter generator 16 and the maximum torque of the motor generator 22 are increased, the outer diameter of the starter generator 16 and the outer diameter of the motor generator 22 are also increased, which easily increases the size of the system. If the center axis of the planetary gear mechanism 20 is shifted from the rotation center axis of the motor generator 22, the power transmission efficiency between the motor generator 22 and the planetary gear mechanism 20 is likely to decrease. On the other hand, since the primary pulley 30 and the secondary pulley 32 are already arranged on the input shaft 26 and the output shaft 36 of the transmission 14, and the outer diameters already occupy the coaxial radial area, Deterioration in mountability due to the newly arranged starter generator 16, motor generator 22, and planetary gear mechanism 20 is relatively low. However, since the amplified torque is transmitted to the output shaft 36 of the transmission 14, it is necessary to increase the width of the bearings and gears provided on the output shaft 36 side of the transmission 14. Therefore, if the starter generator 16, the motor generator 22, and the planetary gear mechanism 20 are arranged on the output shaft 36 of the transmission 14, the length in the direction of the output shaft 36 is greatly increased.

  On the other hand, in the present embodiment, the starter generator 16, the motor generator 22, and the planetary gear mechanism 20 have their center axes aligned with the rotation center axis of the primary pulley 30 and the rotation center axis of the engine 10. It is arranged in the space between the engine 10 and the primary pulley 30. With this arrangement, the power transmission efficiency between the motor generator 22 and the planetary gear mechanism 20 can be improved, and the outer diameter (maximum torque) of the starter generator 16 and the outer diameter (maximum torque) of the motor generator 22 are increased. Can be made. Therefore, the effect of reducing the maximum torque transmission capacity of the transmission 14 can be improved, and the axial length of the transmission 14 can be reduced. Furthermore, the starter generator 16, the motor generator 22, and the planetary gear mechanism 20 can be accommodated in a casing (not shown) without significantly increasing the length of the transmission 14 in the direction of the input shaft 26. Thus, according to the present embodiment, the maximum torque of the starter generator 16 and the maximum torque of the motor generator 22 are increased without deteriorating the mountability of the starter generator 16, the motor generator 22, and the planetary gear mechanism 20. And the effect of reducing the maximum torque transmission capacity of the transmission 14 can be improved. As a result, the system can be reduced in size. Furthermore, by arranging the motor generator 22 closer to the engine 10 than the starter generator 16 and the planetary gear mechanism 20, the outer diameter of the motor generator 22 can be further increased, and the maximum torque of the motor generator 22 can be further increased. Can do.

  In the present embodiment, the clutch C1 and C2 are disengaged and the clutch C3 is engaged, and both the power of the starter generator 16 and the power of the motor generator 22 are used without using the power of the engine 10. EV traveling that drives the wheels 40 can be performed. Therefore, it is possible to increase the maximum output when driving the drive wheels 40 by EV traveling. As a result, the frequency of performing EV travel can be increased, and fuel consumption can be improved. During EV travel, the drag loss of the engine 10 can be eliminated by releasing the clutch C1. Furthermore, power can be transmitted to the drive wheels 40 without passing through the transmission (continuously variable transmission) 14. Therefore, the power transmission efficiency during EV travel can be improved. Furthermore, since the kinetic energy of the vehicle can be regenerated using both the starter generator 16 and the motor generator 22, the maximum power that can be regenerated can be increased. As described above, the power output system according to the present embodiment can increase the frequency of performing EV traveling, and is therefore suitable for a plug-in hybrid vehicle that charges (plug-in charging) a power storage device from a power supply outside the vehicle. is there.

  Further, since the starter generator 16 and the motor generator 22 can sufficiently ensure the driving force of the vehicle even during the start operation, it is not necessary to provide a start device such as a torque converter between the engine 10 and the transmission 14. Further, since the vehicle driving force can be sufficiently secured by the starter generator 16 and the motor generator 22 even during the reverse traveling operation, a forward / reverse switching mechanism for switching whether or not to reverse the direction of torque of the engine 10 is provided. And the transmission 14 need not be provided. As a result, the system can be reduced in size.

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

  In the configuration example shown in FIG. 13, a meshing clutch such as a dog clutch or a synchro clutch is used for the clutch C <b> 2 compared to the configuration example shown in FIG. 1. Further, in the configuration example shown in FIG. 14, the starter generator 16 is disposed closer to the engine 10 than the motor generator 22 and the planetary gear mechanism 20 compared to the configuration example shown in FIG. 1, and the planetary gear mechanism 20 is Arranged between generator 16 and motor generator 22. That is, the starter generator 16, the planetary gear mechanism 20, and the motor generator 22 are arranged in this order from the engine 10 side to the primary pulley 30 side. The clutch C2 is disposed between the motor generator 22 and the primary pulley 30, and the clutch C3 is disposed between the starter generator 16 and the planetary gear mechanism 20. According to this configuration example, the outer diameter of the starter generator 16 can be further increased, and the maximum torque of the starter generator 16 can be further increased. In the configuration example shown in FIG. 15, a meshing clutch is used for the clutch C <b> 2 compared to the configuration example shown in FIG. 14.

“Embodiment 2”
FIG. 16 is a diagram illustrating a schematic configuration of a power output system including the power transmission system according to the second embodiment of the present invention. In the following description of the second embodiment, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted.

  In the present embodiment, the clutch C3 is omitted as compared with the first embodiment (the configuration example shown in FIG. 1), and the ring gear R of the planetary gear mechanism 20 is fixed to the casing 15, Rotation is constrained. Therefore, the planetary gear mechanism 20 functions as a speed reduction mechanism that decelerates the power from the motor generator 22 transmitted to the sun gear S and transmits the power from the carrier CR to the drive wheels 40. In the power output system according to this embodiment, the first power transmission path capable of transmitting the power from the engine 10 to the drive wheels 40 via the clutches C1 and C2 and the transmission 14, and the motor generator 22 Is provided with a second power transmission path through which the power from the vehicle can be transmitted to the drive wheel 40 via the planetary gear mechanism 20 (decelerated by the speed reduction mechanism).

  Next, the operation of the power output system according to the present embodiment, particularly the operation of driving a load (vehicle) will be described.

First, an operation in the case of performing EV traveling in which the vehicle is driven by at least one of the power of the starter generator 16 and the power of the motor generator 22 without transmitting the power of the engine 10 to the drive wheels 40 will be described. When performing this EV traveling, the electronic control unit 42 controls the clutch C1 to be in a released state and the clutch C2 to be in an engaged state, and stops the operation of the engine 10. That is, as shown in FIG. 17, the coupling between the engine 10 and the starter generator 16 by the clutch C1 is released, and the starter generator 16 and the drive wheels 40 are controlled by the clutch C2 via the transmission 14. . In this state, the electronic control unit 42 controls the torque T _ge of the starter generator 16 and the torque T _mg of the motor generator 22 so as to be transmitted between the starter generator 16 and the drive wheels 40 via the transmission 14. EV traveling control (power transmission control) for controlling the power to be transmitted and the power transmitted between the motor generator 22 and the drive wheel 40 via the planetary gear mechanism 20 is executed.

  When the vehicle is driven in the forward direction, the electronic control unit 42 performs the power running operation of the starter generator 16 and the power running operation of the motor generator 22. As a result, the power of the starter generator 16 is shifted by the transmission 14 and transmitted to the drive wheels 40, and the power of the motor generator 22 is decelerated by the planetary gear mechanism 20 and transmitted to the drive wheels 40. The vehicle can be driven using both the power of 16 and the power of the motor generator 22. On the other hand, when regenerating the kinetic energy of the vehicle (during the deceleration operation of the vehicle), the electronic control unit 42 performs the regenerative operation of the starter generator 16 and the regenerative operation of the motor generator 22. As a result, the power of the drive wheels 40 is transmitted to the starter generator 16 via the transmission 14 and converted to the generated power of the starter generator 16, and is also transmitted to the motor generator 22 via the planetary gear mechanism 20. It is converted into electric power generated by the generator 22.

Further, when performing EV traveling, the electronic control unit 42 controls the clutch C2 to be in a released state, thereby controlling the state where the starter generator 16 and the drive wheels 40 are disconnected from each other via the transmission 14. You can also. In this state, the power transmitted between the motor generator 22 and the drive wheels 40 via the planetary gear mechanism 20 can be controlled by controlling the torque T _mg of the motor generator 22. Thus, the vehicle can be driven using the power of the motor generator 22 without using the power of the starter generator 16. At that time, the operation of the engine 10 can be stopped, or the engine 10 can be operated. When stopping the operation of the engine 10, the clutch C1 may be in a released state or in an engaged state. On the other hand, when the engine 10 is operated, the clutch C1 is controlled to be in an engaged state, and the power of the starter generator 16 is transmitted to the engine 10 by the power running operation of the starter generator 16, whereby the engine 10 is started. After the engine 10 is started, the power of the engine 10 is converted into the generated power of the starter generator 16 by the regenerative operation of the starter generator 16, and this generated power is converted to the power of the motor generator 22 by the power running operation of the motor generator 22. it can.

  Here, for example, based on the required torque Twr of the drive wheel 40, EV traveling is performed using both the power of the starter generator 16 and the power of the motor generator 22, or the motor generator 22 is driven without using the power of the starter generator 16. It is possible to select whether to perform EV traveling using power. More specifically, when the absolute value of the required torque Twr of the drive wheels 40 is larger than the threshold value Tw2 (Tw2> 0), the electronic control unit 42 uses both the power of the starter generator 16 and the power of the motor generator 22. Use it to select the EV run. In that case, the clutch C1 is controlled to be in a released state and the clutch C2 is controlled to be in an engaged state. On the other hand, when the absolute value of the required torque Twr of the drive wheel 40 is equal to or less than the threshold value Tw2, the electronic control unit 42 uses the power of the motor generator 22 to perform EV travel without using the power of the starter generator 16. select. In that case, the clutch C2 is controlled to the released state.

  Next, an operation when power is transmitted between the engine 10 and the drive wheels 40 via the transmission 14 will be described. In that case, the electronic control unit 42 controls the clutches C1 and C2 to be engaged. That is, as shown in FIG. 18, the engine 10 and the starter generator 16 are coupled by the clutch C1, and the starter generator 16 and the drive wheels 40 are coupled by the clutch C2 via the transmission 14. As a result, the power of the engine 10 is shifted by the transmission 14 and then transmitted to the drive wheels 40, so that the vehicle can be driven by the power of the engine 10.

In the power output system according to the present embodiment, when the vehicle is driven by the power of the engine 10, the driving of the vehicle can be assisted by the power of the motor generator 22. In that case, the electronic control unit 42 transmits power between the engine 10 and the drive wheels 40 via the transmission 14 by controlling the clutches C1 and C2 to the engaged state (the state shown in FIG. 18). In this state, the electronic control unit 42 executes power assist control for controlling the power transmitted between the motor generator 22 and the drive wheels 40 by controlling the torque T _mg of the motor generator 22. When this power assist control is executed, the electronic control unit 42 controls the operating state of the engine 10 so that the power of the engine 10 becomes a predetermined value that enables high-efficiency operation, and the required power of the vehicle (load) and the engine 10 are controlled. Can be compensated for by the power of the motor generator 22.

  When the required power of the vehicle is larger than the power of the engine 10 when the vehicle is driven in the forward direction by the power of the engine 10, the electronic control unit 42 performs the power running operation of the motor generator 22, so that the power of the motor generator 22 is increased. It is decelerated by the planetary gear mechanism 20 and transmitted to the drive wheel 40. At the same time, the power of the engine 10 is shifted by the transmission 14 and transmitted to the drive wheels 40. On the other hand, when the required power of the vehicle is smaller than the power of the engine 10, the electronic control unit 42 performs the regenerative operation of the motor generator 22, so that the power of the drive wheels 40 is transmitted to the motor generator 22 via the planetary gear mechanism 20. Thus, the electric power generated by the motor generator 22 is converted.

  When regenerating the kinetic energy of the vehicle (during the deceleration operation of the vehicle), the electronic control unit 42 performs the regenerative operation of the starter generator 16 and the regenerative operation of the motor generator 22. As a result, the power of the drive wheels 40 is transmitted to the starter generator 16 via the transmission 14 and converted to the generated power of the starter generator 16, and is also transmitted to the motor generator 22 via the planetary gear mechanism 20. It is converted into electric power generated by the generator 22. At that time, the clutch C1 can also be released. When regenerating the kinetic energy of the vehicle, the motor generator 22 can be regenerated with the clutch C2 disengaged.

  In the power output system according to the present embodiment, the power transmitted to the transmission 14 and the planetary gear mechanism 20 are controlled by driving control of the starter generator 16 and the motor generator 22 when the vehicle is driven by the power of the engine 10. It is possible to control the distribution with the power transmitted to. In that case, the electronic control unit 42 transmits power between the engine 10 and the drive wheels 40 via the transmission 14 by controlling the clutches C1 and C2 to the engaged state (the state shown in FIG. 18). In this state, the electronic control unit 42 performs a regenerative operation of the starter generator 16 so that the starter generator 16 generates electric energy using the power of the engine 10, and the motor generator 22 uses this electric energy to drive power. The power generation operation of the motor generator 22 is performed so as to generate. As a result, as shown in FIG. 19, the power of the engine 10 can be distributed to the power generated by the starter generator 16 and the power transmitted to the transmission 14, and the power of the motor generator 22 can be distributed to the planetary gear mechanism 20. Can be transmitted to the drive wheel 40 via Therefore, the electronic control unit 42 controls the distribution of the power transmitted to the transmission 14 and the power transmitted to the planetary gear mechanism 20 by controlling the power generated by the starter generator 16 and the power of the motor generator 22. Power distribution control can be executed. Furthermore, the electronic control unit 42 can selectively execute either power distribution control or EV traveling control by switching engagement / release of the clutch C1.

When the maximum torque transmission capacity of the transmission 14 is reduced and set to be smaller than the maximum torque of the engine 10, if the torque transmitted from the engine 10 to the transmission 14 exceeds the maximum torque transmission capacity of the transmission 14, The machine 14 will slip. Therefore, when executing the power distribution control, the electronic control device 42 controls the starter generator 16 so that the torque transmitted from the engine 10 to the transmission 14 does not exceed the maximum torque transmission capacity (predetermined amount) of the transmission 14. It is preferable to control the torque _Tge . More specifically, when the electronic control unit 42 determines that the torque Te of the engine 10 is larger than the maximum torque transmission capacity of the transmission 14, the torque Te− _Tge transmitted from the engine 10 to the transmission 14 is It is preferable to control the torque (regenerative torque) _Tge of the starter generator 16 so as to be lower than the maximum torque transmission capacity of the transmission 14. Then, to compensate for the decrease amount of torque transmitted to the drive wheels 40 by the regeneration torque T _ge of the starter generator 16 by power torque T _mg of the motor generator 22.

  Further, when performing a starting operation of driving the stopped vehicle in the forward direction (driving the stopped driving wheel 40 in the forward direction), the electronic control unit 42 releases the clutch C1 and engages the clutch C2. In the combined state (the state shown in FIG. 17), the vehicle is started in the forward direction by applying a torque in the normal rotation direction to the drive wheels 40 by the torque control of the starter generator 16 and the motor generator 22. However, the vehicle can also be started in the forward direction by applying a torque in the forward direction to the drive wheels 40 by the torque control of the motor generator 22 with the clutch C2 released.

  Further, when performing the reverse traveling operation for reversing the vehicle, the electronic control unit 42 releases the clutch C1 and engages the clutch C2 (the state shown in FIG. 17). By applying torque in the reverse direction to the drive wheels 40 by torque control, the vehicle is moved backward. However, the vehicle can also be moved backward by applying a torque in the reverse direction to the drive wheels 40 by the torque control of the motor generator 22 with the clutch C2 disengaged.

  When executing the engine start operation for starting the stopped engine 10, the electronic control unit 42 engages the clutch C <b> 1 and transmits the power of the starter generator 16 to the engine 10 by the power running operation of the starter generator 16. Thus, cranking of the engine 10 is performed. The engine start operation here can be performed when the vehicle is stopped, or can be performed when the vehicle is traveling (EV traveling).

  In the present embodiment described above, when power is transmitted between the engine 10 and the drive wheels 40, the speed ratio γ of the transmission 14 is set to a value by the regenerative operation of the starter generator 16 and the power running operation of the motor generator 22. Regardless of whether the power can be transmitted to the drive wheel 40 via the planetary gear mechanism 20, the distribution of the power transmitted via the transmission 14 and the power transmitted via the planetary gear mechanism 20 is controlled. be able to. As a result, the maximum torque transmitted from the engine 10 to the transmission 14 can be reduced, and the maximum torque transmission capacity of the transmission 14 can be reduced and the power transmission efficiency can be improved. Furthermore, by setting the maximum output of starter generator 16 to be equal (or substantially equal) to the maximum output of motor generator 22, the generated power of starter generator 16 can be used efficiently for the power of motor generator 22.

  Further, in the present embodiment, the drive wheel 40 using both the power of the starter generator 16 and the power of the motor generator 22 without using the power of the engine 10 with the clutch C1 disengaged and the clutch C2 engaged. EV driving can be performed. Therefore, it is possible to increase the maximum output when driving the drive wheels 40 by EV traveling. As a result, the frequency of performing EV travel can be increased, and fuel consumption can be improved. During EV travel, the clutch C1 is released to eliminate drag loss of the engine 10 and improve power transmission efficiency. Furthermore, since the kinetic energy of the vehicle can be regenerated using both the starter generator 16 and the motor generator 22, the maximum power that can be regenerated can be increased.

  In the first and second embodiments described above, instead of the starter generator 16 that functions as an electric motor (primary motor) and a generator (driven machine), the first function as a hydraulic motor (primary motor) and a hydraulic pump (driven machine). A hydraulic pump motor may be provided, and a second hydraulic pump motor that functions as a hydraulic motor and a hydraulic pump may be provided instead of the motor generator 22 that functions as an electric motor and a generator. Here, the first hydraulic pump motor is capable of generating hydraulic energy (hydraulic oil energy) by being rotationally driven using the power from the engine 10, and is generated by the first hydraulic pump motor. The hydraulic energy is stored in the accumulator. Furthermore, the first hydraulic pump motor can also generate power by using the hydraulic energy accumulated in the accumulator. The second hydraulic pump motor is driven to rotate using the hydraulic energy generated by the first hydraulic pump motor or the hydraulic energy accumulated in the accumulator, thereby generating power and outputting it to the planetary gear mechanism 20. It is possible. Furthermore, the second hydraulic pump motor can be driven to rotate using the power transmitted from the planetary gear mechanism 20 to generate hydraulic energy and store it in the accumulator. The maximum output of the second hydraulic pump motor is set equal (or substantially equal) to the maximum output of the first hydraulic pump motor. As the first hydraulic pump motor and the second hydraulic pump motor here, a variable displacement type can be used. The electronic control unit 42 controls the torque of the first hydraulic pump motor and the torque of the second hydraulic pump motor by controlling the capacity of the first hydraulic pump motor and the capacity of the second hydraulic pump motor, respectively. Can do.

  In the first embodiment, the electronic control device 42 transmits the transmission to the transmission 14 by controlling the torque of the first hydraulic pump motor and the torque of the second hydraulic pump motor with the clutches C1, C2, and C3 engaged. The power distribution control for controlling the distribution of the power to be transmitted and the power transmitted to the planetary gear mechanism 20 can be executed. The electronic control unit 42 controls the power transmitted between the first hydraulic pump motor and the second hydraulic pump motor and the drive wheel 40 in a state where the clutches C1 and C2 are released and the clutch C3 is engaged. Power transmission control can be executed. That is, the electronic control unit 42 can selectively execute either power distribution control or power transmission control by switching engagement / release of the clutches C1 and C2.

  In the second embodiment, the electronic control unit 42 is configured so that the first hydraulic pump motor generates hydraulic energy and the second hydraulic pump motor generates power with the clutches C1 and C2 engaged. By performing drive control of the second hydraulic pump motor, power distribution control for controlling distribution of power transmitted to the transmission 14 and power transmitted to the planetary gear mechanism 20 can be executed. Then, the electronic control unit 42 releases the clutch C1 and engages the clutch C2, and the power transmitted between the first hydraulic pump motor and the drive wheel 40 via the transmission 14 and the planetary gear. Power transmission control for controlling the power transmitted between the second hydraulic pump motor and the drive wheel 40 via the mechanism 20 can be executed. That is, the electronic control unit 42 can selectively execute either power distribution control or power transmission control by switching engagement / release of the clutch C1.

  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.

1 is a diagram illustrating a schematic configuration of a power output system according to Embodiment 1. FIG. FIG. 3 is a collinear diagram showing the rotation speed of each rotating element of the planetary gear mechanism of the first embodiment. It is a figure explaining the power distribution control in Embodiment 1. FIG. It is a figure explaining the flow of the motive power of the motive power output system which concerns on Embodiment 1. FIG. 3 is a collinear diagram illustrating power distribution control in Embodiment 1. FIG. 3 is a collinear diagram illustrating power distribution control in Embodiment 1. FIG. It is a figure explaining the power distribution control in Embodiment 1. FIG. It is a figure explaining EV driving in Embodiment 1. FIG. 3 is a collinear diagram illustrating EV traveling in the first embodiment. FIG. 3 is a collinear diagram illustrating EV traveling in the first embodiment. It is a figure explaining the operation | movement which starts an engine at the time of EV driving | running | working in Embodiment 1. FIG. It is a figure explaining EV driving in Embodiment 1. It is a figure which shows the other schematic structure of the power output system which concerns on Embodiment 1. FIG. It is a figure which shows the other schematic structure of the power output system which concerns on Embodiment 1. FIG. It is a figure which shows the other schematic structure of the power output system which concerns on Embodiment 1. FIG. It is a figure which shows schematic structure of the power output system which concerns on Embodiment 2. FIG. It is a figure explaining EV driving in Embodiment 2. It is a figure explaining the power distribution control in Embodiment 2. FIG. It is a figure explaining the power distribution control in Embodiment 2. FIG.

Explanation of symbols

  10 engine, 14 transmission, 15 casing, 16 starter generator, 20 planetary gear mechanism, 22 motor generator, 26 input shaft, 30 primary pulley, 32 secondary pulley, 34 endless belt, 36 output shaft, 40 drive wheel, 42 electronic control Equipment, C1, C2, C3 clutch, CR carrier, R ring gear, S sun gear.

Claims (5)

A first power transmission unit capable of shifting power from the engine by a transmission and transmitting the power to a load;
A second power transmission unit capable of transmitting power from the engine to a load via a transmission mechanism provided in parallel to the transmission;
A first rotating electric machine capable of generating electric energy using power from the engine and generating power using electric energy;
A second rotating electrical machine capable of generating power using electrical energy generated by the first rotating electrical machine;
A first intermittent mechanism capable of selectively coupling and releasing the engine and the first rotating electrical machine;
A second intermittent mechanism capable of selectively performing coupling and release of the first rotating electrical machine and the load via the transmission;
A control device that performs drive control of the first rotating electrical machine and the second rotating electrical machine;
Have
The transmission mechanism is a mechanism capable of combining the torque from the engine and the torque from the second rotating electrical machine in a state where the torque ratio is a predetermined ratio and transmitting the combined torque to the load.
The control device
The torque of the first rotating electrical machine and the second rotating electrical machine in a state where the engine and the first rotating electrical machine are coupled by the first intermittent mechanism and the first rotating electrical machine and the load are coupled by the second intermittent mechanism via the transmission. Power distribution control for controlling distribution of power transmitted to the transmission and power transmitted to the transmission mechanism by controlling the torque of
The first rotating electrical machine and the second rotating electrical machine in a state where the coupling between the engine and the first rotating electrical machine by the first interrupting mechanism is released and the coupling between the first rotating electrical machine and the load by the second interrupting mechanism via the transmission is released. Power transmission control for controlling power transmitted between the rotating electrical machine and the load;
A power transmission system that selectively executes one of the following. The power transmission system according to claim 1,
A third interrupting mechanism capable of selectively coupling and releasing the first rotating electrical machine and the load via the transmission mechanism;
The control device selectively executes either the power distribution control or the power transmission control in a state where the first rotating electrical machine and the load are coupled via the transmission mechanism by the third interrupting mechanism. . The power transmission system according to claim 1 or 2,
The transmission mechanism includes an input side rotating element capable of transmitting torque from the engine, a distribution rotating element capable of transmitting torque from the second rotating electrical machine, and a torque transmitted to the input side rotating element and the distribution rotating element. An output-side rotating element capable of combining the transmitted torque in a state in which the torque ratio is a predetermined ratio and transmitting it to the load, and having a rotational degree of freedom of two degrees of freedom. Power transmission system. The power transmission system according to claim 3,
The transmission mechanism has a planetary gear mechanism including a sun gear, a carrier, and a ring gear as rotating elements,
A power transmission system in which an input side rotation element, a distribution rotation element, and an output side rotation element are constituted by rotation elements of the planetary gear mechanism. A first power transmission unit capable of shifting power from the engine by a transmission and transmitting the power to a load;
A second power transmission unit capable of transmitting power from the engine to a load via a transmission mechanism provided in parallel to the transmission;
A first hydraulic pump motor capable of generating hydraulic energy using power from the engine and generating power using hydraulic energy;
A second hydraulic pump motor capable of generating power using hydraulic energy generated by the first hydraulic pump motor;
A first intermittent mechanism capable of selectively coupling and releasing the engine and the first hydraulic pump motor;
A second intermittent mechanism capable of selectively connecting and releasing the first hydraulic pump motor and the load via the transmission;
A control device that performs drive control of the first hydraulic pump motor and the second hydraulic pump motor;
Have
The transmission mechanism is a mechanism capable of combining the torque from the engine and the torque from the second hydraulic pump motor in a state where the torque ratio is a predetermined ratio and transmitting the combined torque to the load.
The control device
In the state where the engine and the first hydraulic pump motor are coupled by the first intermittent mechanism and the first hydraulic pump motor and the load are coupled via the transmission by the second intermittent mechanism, the torque and the first hydraulic pump motor Power distribution control for controlling distribution of power transmitted to the transmission and power transmitted to the transmission mechanism by controlling the torque of the two hydraulic pump motors;
The first hydraulic pump motor in a state where the coupling between the engine and the first hydraulic pump motor by the first intermittent mechanism is released and the coupling between the first hydraulic pump motor and the load by the second intermittent mechanism via the transmission is released. And power transmission control for controlling power transmitted between the second hydraulic pump motor and the load;
A power transmission system that selectively executes one of the following.

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