JP2009227267A - Vehicular drive mechanism - Google Patents

Vehicular drive mechanism Download PDF

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Publication number
JP2009227267A
JP2009227267A JP2009028220A JP2009028220A JP2009227267A JP 2009227267 A JP2009227267 A JP 2009227267A JP 2009028220 A JP2009028220 A JP 2009028220A JP 2009028220 A JP2009028220 A JP 2009028220A JP 2009227267 A JP2009227267 A JP 2009227267A
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JP
Japan
Prior art keywords
output shaft
drive device
vehicle drive
stage
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2009028220A
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Japanese (ja)
Other versions
JP5310050B2 (en
Inventor
Tomoya Imazu
知也 今津
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP2009028220A priority Critical patent/JP5310050B2/en
Publication of JP2009227267A publication Critical patent/JP2009227267A/en
Application granted granted Critical
Publication of JP5310050B2 publication Critical patent/JP5310050B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
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    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
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Abstract

<P>PROBLEM TO BE SOLVED: To transmit torque during shifting operation without lowering the loss of a transmission. <P>SOLUTION: In this vehicular drive mechanism, at least two motor generators 3, 5, a main power source, and an output shaft are connected to one another via at least one planetary gear and the output shaft is connected to a final output shaft 23 via a step-shifting transmission 6 having a plurality of steps, and the speed ratio of the main power source 1 to the final output shaft 23 can be set non-stepwise. The step-shifting transmission 6 has a dog clutch 8 as at least one step of fastening element, and a semi-fastening element 7 as at least one step of fastening element for transmitting torque in a slipping condition. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、主動力源および駆動系間の速度比を無段階に変更できる車両用駆動装置に関する。   The present invention relates to a vehicle drive device that can change a speed ratio between a main power source and a drive system in a stepless manner.

従来、２つ以上の電動機と主動力源と出力軸とが一つ以上の遊星歯車で接続されて、主動力源と駆動系との速度比を無段に設定できる動力分配機構が知られている。この動力分配機構では、その構成上、主動力源に比べて大きな電動機が必要となるため、特許文献１に記載の「変速機を備えたハイブリッド車駆動構造」では、動力分配機構の出力軸に機械的な変速機を挿入することにより、上述した問題を解決している。   Conventionally, there has been known a power distribution mechanism in which two or more electric motors, a main power source, and an output shaft are connected by one or more planetary gears, and the speed ratio between the main power source and the drive system can be set continuously. Yes. Since this power distribution mechanism requires a larger electric motor than the main power source due to its configuration, the “hybrid vehicle drive structure including a transmission” described in Patent Document 1 includes an output shaft of the power distribution mechanism. The above-mentioned problem is solved by inserting a mechanical transmission.

特開２００３−１２７６８１号公報JP 2003-127681 A

しかしながら、引用文献１に記載の構造において、機械的な変速機の変速機構として、ギヤと複数の多板クラッチの締結、非締結による変速機構を適用した場合、締結していない締結要素において発生する引きずり損失や、締結している締結要素における油圧ポンプ損失が生じるため、トータルな効率が悪化するという問題がある。一方、そのような損失を伴わない締結要素であるドッグクラッチを適用した場合、変速を実行する際に回転同期を取るためには、途中で全てのドッグクラッチをいったん完全開放する必要があるため、車両の駆動力として伝達可能なトルクが低くなるという問題がある。   However, in the structure described in the cited document 1, when a transmission mechanism that engages or disengages a gear and a plurality of multi-plate clutches is applied as a transmission mechanism of a mechanical transmission, it occurs in an unengaged engagement element. Since drag loss and hydraulic pump loss in the fastening elements that are fastened occur, there is a problem that total efficiency is deteriorated. On the other hand, when applying a dog clutch, which is an engagement element without such loss, in order to synchronize rotation when executing a shift, it is necessary to completely release all dog clutches once in the middle. There is a problem that the torque that can be transmitted as the driving force of the vehicle becomes low.

（１）本発明による車両用駆動装置は、２つ以上のモータジェネレータと主動力源と出力軸が一つ以上の遊星歯車で接続されるとともに、出力軸が複数段の有段変速機を介して最終出力軸に接続されており、主動力源と出力軸との速度比を無段に設定できる車両用駆動装置であって、有段変速機は、少なくとも一つの段の締結要素としてドッグクラッチを備えるとともに、少なくとも一つの段の締結要素として、スリップ状態でトルクを伝達可能な半締結可能要素を備えることを特徴とする。
（２）本発明による車両用駆動装置は、２つ以上のモータジェネレータと主動力源と出力軸が一つ以上の遊星歯車で接続されるとともに、出力軸が複数段の有段変速機を介して最終出力軸に接続されており、主動力源と出力軸との速度比を無段に設定できる車両用駆動装置であって、有段変速機は、減速比が最も大きい段の締結要素として、出力軸の回転速度が最終出力軸の回転速度より高い場合に締結するワンウェイクラッチを備えるとともに、少なくとも一つの段の締結要素として、スリップ状態でトルクを伝達可能な半締結可能要素を備えることを特徴とする。 (1) In the vehicle drive device according to the present invention, two or more motor generators, a main power source, and an output shaft are connected by one or more planetary gears, and the output shaft is connected via a multi-stage transmission. Connected to the final output shaft and capable of setting a continuously variable speed ratio between the main power source and the output shaft, and the stepped transmission has a dog clutch as a fastening element of at least one stage. And a semi-fastenable element capable of transmitting torque in a slip state as at least one stage fastening element.
(2) In the vehicle drive device according to the present invention, two or more motor generators, a main power source, and an output shaft are connected by one or more planetary gears, and the output shaft is connected to a multi-stage stepped transmission. Connected to the final output shaft, and is a vehicle drive device capable of setting the speed ratio between the main power source and the output shaft in a continuously variable manner. A stepped transmission is used as a fastening element having the largest reduction ratio. A one-way clutch that is engaged when the rotation speed of the output shaft is higher than the rotation speed of the final output shaft, and a semi-engageable element capable of transmitting torque in a slip state as an engagement element of at least one stage. Features.

本発明による車両用駆動装置によれば、ドッグクラッチ締結時には、半締結可能要素締結時に比べて損失効率を向上させることができるとともに、変速機の変速時には、半締結可能要素を半締結状態とすることにより、駆動トルクを伝達させることができる。   According to the vehicle drive device of the present invention, when the dog clutch is engaged, the loss efficiency can be improved as compared to when the half-engageable element is engaged, and the half-engageable element is set to the half-engaged state when the transmission is shifted. Thus, the driving torque can be transmitted.

第１の実施の形態における車両用駆動装置の構成を示す図The figure which shows the structure of the vehicle drive device in 1st Embodiment. ドッグクラッチを締結した場合の速度線図Speed diagram when dog clutch is engaged ウェットクラッチを締結した場合の速度線図Speed diagram when the wet clutch is engaged 変速機における変速比の切換時の制御を説明するための図The figure for demonstrating the control at the time of the gear ratio change in a transmission 回転速度フィードバック制御を行う場合の制御ブロック図の一例を示す図The figure which shows an example of the control block diagram in the case of performing rotational speed feedback control 第１の実施の形態における車両用駆動装置の変形構成時の速度線図Speed diagram at the time of modified configuration of the vehicle drive device in the first embodiment 第２の実施の形態における車両用駆動装置の変速機の構成を説明するための図The figure for demonstrating the structure of the transmission of the vehicle drive device in 2nd Embodiment. 第３の実施の形態における車両用駆動装置の変速機の構成を説明するための図The figure for demonstrating the structure of the transmission of the vehicle drive device in 3rd Embodiment. 第４の実施の形態における車両用駆動装置の変速機の構成を説明するための図The figure for demonstrating the structure of the transmission of the vehicle drive device in 4th Embodiment.

以下、添付図面を参照しながら本発明の各実施の形態について説明する。   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

−第１の実施の形態−
図１は、第１の実施の形態における車両用駆動装置の構成を示す図である。この車両用駆動装置は、ハイブリッド車に適用される。 -First embodiment-
FIG. 1 is a diagram illustrating a configuration of a vehicle drive device according to the first embodiment. This vehicle drive device is applied to a hybrid vehicle.

このハイブリッド車では、エンジン１の出力を遊星歯車装置１０にて第１のモータジェネレータ３と走行分出力とに分配し、第１のモータジェネレータ３が発電した電力を使って第２のモータジェネレータ５がトルクを出力し、遊星歯車装置１０の出力トルクと合成して駆動系の最終出力軸に出力することで、無段変速を可能としている。本明細書では、エンジン１の出力を遊星歯車装置１０にて第１のモータジェネレータ３と走行分出力とに分配し、遊星歯車装置１０の出力トルクと第２のモータジェネレータ５の出力トルクとを合成して出力する機構を、無段変速機構と呼ぶ。   In this hybrid vehicle, the output of the engine 1 is distributed to the first motor generator 3 and the travel output by the planetary gear device 10, and the second motor generator 5 is used using the electric power generated by the first motor generator 3. Outputs torque, combines it with the output torque of the planetary gear unit 10 and outputs it to the final output shaft of the drive system, thereby enabling continuously variable transmission. In this specification, the output of the engine 1 is distributed to the first motor generator 3 and the travel output by the planetary gear device 10, and the output torque of the planetary gear device 10 and the output torque of the second motor generator 5 are obtained. A mechanism that combines and outputs is called a continuously variable transmission mechanism.

ハイブリッド車の主動力源であるエンジン１は、ダンパー２を介して遊星歯車装置１０と接続されている。具体的には、エンジン１のクランク軸が遊星歯車装置１０のキャリア１４と連結されている。第１のモータジェネレータ３は、オイルポンプ４と接続されるとともに、遊星歯車装置１０のサンギア１３と連結されている。遊星歯車装置１０のリングギア１１は、アイドルギア２２と接続される。アイドルギア２２は、第２のモータジェネレータ５とも接続されるとともに、ギア２５を介してアイドルギア２１に接続される。   An engine 1 that is a main power source of the hybrid vehicle is connected to a planetary gear device 10 via a damper 2. Specifically, the crankshaft of the engine 1 is connected to the carrier 14 of the planetary gear device 10. The first motor generator 3 is connected to the oil pump 4 and is connected to the sun gear 13 of the planetary gear device 10. The ring gear 11 of the planetary gear device 10 is connected to the idle gear 22. The idle gear 22 is connected to the second motor generator 5 and is connected to the idle gear 21 via the gear 25.

アイドルギア２１または２２に伝達されるトルクは、変速機６を介して、最終出力軸２３に伝達される。最終出力軸２３に伝達されたトルクは、図示しないディファレンシャル装置を介して、図示しない一対の車輪へ伝達される。   Torque transmitted to the idle gear 21 or 22 is transmitted to the final output shaft 23 via the transmission 6. The torque transmitted to the final output shaft 23 is transmitted to a pair of wheels (not shown) via a differential device (not shown).

第１の実施の形態における変速機６は、２段変速機構となっている。変速比の小さい段の締結要素は、スリップ状態でトルクを伝達できる半締結可能要素であるウェットクラッチ７であり、変速比の大きい段の締結要素はドッグクラッチ８である。アイドルギア２１は、ベアリング２７により、最終出力軸２３に回転自在に支持されているが、ウェットクラッチ７が締結されると、アイドルギア２１と最終出力軸２３とが接続される。また、アイドルギア２２は、ベアリング２８により最終出力軸２３に回転自在に支持されているが、ドッグクラッチ８が締結されると、アイドルギア２２と最終出力軸２３とが締結される。   The transmission 6 in the first embodiment is a two-stage transmission mechanism. The engagement element at the stage with a small speed ratio is the wet clutch 7 which is a semi-engageable element capable of transmitting torque in the slip state, and the dog element 8 is the engagement element at the stage with a large speed ratio. The idle gear 21 is rotatably supported by the final output shaft 23 by a bearing 27. When the wet clutch 7 is fastened, the idle gear 21 and the final output shaft 23 are connected. The idle gear 22 is rotatably supported on the final output shaft 23 by the bearing 28. However, when the dog clutch 8 is engaged, the idle gear 22 and the final output shaft 23 are engaged.

つまり、ウェットクラッチ７が締結されると、リングギア１１からの動力は、アイドルギア２２、ギア２４、ギア２５、アイドルギア２１、ウェットクラッチ７を通して最終出力軸２３に伝達される。   That is, when the wet clutch 7 is engaged, the power from the ring gear 11 is transmitted to the final output shaft 23 through the idle gear 22, the gear 24, the gear 25, the idle gear 21, and the wet clutch 7.

ドッグクラッチ８が締結されると、リングギア１１からの動力は、アイドルギア２２、ドッグクラッチ８を通して最終出力軸２３に伝達される。   When the dog clutch 8 is engaged, the power from the ring gear 11 is transmitted to the final output shaft 23 through the idle gear 22 and the dog clutch 8.

ここで、最終出力軸２３等の各軸は、ベアリング２６により、図示しない車体等に支持される。   Here, each shaft such as the final output shaft 23 is supported by a bearing 26 on a vehicle body (not shown).

コントローラ３０は、変速機６の制御を行う。変速機６の制御内容については、後述する。   The controller 30 controls the transmission 6. The details of control of the transmission 6 will be described later.

図２および図３は、縦軸に各回転要素の回転速度（回転数）をとった速度線図（共線図）であり、図２は、ドッグクラッチ８を締結した場合の速度線図、図３は、ウェットクラッチ７を締結した場合の速度線図をそれぞれ示している。ドッグクラッチ８が締結されるモードをローモード（Ｌｏｗ ｍｏｄｅ）、ウェットクラッチ７が締結されるモードをハイモード（Ｈｉｇｈ ｍｏｄｅ）と呼ぶ。   2 and 3 are speed diagrams (collinear diagrams) in which the vertical axis represents the rotational speed (number of rotations) of each rotary element, and FIG. 2 is a speed diagram when the dog clutch 8 is engaged. FIG. 3 shows velocity diagrams when the wet clutch 7 is engaged. A mode in which the dog clutch 8 is engaged is referred to as a low mode, and a mode in which the wet clutch 7 is engaged is referred to as a high mode.

エンジン１、第１のモータジェネレータ３、および、第２のモータジェネレータ５は、互いに速度拘束の関係にあり、３者のうち２者の速度が決まると、残り１つの速度が決まるようになっている。そのため、各回転要素の回転速度を縦軸に示している速度線図では、これら３者は一直線上に示されている。   The engine 1, the first motor generator 3, and the second motor generator 5 are in a speed constraint relationship with each other, and when the speed of two of the three members is determined, the remaining one speed is determined. Yes. Therefore, in the speed diagram in which the rotational speed of each rotating element is shown on the vertical axis, these three members are shown in a straight line.

無段変速機構２０の出力回転速度は、ウェットクラッチ７またはドッグクラッチ８を介して、変速機６において減速される。上述したように、変速機６内に設けられているウェットクラッチ７は減速比の小さい段の締結要素であり、ドッグクラッチ８は減速比の大きい段の締結要素である。   The output rotational speed of the continuously variable transmission mechanism 20 is decelerated in the transmission 6 via the wet clutch 7 or the dog clutch 8. As described above, the wet clutch 7 provided in the transmission 6 is an engagement element with a small reduction ratio, and the dog clutch 8 is an engagement element with a large reduction ratio.

コントローラ３０は、変速機６における変速比の切換時には、ウェットクラッチ７をいわゆる半クラッチ状態で締結する。これにより、ウェットクラッチ７を介して正のトルクを最終出力軸２３に伝達することができる。   The controller 30 engages the wet clutch 7 in a so-called half-clutch state when switching the gear ratio in the transmission 6. Thereby, positive torque can be transmitted to the final output shaft 23 via the wet clutch 7.

図４は、無段変速機構２０から正のトルクが出力されている時に、変速機６における変速比の切換時の制御を説明するための図である。上述したように、変速機６における変速比の切換時には、ウェットクラッチ７を半クラッチ状態で締結する。ドッグクラッチ８を締結している状態から変速比を小さくする場合には、ドッグクラッチ８の開放前に、ウェットクラッチ７をいわゆる半クラッチ状態で締結し、その後、ドッグクラッチ８を開放して、ウェットクラッチ７の締結力を増していく。また、ウェットクラッチ７を締結している状態から変速比を大きくする場合には、ウェットクラッチ７の締結力を減少させて半クラッチ状態にした後、ドッグクラッチ８を締結し、その後、ウェットクラッチ７の締結力をゼロにする。   FIG. 4 is a diagram for explaining the control at the time of switching the gear ratio in the transmission 6 when positive torque is output from the continuously variable transmission mechanism 20. As described above, when the transmission gear ratio of the transmission 6 is switched, the wet clutch 7 is engaged in a half-clutch state. In order to reduce the gear ratio from the state in which the dog clutch 8 is engaged, the wet clutch 7 is engaged in a so-called half-clutch state before the dog clutch 8 is released, and then the dog clutch 8 is released and wetted. The fastening force of the clutch 7 is increased. When the gear ratio is increased from the state in which the wet clutch 7 is engaged, the engagement force of the wet clutch 7 is reduced to a half-clutch state, the dog clutch 8 is engaged, and then the wet clutch 7 is engaged. The fastening force is zero.

図４は、変速機６の変速途中で、ウェットクラッチ７が半クラッチの状態を示している。この場合、ウェットクラッチ７のうち、無段変速機構側には、図４の矢印で示すように、無段変速機構２０の出力軸の回転速度を低下させる力が働き、最終出力軸側には、最終出力軸２３の回転速度を上昇させる力が働く。すなわち、変速機６の変速時にも、半クラッチ状態のウェットクラッチ７を介して、正のトルクを最終出力軸２３に伝達させることができる。   FIG. 4 shows a state in which the wet clutch 7 is in the half-clutch state during the shift of the transmission 6. In this case, as shown by the arrow in FIG. 4, a force that reduces the rotational speed of the output shaft of the continuously variable transmission mechanism 20 acts on the continuously variable transmission mechanism side of the wet clutch 7, and on the final output shaft side. A force that increases the rotational speed of the final output shaft 23 is applied. That is, even when the transmission 6 is shifted, positive torque can be transmitted to the final output shaft 23 via the wet clutch 7 in the half-clutch state.

なお、変速比の小さい段の締結要素をドッグクラッチ８とし、変速比の大きい段の締結要素をウェットクラッチ７とした場合には、変速機６の変速時に、逆方向のトルク、すなわち、減速方向のトルクが最終出力軸２３に伝達されることになる。しかし、実際の車両走行状況においては、変速機６の変速時に、車両の減速トルクを伝達することよりも、車両の加速トルクを伝達することの方が重要であるため、変速比の小さい段の締結要素をウェットクラッチ７とし、変速比の大きい段の締結要素をドッグクラッチ８とすることが好ましい。   In the case where the engagement element at the lower gear ratio is the dog clutch 8 and the engagement element at the higher gear ratio is the wet clutch 7, the reverse torque, that is, the deceleration direction during the transmission of the transmission 6 is determined. Torque is transmitted to the final output shaft 23. However, in an actual vehicle running situation, it is more important to transmit the acceleration torque of the vehicle than to transmit the deceleration torque of the vehicle when the transmission 6 is shifted. It is preferable that the engagement element is the wet clutch 7 and the engagement element of the stage having a large gear ratio is the dog clutch 8.

以下で、図４を参照しながら、変速機６の変速時（ウェットクラッチ７を半クラッチ状態で締結）の制御方法について説明する。最終出力トルク目標値をＴｏｕｔ、無段変速機構２０の出力トルク目標値をＴｏｕｔ’、ウェットクラッチ７の目標締結トルクをＴｈ、ウェットクラッチ７が設けられている段の減速比をＧｆ（Ｈ）とすると、ウェットクラッチ７の目標締結トルクをＴｈは、次式（１）にて表される。   Hereinafter, a control method at the time of shifting the transmission 6 (wet clutch 7 is engaged in a half-clutch state) will be described with reference to FIG. The final output torque target value is Tout, the output torque target value of the continuously variable transmission mechanism 20 is Tout ′, the target engagement torque of the wet clutch 7 is Th, and the speed reduction ratio of the stage where the wet clutch 7 is provided is Gf (H). Then, the target engagement torque Th of the wet clutch 7 is expressed by the following equation (1).

Ｔｈ＝Ｔｏｕｔ／Ｇｆ（Ｈ） …（１）   Th = Tout / Gf (H) (1)

なお、無段変速機構２０の出力軸の回転速度が加減速していない場合には、Ｔｏｕｔ’＝Ｔｈとなる。   Note that when the rotational speed of the output shaft of the continuously variable transmission mechanism 20 is not accelerating or decelerating, Tout ′ = Th.

ウェットクラッチ７の締結トルクは、式（１）で求めた目標締結トルクＴｈに基づいて制御する。例えば、ウェットクラッチ７が湿式多板クラッチである場合には、クラッチの押し付け圧制御値Ｐを次式（２）から求めて、クラッチの締結力を制御する。   The engagement torque of the wet clutch 7 is controlled based on the target engagement torque Th obtained by the equation (1). For example, when the wet clutch 7 is a wet multi-plate clutch, the clutch pressing pressure control value P is obtained from the following equation (2) to control the clutch engagement force.

Ｔｈ＝μ×Ｎ×Ｐ …（２）   Th = μ × N × P (2)

ただし、式（２）において、μはウェットクラッチ７の動摩擦係数、Ｎは接触面数である。   However, in Formula (2), (micro | micron | mu) is a dynamic friction coefficient of the wet clutch 7, and N is the number of contact surfaces.

変速機６の変速時において、無段変速機構２０の出力軸の回転速度を上昇（加速）させるためには、出力トルク目標値Ｔｏｕｔ’をウェットクラッチ７の目標締結トルクＴｈより大きくし、回転速度を低下（減速）させるためには、出力トルク目標値Ｔｏｕｔ’をウェットクラッチ７の目標締結トルクＴｈより小さくする。Ｔｏｕｔ’は、第１のモータジェネレータ３の出力トルクＴ１、エンジン１の出力トルクＴｅ、および、第２のモータジェネレータ５の出力トルクＴ２の関数であり、既知の方法、例えば、特許第３８５８８８５号公報や特開２００４−３０８７１３号公報に記載されている方法により求めることができる。   In order to increase (accelerate) the rotational speed of the output shaft of the continuously variable transmission mechanism 20 at the time of shifting of the transmission 6, the output torque target value Tout ′ is made larger than the target engagement torque Th of the wet clutch 7, and the rotational speed is increased. Is reduced (decelerated) by making the output torque target value Tout ′ smaller than the target engagement torque Th of the wet clutch 7. Tout ′ is a function of the output torque T1 of the first motor generator 3, the output torque Te of the engine 1, and the output torque T2 of the second motor generator 5, and is a known method, for example, Japanese Patent No. 3858885. Or by the method described in JP-A-2004-308713.

無段変速機構２０は、回転速度フィードバック制御により制御することができる。図５は、回転速度フィードバック制御を行う場合の制御ブロック図の一例を示す図である。回転速度フィードバック制御を行う場合の無段変速機構２０の出力トルク目標値Ｔｏｕｔ’は、次式（３）で表すことができる。   The continuously variable transmission mechanism 20 can be controlled by rotational speed feedback control. FIG. 5 is a diagram illustrating an example of a control block diagram in the case of performing the rotation speed feedback control. The output torque target value Tout ′ of the continuously variable transmission mechanism 20 when the rotational speed feedback control is performed can be expressed by the following equation (3).

Ｔｏｕｔ’＝Ｋ（Ｎｏｕｔ’＿ｒｅｆ−Ｎｏｕｔ’＿ａｃｔ） …（３）   Tout ′ = K (Nout′_ref−Nout′_act) (3)

ただし、Ｎｏｕｔ’＿ｒｅｆは無段変速機構２０の回転速度の目標値であり、変速機６の変速目標段における目標回転速度等に基づいて設定する。また、Ｎｏｕｔ’＿ａｃｔは、無段変速機構２０の回転速度の実測値であり、図示しない回転速度センサにより計測する。Ｋは回転速度制御の比例ゲインである。   However, Nout'_ref is a target value of the rotational speed of the continuously variable transmission mechanism 20, and is set based on the target rotational speed and the like at the target shift speed of the transmission 6. Nout'_act is an actual measurement value of the rotational speed of the continuously variable transmission mechanism 20, and is measured by a rotational speed sensor (not shown). K is a proportional gain for rotational speed control.

図６は、第１の実施の形態における車両用駆動装置の変形構成時の速度線図である。図２および図３の構成では、遊星歯車装置１０の出力（リングギア１１）と第２のモータジェネレータ５が変速機６およびアイドルギアを介して接続されていたが、図６の構成では、第２のモータジェネレータ５は、遊星歯車装置１０の出力軸とは別の独立な回転軸を有している。このような構成は、例えば、特開２００５−１４７３３４号公報に開示されているようなラビニョープラネタリギアにより実現可能である。   FIG. 6 is a velocity diagram in a modified configuration of the vehicle drive device according to the first embodiment. 2 and 3, the output of the planetary gear unit 10 (ring gear 11) and the second motor generator 5 are connected via the transmission 6 and the idle gear. In the configuration of FIG. The second motor generator 5 has an independent rotation shaft different from the output shaft of the planetary gear device 10. Such a configuration can be realized by a Ravigneaux planetary gear as disclosed in, for example, Japanese Patent Application Laid-Open No. 2005-147334.

以上、第１の実施の形態における車両用駆動装置によれば、２つ以上のモータジェネレータ３、５と主動力源であるエンジン１と出力軸が一つ以上の遊星歯車で接続されるとともに、出力軸が複数段の有段変速機６を介して最終出力軸２３に接続されており、エンジン１と最終出力軸２３との速度比が無段に設定できるものであって、有段変速機６は、少なくとも一つの段の締結要素としてドッグクラッチ８を備えるとともに、少なくとも一つの段の締結要素として、スリップ状態でトルクを伝達可能な半締結可能要素であるウェットクラッチ７を備える。ドッグクラッチ８が締結されている場合には、ウェットクラッチ７を締結する場合に必要な動力源、すなわち、油圧ポンプを作動させる必要がないため、ウェットクラッチ７の締結時に比べて、損失が少なくなる。   As described above, according to the vehicle drive device in the first embodiment, the two or more motor generators 3 and 5 and the engine 1 as the main power source and the output shaft are connected by one or more planetary gears, The output shaft is connected to the final output shaft 23 via a multi-stage stepped transmission 6, and the speed ratio between the engine 1 and the final output shaft 23 can be set continuously. 6 includes a dog clutch 8 as an engagement element of at least one stage and a wet clutch 7 that is a semi-engageable element capable of transmitting torque in a slip state as an engagement element of at least one stage. When the dog clutch 8 is engaged, there is no need to operate the power source required when the wet clutch 7 is engaged, that is, the hydraulic pump. Therefore, the loss is less than when the wet clutch 7 is engaged. .

特に、第１の実施の形態における車両用駆動装置によれば、最終出力軸２３に動力を伝達している状態で、有段変速機６の変速を行う場合に、ウェットクラッチ７を半締結状態に制御するので、有段変速機６の変速途中でも、正のトルクを最終出力軸２３に伝達することができる。従って、有段変速機６の変速時に、車両としての駆動力が途切れることがなく、加速時の車両挙動を損なうことがない。   In particular, according to the vehicle drive device in the first embodiment, when shifting the stepped transmission 6 while power is being transmitted to the final output shaft 23, the wet clutch 7 is in a semi-engaged state. Therefore, positive torque can be transmitted to the final output shaft 23 even during the shifting of the stepped transmission 6. Therefore, when the stepped transmission 6 is shifted, the driving force of the vehicle is not interrupted, and the vehicle behavior during acceleration is not impaired.

また、第１の実施の形態における車両用駆動装置によれば、最終出力軸２３に動力を伝達している状態で、有段変速機６の変速を行う場合に、ウェットクラッチ７を半締結状態に制御するとともに、ウェットクラッチ７の変速比および車両の出力トルク目標値に基づいて、有段変速機６の入力軸に伝達するトルク目標値を決定する。これにより、有段変速機６の入力軸に伝達するトルクを直接制御することができるので、有段変速機６の変速中の制御を精度良く行うことができる。   Moreover, according to the vehicle drive device in the first embodiment, when shifting the stepped transmission 6 in a state where power is transmitted to the final output shaft 23, the wet clutch 7 is in a semi-engaged state. The torque target value to be transmitted to the input shaft of the stepped transmission 6 is determined based on the gear ratio of the wet clutch 7 and the output torque target value of the vehicle. Thereby, since the torque transmitted to the input shaft of the stepped transmission 6 can be directly controlled, the control during the shifting of the stepped transmission 6 can be accurately performed.

−第２の実施の形態−
図７は、第２の実施の形態における車両用駆動装置の変速機の構成を説明するための図である。第２の実施の形態における車両用駆動装置では、変速機６Ａが１つのウェットクラッチ７と、複数のドッグクラッチ８１、８２、…、８ｎ（ｎは３以上の自然数）とにより、構成されている。すなわち、変速機６Ａは、変速比の異なる（ｎ＋１）段の構成となっている。 -Second Embodiment-
FIG. 7 is a diagram for explaining the configuration of the transmission of the vehicle drive device according to the second embodiment. In the vehicle drive apparatus according to the second embodiment, the transmission 6A is configured by one wet clutch 7 and a plurality of dog clutches 81, 82,..., 8n (n is a natural number of 3 or more). . That is, the transmission 6A has a (n + 1) -stage configuration with different gear ratios.

ウェットクラッチ７は、減速比の最も小さい段の締結要素である。ドッグクラッチ８１は、変速比の最も大きい段の締結要素であり、ドッグクラッチ８２は、ドッグクラッチ８１よりも変速比の小さい段の締結要素である。また、ドッグクラッチ８ｎは、複数のドッグクラッチの中で、最も変速比の小さい段の締結要素であるが、ウェットクラッチ７が設けられている段よりは変速比が大きい。   The wet clutch 7 is an engaging element at the lowest speed ratio. The dog clutch 81 is an engagement element with the highest gear ratio, and the dog clutch 82 is an engagement element with a lower gear ratio than the dog clutch 81. The dog clutch 8n is a fastening element having the smallest gear ratio among the plurality of dog clutches, but has a gear ratio larger than that of the gear clutch provided with the wet clutch 7.

ドッグクラッチからウェットクラッチ７への切換時の動作は、第１の実施の形態と同様である。変速比の異なるドッグクラッチ間の切換時には、締結中のドッグクラッチの開放前に、ウェットクラッチ７をいわゆる半クラッチで締結し、締結中のドッグクラッチを完全に開放する。そして、ウェットクラッチ７を半クラッチで締結した状態で、目標段のドッグクラッチを締結してから、ウェットクラッチ７を開放する。   The operation at the time of switching from the dog clutch to the wet clutch 7 is the same as that in the first embodiment. When switching between dog clutches with different gear ratios, the wet clutch 7 is engaged with a so-called half clutch before the dog clutch being engaged is released, and the dog clutch being engaged is completely released. Then, with the wet clutch 7 engaged with the half clutch, the target stage dog clutch is engaged, and then the wet clutch 7 is released.

第２の実施の形態における車両用駆動装置によれば、変速機６Ａが一つの段の締結要素として、ウェットクラッチ７を備えるとともに、少なくとも２つ以上の段の締結要素として、ドッグクラッチを備える。ドッグクラッチが締結されている場合には、ウェットクラッチ７を締結する場合に必要な動力源、すなわち、油圧ポンプを作動させる必要がないため、ウェットクラッチ７の締結時に比べて、損失を少なくすることができる。   According to the vehicle drive device in the second embodiment, the transmission 6A includes the wet clutch 7 as the one-stage engagement element, and includes the dog clutch as the at least two or more-stage engagement elements. When the dog clutch is engaged, it is not necessary to operate the power source required when the wet clutch 7 is engaged, that is, the hydraulic pump. Therefore, loss is reduced compared to when the wet clutch 7 is engaged. Can do.

−第３の実施の形態−
図８は、第３の実施の形態における車両用駆動装置の変速機の構成を説明するための図である。第３の実施の形態における車両用駆動装置では、変速機６Ｂが１つのウェットクラッチ７と、複数のドッグクラッチ８２、…、８ｎ（ｎは３以上の自然数）と、ワンウェイクラッチ９０とにより、構成されている。この変速機６Ｂは、図８に示す変速機６Ａのドッグクラッチ８１をワンウェイクラッチ９０に置き換えた構成となっている。すなわち、ワンウェイクラッチ９０は、変速機６Ｂの変速比が最も大きい段の締結要素である。 -Third embodiment-
FIG. 8 is a diagram for explaining the configuration of the transmission of the vehicle drive device according to the third embodiment. In the vehicle drive device according to the third embodiment, the transmission 6B includes one wet clutch 7, a plurality of dog clutches 82,..., 8n (n is a natural number of 3 or more), and a one-way clutch 90. Has been. This transmission 6B has a configuration in which the dog clutch 81 of the transmission 6A shown in FIG. That is, the one-way clutch 90 is an engaging element at a stage where the transmission gear ratio of the transmission 6B is the largest.

ワンウェイクラッチ９０は、無段変速機構２０の出力軸の回転速度が最終出力軸２３の回転速度より高くなると締結し、締結している状態で、無段変速機構２０の出力軸の回転速度が最終出力軸２３の回転速度より低くなると開放される。   The one-way clutch 90 is engaged when the rotational speed of the output shaft of the continuously variable transmission mechanism 20 is higher than the rotational speed of the final output shaft 23, and the rotational speed of the output shaft of the continuously variable transmission mechanism 20 is final in the engaged state. When the rotational speed of the output shaft 23 is lower, the output shaft 23 is released.

すなわち、無段変速機構２０の出力軸の回転速度を上昇させていき、最終出力軸２３の回転速度より高くなると、ワンウェイクラッチ９０が締結して、無段変速機構２０からの出力トルクが最終出力軸２３に伝達される。変速比の最も大きい段の締結要素として、ドッグクラッチの代わりにワンウェイクラッチ９０を用いることにより、ドッグクラッチ動作時の損失が発生しないので、さらに損失効率が向上する。   That is, when the rotational speed of the output shaft of the continuously variable transmission mechanism 20 is increased and becomes higher than the rotational speed of the final output shaft 23, the one-way clutch 90 is engaged and the output torque from the continuously variable transmission mechanism 20 is finally output. It is transmitted to the shaft 23. By using the one-way clutch 90 instead of the dog clutch as the engagement element at the stage with the largest gear ratio, loss during dog clutch operation does not occur, so that the loss efficiency is further improved.

また、無段変速機構２０から出力トルクを最終出力軸２３に伝達しようとする場合には、ワンウェイクラッチ９０の動作により、自動的に最大減速比の段での駆動力伝達状態に移行するので、ドッグクラッチを締結する場合の速度差に起因する駆動力ショックの発生を低減することができる。   Further, when the output torque is to be transmitted from the continuously variable transmission mechanism 20 to the final output shaft 23, the operation of the one-way clutch 90 automatically shifts to the driving force transmission state at the maximum reduction ratio stage. It is possible to reduce the occurrence of a driving force shock due to a speed difference when the dog clutch is engaged.

−第４の実施の形態−
図９は、第４の実施の形態における車両用駆動装置の変速機の構成を説明するための図である。第４の実施の形態における車両用駆動装置では、変速機６Ｃが１つのウェットクラッチ７と、複数のドッグクラッチ８１、８２、…、８ｎ（ｎは３以上の自然数）と、ワンウェイクラッチ９０とにより、構成されている。ワンウェイクラッチ９０は、変速比の最も大きい段の締結要素であるドッグクラッチ８１と並列に接続されている。 -Fourth embodiment-
FIG. 9 is a diagram for explaining the configuration of the transmission of the vehicle drive device according to the fourth embodiment. In the vehicle drive device according to the fourth embodiment, the transmission 6C includes one wet clutch 7, a plurality of dog clutches 81, 82,..., 8n (n is a natural number of 3 or more), and a one-way clutch 90. ,It is configured. The one-way clutch 90 is connected in parallel with a dog clutch 81 that is an engaging element of the stage having the largest speed ratio.

第３の実施の形態のように、変速比の最も大きい段の締結要素をワンウェイクラッチ９０のみとした場合、ワンウェイクラッチ９０を介して、無段変速機構２０からの負のトルクを最終出力軸２３に伝達させて、最終出力軸２３を逆回転、すなわち、車両をバックさせることができない。   As in the third embodiment, when only the one-way clutch 90 is used as the engagement element at the stage with the largest gear ratio, the negative torque from the continuously variable transmission mechanism 20 is applied to the final output shaft 23 via the one-way clutch 90. The final output shaft 23 cannot be rotated in reverse, that is, the vehicle cannot be backed.

従って、第４の実施の形態における車両用駆動装置では、変速比の最も大きい段の締結要素として、ドッグクラッチ８１と並列にワンウェイクラッチ９０を設け、変速機６Ｃの減速比が最も大きい段に接続する際に、最終出力軸２３に正の駆動力を伝達する場合にはワンウェイクラッチ９０を接続し、負の駆動力を伝達する場合には、ドッグクラッチ８１を接続する。これにより、正の駆動力を伝達する場合には、クラッチ接続時の損失を低減することができるとともに、ドッグクラッチ８１を介して、負の駆動力も伝達することができる。   Therefore, in the vehicle drive device according to the fourth embodiment, the one-way clutch 90 is provided in parallel with the dog clutch 81 as the engaging element of the stage with the largest speed ratio, and is connected to the stage with the largest reduction ratio of the transmission 6C. In this case, the one-way clutch 90 is connected when a positive driving force is transmitted to the final output shaft 23, and the dog clutch 81 is connected when a negative driving force is transmitted. Thereby, when transmitting a positive driving force, it is possible to reduce a loss at the time of clutch engagement, and also to transmit a negative driving force via the dog clutch 81.

第４の実施の形態における車両用駆動装置によれば、変速比が最も大きい段の締結要素としてドッグクラッチ８１を設けるとともに、変速比が最も大きい段に設けたドッグクラッチ８１と並列にワンウェイクラッチ９０を設けた。これにより、第３の実施の形態における車両用駆動装置と同様の効果を得ることができ、さらに、負の駆動力も伝達させることができる。   According to the vehicle drive device of the fourth embodiment, the dog clutch 81 is provided as the engaging element of the stage having the largest speed ratio, and the one-way clutch 90 is provided in parallel with the dog clutch 81 provided at the stage having the largest speed ratio. Was provided. Thereby, the effect similar to the vehicle drive device in 3rd Embodiment can be acquired, and also negative drive force can be transmitted.

本発明は、上述した第１〜第４の実施の形態に限定されることはない。例えば、上述した各実施の形態では、半締結可能要素として、ウェットクラッチを用いたが、電磁クラッチ等、スリップ状態でトルクを伝達可能なものであればよい。   The present invention is not limited to the first to fourth embodiments described above. For example, in each of the above-described embodiments, the wet clutch is used as the semi-engageable element. However, any electromagnetic clutch or the like that can transmit torque in a slip state may be used.

図７〜図９では、変速機が変速比の異なる（ｎ＋１）段（ｎは３以上の自然数）の構成として説明したが、ｎ＝２であってもよいし、図８および図９の構成では、２段構成であってもよい。図８において、変速機を２段構成とする場合には、変速比が最も大きい段にワンウェイクラッチ９０を、変速比が最も小さい段にウェットクラッチ７を設ければよい。   7 to 9, the transmission is described as having (n + 1) stages (n is a natural number of 3 or more) having different transmission ratios, but n may be 2 or the configurations of FIGS. 8 and 9. Then, a two-stage configuration may be used. In FIG. 8, when the transmission has a two-stage configuration, the one-way clutch 90 may be provided at the stage with the largest speed ratio, and the wet clutch 7 may be provided at the stage with the smallest speed ratio.

図５では、回転速度フィードバック制御として、比例制御を例に挙げて説明したが、比例制御と積分制御を組み合わせたＰＩ制御や、比例制御、積分制御、微分制御を組み合わせたＰＩＤ制御を行うこともできる。   In FIG. 5, proportional control is described as an example of rotation speed feedback control. However, PI control combining proportional control and integral control, or PID control combining proportional control, integral control, and differential control may be performed. it can.

特許請求の範囲の構成要素と各実施の形態の構成要素との対応関係は次の通りである。すなわち、モータジェネレータ５が１つのモータジェネレータを、ドッグクラッチ８がドッグクラッチを、ウェットクラッチ７が半締結可能要素を、ワンウェイクラッチ９０がワンウェイクラッチを、コントローラ３０が制御手段をそれぞれ構成する。なお、本発明の特徴的な機能を損なわない限り、各構成要素は上記構成に限定されるものではない。   The correspondence between the constituent elements of the claims and the constituent elements of each embodiment is as follows. That is, the motor generator 5 constitutes one motor generator, the dog clutch 8 constitutes a dog clutch, the wet clutch 7 constitutes a semi-engageable element, the one-way clutch 90 constitutes a one-way clutch, and the controller 30 constitutes a control means. In addition, as long as the characteristic function of this invention is not impaired, each component is not limited to the said structure.

１…エンジン
３…第１のモータジェネレータ
５…第２のモータジェネレータ
６、６Ａ、６Ｂ、６Ｃ…変速機
７…ウェットクラッチ
８、８１、８２、８ｎ…ドッグクラッチ
１０…遊星歯車装置
３０…コントローラ
９０…ワンウェイクラッチ DESCRIPTION OF SYMBOLS 1 ... Engine 3 ... 1st motor generator 5 ... 2nd motor generator 6, 6A, 6B, 6C ... Transmission 7 ... Wet clutch 8, 81, 82, 8n ... Dog clutch 10 ... Planetary gear apparatus 30 ... Controller 90 ... one-way clutch

Claims (10)

２つ以上のモータジェネレータと主動力源と出力軸が一つ以上の遊星歯車で接続されるとともに、前記出力軸が複数段の有段変速機を介して最終出力軸に接続されており、前記主動力源と前記出力軸との速度比を無段に設定できる車両用駆動装置において、
前記有段変速機は、少なくとも一つの段の締結要素としてドッグクラッチを備えるとともに、少なくとも一つの段の締結要素として、スリップ状態でトルクを伝達可能な半締結可能要素を備えることを特徴とする車両用駆動装置。 Two or more motor generators, a main power source, and an output shaft are connected by one or more planetary gears, and the output shaft is connected to a final output shaft via a multi-stage stepped transmission, In a vehicle drive device capable of continuously setting a speed ratio between a main power source and the output shaft,
The stepped transmission includes a dog clutch as an engagement element of at least one stage, and a semi-engageable element capable of transmitting torque in a slip state as an engagement element of at least one stage. Drive device. ２つ以上のモータジェネレータと主動力源と出力軸が一つ以上の遊星歯車で接続されるとともに、前記出力軸が複数段の有段変速機を介して最終出力軸に接続されており、前記主動力源と前記最終出力軸との速度比を無段に設定できる車両用駆動装置において、
前記有段変速機は、減速比が最も大きい段の締結要素として、前記出力軸の回転速度が前記最終出力軸の回転速度より高い場合に締結するワンウェイクラッチを備えるとともに、少なくとも一つの段の締結要素として、スリップ状態でトルクを伝達可能な半締結可能要素を備えることを特徴とする車両用駆動装置。 Two or more motor generators, a main power source, and an output shaft are connected by one or more planetary gears, and the output shaft is connected to a final output shaft via a multi-stage stepped transmission, In the vehicle drive device capable of setting the speed ratio between the main power source and the final output shaft steplessly,
The stepped transmission includes a one-way clutch that is engaged when the rotational speed of the output shaft is higher than the rotational speed of the final output shaft as an engaging element of the stage having the largest reduction ratio, and at least one stage is engaged. A vehicle drive apparatus comprising a semi-fastenable element capable of transmitting torque in a slip state as an element. 請求項１に記載の車両用駆動装置において、
前記有段変速機の変速比が最も大きい段の締結要素としてドッグクラッチを設けるとともに、前記変速比が最も大きい段に設けたドッグクラッチと並列に、前記出力軸の回転速度が前記最終出力軸の回転速度より高い場合に締結するワンウェイクラッチを設けたことを特徴とする車両用駆動装置。 The vehicle drive device according to claim 1,
A dog clutch is provided as an engaging element of the stage having the largest speed ratio of the stepped transmission, and the rotational speed of the output shaft is parallel to the dog clutch provided in the stage having the largest speed ratio. A vehicle drive device comprising a one-way clutch that is engaged when the rotational speed is higher. 請求項１から請求項３のいずれか一項に記載の車両用駆動装置において、
前記半締結可能要素は、変速比が最も小さい段の締結要素であることを特徴とする車両用駆動装置。 In the vehicle drive device according to any one of claims 1 to 3,
The vehicle drive device according to claim 1, wherein the half-engageable element is an engagement element of a stage having the smallest speed ratio. 請求項１から請求項４のいずれか一項に記載の車両用駆動装置において、
前記有段変速機は、３段以上の変速段を備えており、変速比が最も大きい段および変速比が最も小さい段以外の段の締結要素として、ドッグクラッチを備えることを特徴とする車両用駆動装置。 In the vehicle drive device according to any one of claims 1 to 4,
The stepped transmission includes three or more shift stages, and includes a dog clutch as a fastening element for a stage other than the stage having the largest speed ratio and the stage having the smallest speed ratio. Drive device. 請求項１から請求項５のいずれか一項に記載の車両用駆動装置において、
前記最終出力軸側に動力が伝達されている状態で、前記有段変速機の変速を行う場合に、前記半締結可能要素を半締結状態に制御する制御手段をさらに備えることを特徴とする車両用駆動装置。 In the vehicle drive device according to any one of claims 1 to 5,
A vehicle further comprising control means for controlling the semi-engageable element to a semi-engaged state when shifting the stepped transmission in a state where power is transmitted to the final output shaft side. Drive device. 請求項６に記載の車両用駆動装置において、
前記制御手段は、前記最終出力軸側に動力が伝達されている状態で、前記有段変速機の変速を行う場合に、前記半締結可能要素を半締結状態に制御するとともに、前記半締結可能要素の変速比および車両の出力トルク目標値に基づいて、前記有段変速機の入力軸に伝達するトルク目標値を決定することを特徴とする車両用駆動装置。 The vehicle drive device according to claim 6,
The control means controls the semi-engageable element to a semi-engaged state and makes the semi-engagement possible when shifting the stepped transmission while power is transmitted to the final output shaft side. A vehicle drive device that determines a torque target value to be transmitted to an input shaft of the stepped transmission based on a gear ratio of an element and an output torque target value of the vehicle. 請求項６または請求項７に記載の車両用駆動装置において、
前記制御手段は、前記１つのモータジェネレータを回転速度フィードバック制御により制御することを特徴とする車両用駆動装置。 In the vehicle drive device according to claim 6 or 7,
The vehicle drive apparatus according to claim 1, wherein the control means controls the one motor generator by rotational speed feedback control. 請求項１から請求項８のいずれか一項に記載の車両用駆動装置において、
前記１つのモータジェネレータは、前記出力軸と接続されていることを特徴とする車両用駆動装置。 In the vehicle drive device according to any one of claims 1 to 8,
The one motor generator is connected to the output shaft, and is a vehicle drive device. 請求項１から請求項９のいずれか一項に記載の車両用駆動装置において、
前記１つのモータジェネレータは、前記出力軸とは別の独立した回転軸を有することを特徴とする車両用駆動装置。 In the vehicle drive device according to any one of claims 1 to 9,
The one motor generator has an independent rotating shaft different from the output shaft.
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