JP4915217B2 - Vehicle power train - Google Patents

Description

  The present invention relates to a vehicle power train, and more particularly to a vehicle power train having an internal combustion engine and an electric motor as drive sources.

  Conventionally, a hybrid vehicle having an internal combustion engine and an electric motor as drive sources is known. In hybrid vehicles, energy efficiency is improved by assisting an internal combustion engine with an electric motor, running a vehicle only with driving force from the electric motor, or regenerating energy by using the electric motor as a generator. . In such a power train of a hybrid vehicle, the internal combustion engine and the electric motor are combined in various forms so as to have optimum characteristics according to the use of the vehicle.

Japanese Patent Application Laid-Open No. 2001-78307 (Patent Document 1) discloses an engine, a sub motor for starting and assisting the engine, a planetary gear coupled to the output shaft of the engine, and a CVT (Continuously coupled to the output shaft of the planetary gear). A power transmission system of a hybrid vehicle including a variable transmission) and a main motor (electric motor) coupled to a final reduction gear via a gear is disclosed.
JP 2001-78307 A

  However, when the driving force of the electric motor is transmitted to the wheels without passing through the transmission as in the power transmission system of the hybrid vehicle described in Japanese Patent Application Laid-Open No. 2001-78307, as the vehicle speed increases, The rotational speed must be increased. As the output shaft rotation of the electric motor increases, the energy required to rotate the rotor of the electric motor increases, and the energy efficiency may deteriorate.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle power train that can reduce the number of revolutions of an electric motor when the vehicle speed is high.

  A power train of a vehicle according to a first aspect of the invention is connected to an internal combustion engine, a transmission connected to the internal combustion engine, an electric motor connected to an output shaft of the transmission, and the internal combustion engine without passing through the transmission. A planetary gear mechanism having a first rotating element, a second rotating element connected to the output shaft of the transmission, and a third rotating element connected to the drive shaft of the vehicle, an internal combustion engine, and the first rotating element And a connecting member that can be in any one of a state where the internal combustion engine and the first rotating element are connected.

  According to the first invention, the transmission is connected to the internal combustion engine. An electric motor is connected to the output shaft of the transmission. The first rotating element of the planetary gear mechanism is connected to the internal combustion engine without passing through the transmission. The second rotating element of the planetary gear mechanism is connected to the output shaft of the transmission. A third rotating element of the planetary gear mechanism is connected to the drive shaft of the vehicle. The connecting member can take either one of a state in which the internal combustion engine and the first rotating element are shut off and a state in which the internal combustion engine and the first rotating element are connected. In a state where the internal combustion engine and the first rotating element are shut off, the driving force of the internal combustion engine is transmitted to the drive shaft via the transmission. Therefore, to increase the vehicle speed, it is necessary to increase the output shaft speed of the transmission. Therefore, as the vehicle speed increases, the rotational speed of the electric motor connected to the output shaft of the transmission increases. On the other hand, in a state where the internal combustion engine and the first rotating element are connected, the driving force of the internal combustion engine can be transmitted to the drive shaft without going through a shift. Further, the difference between the rotational speed of the internal combustion engine and the output shaft rotational speed of the transmission is absorbed by the planetary gear mechanism. Therefore, the speed of the internal combustion engine can be increased to increase the vehicle speed without increasing the output shaft speed of the transmission. Therefore, the output shaft rotation speed of the transmission, that is, the rotation speed of the electric motor can be lowered. As a result, it is possible to provide a vehicle power train that can reduce the rotational speed of the electric motor in a state where the vehicle speed is high.

  In the vehicle power train according to the second invention, in addition to the configuration of the first invention, the connecting member shuts off the internal combustion engine and the first rotating element when the vehicle speed is lower than a predetermined vehicle speed, Control is performed so as to connect the internal combustion engine and the first rotating element when the vehicle speed is equal to or higher than a predetermined vehicle speed.

  According to the second invention, the connecting member shuts off the internal combustion engine and the first rotating element when the vehicle speed is lower than the predetermined vehicle speed, and the internal connection engine when the vehicle speed is equal to or higher than the predetermined vehicle speed. Control is performed to connect the first rotating element. As a result, when the output speed of the motor does not need to be increased because the vehicle speed is low, the internal combustion engine and the first rotating element are shut off and the driving force of the internal combustion engine is driven via the transmission. Can be transmitted to the shaft. Therefore, for example, the speed ratio of the transmission can be increased to obtain good acceleration performance. On the other hand, when the vehicle speed is high, the internal combustion engine and the first rotating element can be connected to reduce the rotational speed of the electric motor. Therefore, deterioration of energy efficiency can be suppressed.

  In addition to the configuration of the first or second invention, the power train of the vehicle according to the third invention further includes a generator connected to the internal combustion engine and a blocking member that blocks the internal combustion engine and the transmission.

  According to the third invention, the generator is connected to the internal combustion engine. The internal combustion engine and the transmission are blocked by a blocking member. Accordingly, the generator can be operated by the internal combustion engine in a state where the driving force of the internal combustion engine is not transmitted to the transmission. Therefore, for example, in a low vehicle speed state where the energy efficiency of the internal combustion engine is low, it is possible to drive the vehicle using only the electric motor as a drive source by the electric power generated using the internal combustion engine. Therefore, energy efficiency can be improved.

  In the power train of the vehicle according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects, the power train further includes a fixing member that fixes the first rotating element when the vehicle is moving backward. The connecting member is controlled to shut off the internal combustion engine and the first rotating element when the vehicle is moving backward.

  According to the fourth aspect of the invention, the first rotating element is fixed by the fixing member when the vehicle is moving backward. The connecting member is controlled to shut off the internal combustion engine and the first rotating element when the vehicle is moving backward. Accordingly, the vehicle can be moved backward by the differential function of the planetary gear mechanism.

  In the power train of the vehicle according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the transmission is a continuously variable transmission.

  According to the fifth invention, in the power train using the continuously variable transmission, the rotational speed of the electric motor can be reduced while the vehicle speed is high.

  In the vehicle power train according to the sixth invention, in addition to the configuration of any one of the first to fourth inventions, the transmission is a transmission whose gear ratio changes at predetermined intervals.

  According to the sixth invention, in a power train using a transmission whose gear ratio changes at predetermined intervals, the rotational speed of the electric motor can be reduced while the vehicle speed is high.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A hybrid vehicle equipped with a power train according to the present embodiment will be described with reference to FIG. This hybrid vehicle includes an engine 100, a torque converter 200, a CVT 300, an MG (Motor Generator) 400, a planetary gear 500, a drive shaft 600, and an ECU (Electronic Control Unit) 700. The power train according to the present embodiment includes engine 100, torque converter 200, CVT 300, MG 400, planetary gear 500, and drive shaft 600.

  An output shaft of engine 100, that is, a crankshaft is connected to torque converter 200. The output shaft of torque converter 200 is connected to primary pulley 302 of CVT 300.

  CVT 300 includes a metal belt 306 that connects primary pulley 302 and secondary pulley 304. By changing the widths of the primary pulley 302 and the secondary pulley 304, the gear ratio is continuously changed. Instead of CVT 300, a transmission configured with a planetary gear unit and having a gear ratio that changes stepwise for each predetermined gear ratio may be used. The MG 400 is connected to the secondary pulley 304 of the CVT 300, that is, the output shaft of the CVT 300.

  MG400 is a three-phase AC motor. MG 400 is driven by electric power stored in a battery (not shown). MG 400 assists engine 100 to cause the vehicle to travel, or causes the vehicle to travel only by the driving force from MG 400.

  On the other hand, during regenerative braking of the hybrid vehicle, MG 400 is operated as a generator. Thus, MG 400 acts as a regenerative brake that converts braking energy into electric power. The electric power generated by MG 400 is stored in a battery.

  Planetary gear 500 is connected to the output shaft of CVT 300. Planetary gear 500 includes a ring gear (R) 501, a carrier (C) 502, and a sun gear (S) 503.

  In the present embodiment, ring gear (R) 501 corresponds to the first rotating element in the first invention described above, carrier (C) 502 corresponds to the second rotating element, and sun gear (S). Reference numeral 503 corresponds to the third rotation element.

  Ring gear (R) 501 engages with pinion gear 504. The ring gear (R) 501 is supported so as to be rotatable. Carrier (C) 502 is coupled to the output shaft of CVT 300. Carrier (C) 502 rotatably supports pinion gear 504 engaged with ring gear (R) 501 and sun gear (S) 503. The pinion gear 504 in the present embodiment is a double pinion gear. Sun gear (S) 503 is connected to drive shaft 600 of the vehicle. The drive shaft 600 is finally connected to wheels (not shown).

  This power train is provided with four friction engagement elements, a brake 800, a C1 clutch 801, a C2 clutch 802, and a C3 clutch 803. The brake 800 fixes the ring gear (R) 501 in the engaged state. That is, the rotation of the ring gear (R) 501 is limited.

  The C1 clutch 801 connects the ring gear (R) 501 and the carrier (C) 502. When the C1 clutch 801 is engaged, the relative rotation between the ring gear (R) 501 and the carrier (C) 502 is restricted. That is, the differential function of planetary gear 500 is limited.

  The C2 clutch 802 connects the ring gear (R) 501 and the gear (B) 900. When the C2 clutch 802 is engaged, the ring gear (R) 501 and the gear (B) 900 rotate integrally. That is, when the C2 clutch 802 is engaged, the ring gear (R) 501 is connected to the engine 100 without passing through the CVT 300. The gear (B) 900 is engaged with a gear (A) 902 that rotates integrally with the output shaft of the torque converter 200. When C2 clutch 802 is released, ring gear (R) 501 and gear (B) 900, that is, engine 100 are disconnected.

  C3 clutch 803 is provided between gear (A) 902 and CVT 300. When C3 clutch 803 is released, gear (A) 902 and CVT 300, that is, engine 100 and CVT 300 are disconnected. When C3 clutch 803 is engaged, engine 100 and CVT 300 are connected.

  The C2 clutch 802 corresponds to the connecting member in the first invention described above. The C3 clutch 803 corresponds to the blocking member in the third invention described above. The brake 800 corresponds to the fixing member in the aforementioned fourth invention.

  ECU 700 receives a signal representing the vehicle speed from vehicle speed sensor 702. The ECU 700 uses the engine 100, the CVT 300, the MG 400, the C1 clutch 801, and the C2 clutch so that the vehicle enters a desired driving state based on a signal transmitted from the vehicle speed sensor 702, a map stored in the memory 704, a program, and the like. 802 and C3 clutch 803 are controlled.

  In the present embodiment, the brake 800, the C1 clutch 801, the C2 clutch 802, and the C3 clutch 803 are operated in the combinations shown in the operation table of FIG. The low speed mode in the operation table is a mode executed in a state where the vehicle speed is lower than a predetermined vehicle speed. The high speed mode is a mode executed in a state where the vehicle speed is equal to or higher than a predetermined vehicle speed. The EV mode is a mode in which the vehicle is driven only by the driving force of MG400. Note that the brake 800, the C1 clutch 801, the C2 clutch 802, and the C3 clutch 803 may be operated in combinations different from the combinations shown in the operation table of FIG.

  The C1 clutch 801, the C2 clutch 802, and the C3 clutch 803 are operated by hydraulic pressure. The ECU 700 controls the C1 clutch 801, the C2 clutch 802, and the C3 clutch 803 by controlling the hydraulic pressure supplied to the C1 clutch 801, the C2 clutch 802, and the C3 clutch 803 using a linear solenoid valve (not shown). . The brake 800 is supplied with hydraulic pressure through, for example, a manual valve. That is, hydraulic pressure is supplied to the brake 800 by the driver's operation.

  The function of ECU 700 will be described with reference to FIG. The functions of ECU 700 described below may be realized by software or hardware.

  ECU 700 includes an engine control unit 710, a CVT control unit 712, an MG control unit 714, and a hydraulic pressure control unit 716.

  Engine control unit 710 controls engine 100. The CVT control unit 712 controls the CVT 300 so that the gear ratio decreases as the vehicle speed increases in the low speed mode, and controls the CVT 300 so that the gear ratio increases as the vehicle speed increases in the high speed mode.

  The MG control unit 714 controls the MG 400. The hydraulic control unit 716 controls the hydraulic pressure supplied to the C1 clutch 801, the C2 clutch 802, and the C3 clutch 803.

  A control structure of a program executed by ECU 700 that controls the power train according to the present embodiment will be described with reference to FIGS. 4 and 5. Note that the program described below is repeatedly executed at a predetermined cycle.

  In step (hereinafter, step is abbreviated as S) 100, ECU 700 determines whether or not to advance the vehicle. Whether or not to advance the vehicle is determined by, for example, the position of a shift lever operated by the driver. If the vehicle is to move forward (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 700 determines whether or not to advance the vehicle in the EV mode. For example, when the EV switch provided in the vehicle is on, it is determined that the vehicle is advanced in the EV mode. When the vehicle is advanced in the EV mode (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S110.

  In S104, ECU 700 puts C1 clutch 801 into an engaged state and puts C2 clutch 802 and C3 clutch 803 into a released state. Thereafter, this process ends.

  In S110, ECU 700 detects the vehicle speed based on the signal transmitted from vehicle speed sensor 702.

  In S112, ECU 700 determines whether or not the vehicle speed is lower than a predetermined vehicle speed. If the vehicle speed is lower than a predetermined vehicle speed (YES in S112), the process proceeds to S114. If not (NO in S112), the process proceeds to S120.

  In S114, ECU 700 puts C1 clutch 801 and C3 clutch 803 into an engaged state. In S116, ECU 700 decreases the gear ratio of CVT 300 as the vehicle speed increases.

  In S120, ECU 700 controls engine 100, CVT 300, and MG 400 so that the rotational speeds of ring gear (R) 501 and gear (B) 900 are the same.

  In S122, ECU 700 puts C2 clutch 802 into an engaged state. In S124, ECU 700 releases C1 clutch 801. In S126, ECU 700 increases the gear ratio of CVT 300 as the vehicle speed increases.

  The operation of the power train according to the present embodiment based on the above-described structure and flowchart will be described.

  When the vehicle is advanced (YES at S100) and when the vehicle is further advanced in the EV mode (YES at S102), C1 clutch 801 is engaged, and C2 clutch 802 and C3 clutch 803 are released. (S104).

  As a result, the vehicle can travel forward using only the driving force of MG 400 without transmitting the driving force of engine 100 to the drive shaft.

  When the vehicle does not travel forward in the EV mode (NO in S102), that is, when the vehicle travels using at least the driving force of engine 100, the vehicle speed is detected based on the signal transmitted from vehicle speed sensor 702 ( S110).

  If the vehicle speed is lower than a predetermined vehicle speed (YES in S112), C1 clutch 801 and C3 clutch 803 are engaged (S114). In this state, the driving force of engine 100 is transmitted to CVT 300. Furthermore, the differential function of planetary gear 500 is limited.

  Therefore, as shown in FIG. 6, the rotational speed of drive shaft 600, that is, the rotational speed of sun gear (S) 503 is the same as the output shaft rotational speed of CVT 300, that is, the rotational speed of MG 400. In this state, since the vehicle speed is low, the rotation speed of the MG 400 is low. Therefore, good acceleration can be obtained using the MG 400 having the characteristic that the output torque increases as the rotational speed decreases.

  In such a traveling state, the higher the vehicle speed, the smaller the gear ratio of the CVT 300 (S116). Therefore, it is possible to suppress an excessive increase in the rotational speed of engine 100. Therefore, good acceleration can be obtained.

  By the way, when the vehicle speed increases, the rotational speed of the MG 400 also increases. When the rotational speed of MG 400 becomes excessively high, the energy required to rotate the rotor of MG 400 increases. In this case, energy efficiency is deteriorated.

  If the vehicle speed is equal to or higher than a predetermined vehicle speed (NO in S112), as shown in FIG. 7, the rotation speed of ring gear (R) 501, that is, MG 400 and the rotation speed of gear (B) 900 are the same. Then, engine 100, CVT 300, and MG 400 are controlled (S120). In this state, the C2 clutch 802 is engaged (S122). Further, the C1 clutch 801 is released (S124).

  In this state, the driving force of engine 100 is divided into a path transmitted to drive shaft 600 via CVT 300 and a path transmitted to drive shaft 600 without passing CVT 300. Further, the difference between the rotational speed of engine 100 and the output shaft rotational speed of CVT 300, that is, the difference between the rotational speed of ring gear (R) 501 and the rotational speed of carrier (C) 502 is absorbed by the differential function of planetary gear 500. The

  Therefore, the higher the vehicle speed, the larger the gear ratio of the CVT 300 (S126). Thereby, as shown in FIG. 8, the output shaft rotation speed of CVT300, ie, the rotation speed of MG400, can be lowered. Therefore, deterioration of energy efficiency can be suppressed. Moreover, since the output torque of MG400 will become high when the rotation speed of MG400 is low, favorable acceleration can be obtained using MG400. Therefore, the use area of MG400 can be expanded to the high vehicle speed area.

  As described above, according to the power train of the present embodiment, the CVT is connected to the engine. An MG is connected to the output shaft of the CVT. The ring gear (R) of the planetary gear is connected to the engine without passing through the CVT. The planetary gear carrier (C) is connected to the output shaft of the CVT. The sun gear (S) of the planetary gear is connected to the drive shaft of the vehicle. The C2 clutch can take either one of a state where the engine and the ring gear (R) are disconnected and a state where the engine and the ring gear (R) are connected. In a state where the engine and the ring gear (R) are disconnected, the driving force of the engine is transmitted to the driving shaft via the CVT. Therefore, in order to increase the vehicle speed, it is necessary to increase the output shaft speed of the CVT. Therefore, as the vehicle speed increases, the output shaft rotation speed of the CVT, that is, the rotation speed of the MG is increased. On the other hand, in a state where the engine and the ring gear (R) are connected, the driving force of the engine can be transmitted to the driving shaft without passing through the CVT. Further, the difference between the engine speed and the output shaft speed of the CVT is absorbed by the differential function of the planetary gear. Accordingly, the vehicle speed can be increased by increasing the engine speed without increasing the output shaft speed of the CVT. Therefore, the output shaft rotation speed of CVT, that is, the rotation speed of MG can be lowered.

<Second Embodiment>
Hereinafter, a second embodiment of the present invention will be described. This embodiment is different from the first embodiment described above in that two MGs are provided. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 9, the power train according to the present embodiment includes MG 402 provided between engine 100 and C3 clutch 803 in addition to MG 400 coupled to secondary pulley 304 of CVT 300. More specifically, MG 402 is provided between torque converter 200 and gear (A) 902.

  In this way, in addition to the operational effects of the first embodiment described above, MG 402 can be operated as a generator using engine 100. Therefore, it can have a function as a series hybrid that operates MG 400 using electric power generated by MG 402. Therefore, for example, when engine 100 is used as a drive source, the vehicle can be driven by MG 400 using electric power generated by engine 100 at a low vehicle speed with low energy efficiency. Therefore, energy efficiency can be improved.

  Further, when the rotation speed of the gear (B) 900 and the rotation speed of the ring gear (R) 501 are made the same at the time after the low speed mode to the high speed mode, the MG 402 having better controllability than the engine 100 is used. Thus, the rotational speed of the gear (B) 900 and the rotational speed of the ring gear (R) 501 can be made the same with higher accuracy.

  Therefore, the configuration of the C1 clutch 801 and the C2 clutch 802 can be simplified by using a dog clutch for the C1 clutch 801 and the C2 clutch 802, for example.

<Third Embodiment>
Hereinafter, a third embodiment of the present invention will be described. The present embodiment is different from the first embodiment described above in that the planetary gear pinion gear is a single pinion gear.

  With reference to FIG. 10, a hybrid vehicle equipped with the power train according to the present embodiment will be described. In addition, the same code | symbol is attached | subjected about the same structure as the above-mentioned 1st Embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Planetary gear 530 in the power train of this hybrid vehicle includes carrier (C) 531, ring gear (R) 532, and sun gear (S) 533.

  In the present embodiment, carrier (C) 531 corresponds to the first rotating element in the first invention, ring gear (R) 532 corresponds to the second rotating element, and sun gear (S). 533 corresponds to the third rotation element.

  Carrier (C) 531 rotatably supports pinion gear 534 engaged with ring gear (R) 532 and sun gear (S) 533. Pinion gear 534 in the present embodiment is a single pinion gear.

  Ring gear (R) 532 engages with pinion gear 534. Ring gear (R) 532 is coupled to the output shaft of CVT 300. Sun gear (S) 533 is coupled to vehicle drive shaft 600.

  The power train according to the present embodiment is provided with three friction engagement elements including a brake 830, a C1 clutch 831, and a C2 clutch 832. The brake 830 fixes the carrier (C) 531 in the engaged state. That is, the rotation of the carrier (C) 531 is limited.

  The C1 clutch 831 connects the carrier (C) 531 and the sun gear (S) 533. When the C1 clutch 831 is engaged, the relative rotation between the carrier (C) 531 and the sun gear (S) 533 is restricted. That is, the differential function of planetary gear 500 is limited.

  C2 clutch 832 couples carrier (C) 531 and gear (B) 900. When the C2 clutch 832 is engaged, the carrier (C) 531 and the gear (B) 900 rotate integrally.

  In the present embodiment, C2 clutch 832 corresponds to the connecting member in the first invention described above. The brake 830 corresponds to the fixing member in the aforementioned fourth invention.

  In the present embodiment, the brake 830, the C1 clutch 831 and the C2 clutch 832 are operated in the combinations shown in the operation table of FIG. Even if it does in this way, there can exist an effect similar to the above-mentioned 1st Embodiment.

<Fourth embodiment>
Hereinafter, a fourth embodiment of the present invention will be described. The present embodiment is different from the first embodiment described above in that the planetary gear pinion gear is a single pinion gear.

  With reference to FIG. 12, a hybrid vehicle equipped with the power train according to the present embodiment will be described. In addition, the same code | symbol is attached | subjected about the same structure as the above-mentioned 1st Embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Planetary gear 540 in the power train of this hybrid vehicle includes a carrier (C) 541, a sun gear (S) 542, and a ring gear (R) 543.

  In the present embodiment, carrier (C) 541 corresponds to the first rotating element in the first invention, sun gear (S) 542 corresponds to the second rotating element, and ring gear (R). Reference numeral 543 corresponds to the third rotation element.

  Carrier (C) 541 rotatably supports pinion gear 544 engaged with sun gear (S) 542 and ring gear (R) 543. Pinion gear 544 in the present embodiment is a single pinion gear.

  Sun gear (S) 542 is coupled to the output shaft of CVT 300. Sun gear (S) 542 engages with pinion gear 544. Ring gear (R) 543 is coupled to drive shaft 600 of the vehicle.

  The power train according to the present embodiment is provided with three friction engagement elements including a brake 840, a C1 clutch 841, and a C2 clutch 842. The brake 840 fixes the carrier (C) 541 when in the engaged state. That is, the rotation of the carrier (C) 541 is limited.

  The C1 clutch 841 connects the carrier (C) 541 and the sun gear (S) 542. When the C1 clutch 841 is engaged, the relative rotation between the carrier (C) 541 and the sun gear (S) 542 is limited. That is, the differential function of planetary gear 500 is limited.

  The C2 clutch 842 connects the carrier (C) 541 and the gear (B) 900. When the C2 clutch 842 is engaged, the carrier (C) 541 and the gear (B) 900 rotate integrally.

  In the present embodiment, C2 clutch 842 corresponds to the connecting member in the first invention described above. The brake 840 corresponds to the fixing member in the aforementioned fourth invention.

  In the present embodiment, the brake 840, the C1 clutch 841, and the C2 clutch 842 are operated in the combinations shown in the operation table of FIG. Even if it does in this way, there can exist an effect similar to the above-mentioned 1st Embodiment.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the power train which concerns on the 1st Embodiment of this invention. It is a figure which shows the action | operation table | surface of the friction engagement element in the power train which concerns on the 1st Embodiment of this invention. It is a functional block diagram of ECU. It is a flowchart (the 1) which shows the control structure of the program which ECU which controls the power train which concerns on the 1st Embodiment of this invention performs. It is a flowchart (the 2) which shows the control structure of the program which ECU which controls the power train which concerns on the 1st Embodiment of this invention performs. It is a figure which shows the alignment chart of the planetary gear in a low speed mode. It is a figure which shows the alignment chart of the planetary gear at the time of transfering from a low speed mode to a high speed mode. It is a figure which shows the alignment chart of the planetary gear in high speed mode. It is a schematic block diagram which shows the power train which concerns on the 2nd Embodiment of this invention. It is a schematic block diagram which shows the power train which concerns on the 3rd Embodiment of this invention. It is a figure which shows the action | operation table | surface of the friction engagement element in the power train which concerns on the 3rd Embodiment of this invention. It is a schematic block diagram which shows the power train which concerns on the 4th Embodiment of this invention. It is a figure which shows the action | operation table | surface of the friction engagement element in the power train which concerns on the 4th Embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 300 CVT, 302 primary pulley, 304 secondary pulley, 306 metal belt, 400 MG, 500 planetary gear, 501 ring gear (R), 502 carrier (C), 503 sun gear (S), 504 pinion gear, 530 Planetary gear, 531 Carrier (C), 532 Ring gear (R), 533 Sun gear (S), 534 Pinion gear, 540 Planetary gear, 541 Carrier (C), 542 Sun gear (S), 543 Ring gear (R), 544 Pinion gear, 600 Drive shaft , 700 ECU, 702 Vehicle speed sensor, 710 Engine control unit, 712 CVT control unit, 714 MG control unit, 716 Hydraulic control unit, 800, 830, 840 Brake, 801 31,841 C1 clutch, 802,832,842 C2 clutch, 803 C3 clutch, 900 gear (B), 902 gear (A).

Claims (5)

An internal combustion engine;
A transmission coupled to the internal combustion engine;
An electric motor coupled to the output shaft of the transmission;
A first rotating element coupled to the internal combustion engine without passing through the transmission, a second rotating element coupled to the output shaft of the transmission, and a third rotating element coupled to the drive shaft of the vehicle. A planetary gear mechanism having,
A connecting member capable of taking any one of a state in which the internal combustion engine and the first rotating element are shut off and a state in which the internal combustion engine and the first rotating element are connected;
The connecting member shuts off the internal combustion engine and the first rotating element when a vehicle speed is lower than a predetermined vehicle speed, and connects the internal combustion engine and the first engine when the vehicle speed is equal to or higher than the predetermined vehicle speed. 1 rotating element ,
When the internal combustion engine and the first rotating element are connected by the connecting member, the transmission is controlled such that the transmission ratio of the transmission is increased as the vehicle speed increases. . The power train is
A generator coupled to the internal combustion engine;
The vehicle power train according to claim 1, further comprising: a shut-off member that shuts off the internal combustion engine and the transmission. The power train further includes a fixing member that fixes the first rotating element when the vehicle is moving backward.
3. The vehicle power train according to claim 1, wherein the connecting member is controlled to cut off the internal combustion engine and the first rotating element when the vehicle is moving backward.   The vehicle power train according to claim 1, wherein the transmission is a continuously variable transmission.   The vehicle power train according to any one of claims 1 to 3, wherein the transmission is a transmission whose gear ratio changes at predetermined intervals.

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