JP2006062396A - Drive of hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive of a hybrid car capable of performing downsizing of a transmission while securing the generation of sufficient reverse driving force in reverse-traveling. <P>SOLUTION: This hybrid vehicle is furnished with the driving force composite transmission TM having a differential gear with an engine E and at least one motor as a power source and to which the power source and an output member are connected, and a reverse gear is set between the engine E and the engine input member of the driving force composite transmission TM. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a driving device for a hybrid vehicle including a driving force combining transmission having a differential device in which an engine and at least one motor are used as a power source and the power source and an output member are connected to each other.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. A drive device for a hybrid vehicle in which an input and an output to a drive system are assigned to the other, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. It is known (for example, see Patent Document 1).
JP 2003-32808 A

However, in a hybrid vehicle equipped with the above-described conventional driving device, there is a problem in that driving force is insufficient during reverse traveling because reverse traveling is performed in a continuously variable transmission mode based on motor generator specifications that satisfy forward travel.
That is, in the continuously variable transmission mode selected during reverse running, the first motor generator and the second motor generator are configured such that minus rotation and minus torque cannot be generated on the engine rotation speed axis on the nomograph. The reverse running is performed with the torque that can be produced by the above.

  The present invention has been made paying attention to the above problems, and provides a hybrid vehicle drive device capable of achieving a reduction in the size of the transmission while ensuring sufficient reverse drive force during reverse travel. The purpose is to do.

In order to achieve the above object, in the present invention, in a hybrid vehicle including a driving force combining transmission having a differential device in which an engine and at least one motor are used as a power source and the power source and an output member are connected,
A reverse gear is set between the engine and an engine input member of the driving force synthesis transmission.

  Therefore, in the hybrid vehicle drive device of the present invention, during reverse running, the engine rotation direction remains positive due to the presence of the reverse gear set between the engine and the engine input member of the driving force synthesis transmission. Thus, the engine input member of the driving force combining transmission can be reversely rotated to input the engine torque. That is, during reverse running, reverse driving force is generated by engine torque, and reverse driving force shortage is resolved. And by setting a reverse gear between the engine and the engine input member of the driving force synthesis transmission, the input torque to the reverse gear can be reduced compared to the case of setting the reverse gear on the output side of the driving force synthesis transmission. It becomes smaller and the transmission size is reduced. As a result, it is possible to reduce the size of the transmission while ensuring the generation of sufficient reverse driving force during reverse traveling.

  Hereinafter, the best mode for realizing a hybrid vehicle drive device of the present invention will be described based on a first embodiment shown in the drawings.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the drive device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator MG1 (motor), a second motor generator MG2 (motor), and an output shaft OUT (output member). And a driving force synthesizing transmission TM. The driving force combined transmission TM includes a first planetary gear PG1 (first differential), a second planetary gear PG2 (second differential), and a third planetary gear PG3 (third differential). , Fourth planetary gear PG4 (reverse gear), engine clutch EC, low brake LB (first brake), high clutch HC (first clutch), high-low brake HLB (second brake), and reverse brake RB Have

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 and the fourth planetary gear PG4 of the driving force synthesizing transmission TM are all single pinion type planetary gears with two degrees of freedom. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3. The fourth planetary gear PG4 includes a fourth sun gear S4, a fourth pinion carrier PC4 that supports the fourth pinion P4, and a fourth ring gear R4 that meshes with the fourth pinion P4.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and are connected to the second pinion carrier PC2. The third ring gear R3 is directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. It has 6 rotating elements.

A connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the engagement elements EC, LB, HC, HLB for the six rotating elements of the differential device will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2. In addition, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  The fourth planetary gear PG4 is a reverse gear set between the engine E and the third rotating member M3 (engine input member) of the driving force synthesis transmission TM. The fourth sun gear S4 is connected to the output shaft of the engine 4. , A reverse brake RB is provided between the fourth pinion carrier PC4 and the transmission case TC, the fourth ring gear R4 is directly connected to the third rotating member M3 of the driving force combining transmission TM, and the engine E An engine clutch EC is provided between the output shaft and the third rotating member M3 of the driving force synthesis transmission TM.

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. A rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3) The lever (4) of the fourth planetary gear PG4 can be introduced. Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (α , Β, δ).

  The engine clutch EC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position separated from the engine rotational speed axis by the lever (4) of the fourth planetary gear PG4 on the alignment chart of FIG. The rotation and torque of the engine E are input to the third rotating member M3 (PC2, R3) which is an engine input member by fastening.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. 6, and is shown in FIGS. Thus, the “low-gear fixed mode” and the “low-side continuously variable transmission mode” that share the low-side gear ratio by engagement are realized.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. "2-speed fixed mode", "high-side continuously variable transmission mode" and "high gear fixed mode" are realized.

  The high / low brake HLB is a multi-plate friction brake fastened by hydraulic pressure, and is arranged at a position coincident with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. 6 and fastened together with the low brake LB. Thus, the gear ratio is set to the “low gear fixed mode” on the underdrive side, and the gear ratio is set to the “high gear fixed mode” on the overdrive side by engaging with the high clutch HC.

  The reverse brake RB is a multi-plate friction brake that is engaged by hydraulic pressure, and is disposed in the middle of the lever (4) of the fourth planetary gear PG4 on the alignment chart of FIG. While maintaining the rotation, the third rotation member M3 (PC2, R3) as the engine input member is rotated in the reverse direction.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a 12V battery 4, a hydraulic control device 5, an integrated controller 6, an accelerator opening. Degree sensor 7, vehicle speed sensor 8, engine speed sensor 9, first motor generator speed sensor 10, second motor generator speed sensor 11, third ring gear speed sensor 12, high-power battery 13, , And a DC / DC converter 14.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. , Te), for example, is output to a throttle valve actuator (not shown).

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a high-power battery 13 that is discharged during power running and charged during regeneration. The high-power battery 13 and the 12V battery 4 are connected via a DC / DC converter 14.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the engine input rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Predetermined arithmetic processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

  Next, the travel mode of the hybrid vehicle will be described.

  The driving mode includes a low gear fixed mode (hereinafter referred to as “Low mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd mode”). ), A high-side continuously variable transmission mode (hereinafter referred to as “High-iVT mode”), and a high gear fixed mode (hereinafter referred to as “High mode”).

  Regarding the five driving modes, an electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and an engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”).

Therefore, as shown in Fig. 2 (5 driving modes related to EV mode) and Fig. 3 (5 driving modes related to HEV mode), the combination of "EV mode" and "HEV mode" The “10 travel modes” will be realized.
Here, Fig. 2 (a) is an alignment chart of "EV-Low mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd mode". 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High mode”. Fig. 3 (a) is a nomogram for "HEV-Low mode", Fig. 3 (b) is a nomogram for "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High mode”.

The “Low mode” is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a). Low gear fixed mode.
In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, and the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is the low-side continuously variable transmission mode obtained in
The “2nd mode” is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB, as shown in the collinear diagrams of FIG. 2 (c) and FIG. 3 (c). 2 speed fixed mode.
In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, and the high / low brake HLB is released, as shown in the collinear charts of FIGS. 2 (d) and 3 (d). Is a high-side continuously variable transmission mode obtained in
The “High mode” is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB, as shown in the nomographs of FIGS. 2 (e) and 3 (e). High gear fixed mode.

  In addition to the “10 travel modes” on the forward side, the “reverse travel mode” in which the engine E and both motor generators MG1 and MG2 are used for reverse travel is engaged with the low brake LB as shown in the collinear diagram of FIG. It is obtained by releasing the high clutch HC, releasing the high / low brake HLB, and engaging the reverse brake RB.

  The integrated controller 6 performs mode transition control of the “10 travel modes” and the “reverse travel mode” on the forward side. That is, the integrated controller 6 has a required driving force Fdrv (determined by the accelerator pedal opening AP), a vehicle speed VSP and a battery SOC in a three-dimensional space, for example, “10 travel modes” as shown in FIG. A driving mode map to which “reverse driving mode” (a region set to the negative side on the axis of the vehicle speed VSP) is assigned in advance, and the required driving force Fdrv and the vehicle speed VSP are A travel mode map is searched based on each detected value of the battery SOC, and an optimal travel mode corresponding to the vehicle operating point and the battery charge determined by the required driving force Fdrv and the vehicle speed VSP is selected. FIG. 4 is an example of a travel mode map that is represented in two dimensions by the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 5, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed.

  Further, when mode transition between the five modes of the “EV mode” and mode transition between the five modes of the “HEV mode” are performed, they are performed according to the ON / OFF operation table shown in FIG. Also, among the controls that change the running mode, for example, when starting / stopping the engine E and engaging / disengaging clutches and brakes are necessary at the same time, when engaging / disengaging multiple clutches and brakes are necessary, In the case where the motor generator rotation speed control is necessary prior to the start / stop of E or the engagement / release of the clutch or brake, the sequence control is performed according to a predetermined procedure.

  Next, the operation will be described.

[Problems during reverse running]
For example, the fourth planetary gear PG4 as the reverse gear additionally set in the present invention and the hybrid vehicle drive device without the reverse brake RB are used as the comparison technique.

  In this case, during reverse running, as shown in FIG. 7, "HEV-Low-iVT mode" obtained by releasing the high clutch HC, engaging the engine clutch EC, engaging the low brake LB, and releasing the high / low brake HLB. Is selected, the engine speed Ne and the second motor generator speed N2 are increased, the first motor generator speed N1 is decreased, and the output shaft speed No is set to a negative speed. The "HEV-Low-iVT mode" has a motor generator specification that satisfies forward travel.

Assignment 1
In the nomograph shown in FIG. 7, the engine rotation speed axis cannot be negatively rotated and negative torque cannot be output, and reverse traveling is performed with torque that can be output by the first motor generator MG1 and the second motor generator MG2. The driving force is insufficient.

Assignment 2
In the nomograph shown in FIG. 7, the engine rotational speed shaft cannot be rotated negatively during reverse travel, so that the pinion speed of the planetary gear to which the second motor generator MG2 is connected during reversal travel is significantly high. (= The inclination of the lever in the nomograph becomes large), and the reverse upper limit vehicle speed does not increase due to the pinion speed limit (limit speed).

Issue 3
There is a method of attaching a reduction gear or reverse gear to the last stage (output side) of the driving force composite transmission. In this case, the transmission output torque (= gear input torque) increases on the low gear side, so the reduction gear or reverse Gears also have wider teeth and the size of the transmission increases.

[D->N-> R shift range]
On the other hand, in the hybrid vehicle drive device of the first embodiment, a single pinion type fourth gear that is a reverse gear is provided between the engine E and the third rotation member M3 that is an engine input member of the driving force synthesis transmission TM. By setting the planetary gear PG4, it was possible to reduce the size of the transmission while ensuring sufficient reverse drive force during reverse travel.

Here, the reverse traveling action when the selection operation for shifting from D → N → R is performed in the hybrid vehicle equipped with the drive device of the first embodiment will be described.
First, in the D range (drive range) for which “HEV-Low-iVT mode” is selected, when the vehicle speed is 0 km / h (stopped) (stops with the engine E running), the collinear line in FIG. As shown in the figure, the high clutch HC is released, the engine clutch EC is engaged, the low brake LB is engaged, the high / low brake HLB is released, the reverse brake RB is released, and the fourth planetary gear PG4 keeps the engine speed Ne. Tell. The first motor generator rotational speed N1 is negative and the second motor generator rotational speed N2 is positive. The rotational speed of the output shaft OUT is maintained at zero by these three rotational speeds Ne, N1, and N2. is doing.

  When shifting from the D range state to the N range (neutral range) by the selection operation, as shown in the nomograph of FIG. 8 (b), the engine rotation speed axis is separated from the main nomograph, and the D range is engaged. Release the engine clutch EC. When the engine clutch EC is released, control for increasing the first motor generator rotational speed N1 that is negative rotation and control for decreasing the second motor generator rotational speed N2 that is positive rotation so as not to generate a driving force, in other words, control. , While maintaining the lever (2) to be gently tilted, the rotational speed of the output shaft OUT is maintained at zero, and the neutral stop state is realized.

Then, when shifting from the N range state to the R range (reverse range) by the select operation, as shown in the collinear diagram of FIG. 9 (a) in the neutral stop state with the engine clutch EC and the reverse brake RB released. The rotation speed of the fourth ring gear R4 of the fourth planetary gear PG4 (= the rotation speed of the third rotation member M3) is increased by controlling the motor generator rotation speed to decrease the second motor generator rotation speed N2 while increasing the first motor generator rotation speed N1. Rotational speed) is set as a negative rotational range, and the fourth planet carrier PC4 of the fourth planetary gear PG4 is adjusted so that the rotational speed becomes zero.
When the rotation speed of the fourth planet carrier PC4 is adjusted to zero, as shown in the collinear diagram of FIG. 9B, the reverse brake RB is engaged and the engine rotation speed Ne of the forward rotation is the engine input member. Shift to the reverse range to be transmitted to the third rotation member M3 by reverse rotation.

  After the shift to the reverse range, for example, the second motor generator rotational speed N2 is maintained as it is, the engine rotational speed Ne is increased, and the first motor generator rotational speed N1 is decreased, so that the output shaft OUT becomes negative. It will move to the side and increase the reverse vehicle speed. The upper limit of the reverse vehicle speed is that the second motor generator rotational speed N2 is maintained as it is and the first motor generator rotational speed N1 is lowered, so that the inclination of the lever (2) becomes more gentle as the reverse vehicle speed is increased. Therefore, the reverse upper limit vehicle speed is not determined by the restriction of the pinion rotation speed, and reverse traveling at high speed can be ensured.

  FIG. 10 is a diagram showing the time-series operation of engagement / disengagement (ON) and release (OFF) of the clutch / brake in the case of performing a selection operation of shifting from D → N → R. The D range is the same as that in FIG. 8 (a). The N range corresponds to the collinear diagram of FIG. 8 (b), the R1 range corresponds to the collinear diagram of FIG. 9 (a), and the R2 range corresponds to the collinear diagram of FIG. 9 (b). It corresponds to.

Next, the effect will be described.
In the hybrid vehicle drive device of the first embodiment, the effects listed below can be obtained.

  (1) In a hybrid vehicle including a driving force synthesis transmission TM having a differential device in which an engine E and at least one motor are used as a power source and the power source and an output member are connected, the engine E and the drive Since a reverse gear is set between the engine input member of the force synthesizing transmission TM, it is possible to reduce the size of the transmission while ensuring sufficient reverse driving force during reverse traveling.

  (2) The reverse gear is a single pinion type fourth planetary gear PG4 having a fourth sun gear S4, a fourth pinion carrier PC4 supporting the fourth pinion P4, and a fourth ring gear R4 as rotational elements. The output shaft of the engine E is connected to the fourth sun gear S4, a reverse brake RB is provided between the fourth pinion carrier PC4 and the transmission case TC, and the fourth ring gear R4 is connected to the driving force combined transmission TM. Since the engine clutch EC is provided between the engine E and the engine input member of the driving force synthesis transmission TM directly connected to the engine input member, the engine rotation speed shaft (= engine input member) itself makes a negative rotation. The reverse maximum speed can be increased. In other words, the engine rotation speed axis itself makes a negative rotation, so that the lever inclination of the nomographic chart at the time of reverse can be suppressed to be small, so that the pinion rotation is less restricted and the reverse maximum speed can be increased. .

  (3) When switching to the R range, the rotation of the fourth pinion carrier PC4 provided with the reverse brake RB by the motor generators MG1, MG2 in the neutral stop state with the engine clutch EC and the reverse brake RB released. Because the reverse transition control means for shifting to the R range that transmits the engine rotation to the engine input member by providing the reverse brake RB after tightening the reverse rotation RB after adjusting the number to zero and adjusting the carrier rotation speed to zero is provided. During the switching operation, it is possible to prevent the occurrence of shock accompanying the reverse brake RB engagement.

  (4) The reverse transition control means releases the engine clutch EC that is engaged in the D range at the time of switching operation from the D range to the N range to the R range, or from the D range to the N range, When the engine clutch EC is released, the engine E is controlled so that the motor generator speed N1 and N2 are controlled so that no driving force is generated. The transition from the N range to the R range can be achieved smoothly while maintaining the vehicle stop once separated and keeping the lever inclination of the collinear diagram small.

  (5) The driving force composite transmission TM is composed of a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having two degrees of freedom and three elements on the collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. Second rotation of the element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 A low brake LB is provided between an element arranged on the nomographic chart of the first planetary gear PG1 and a transmission case TC, to which the second motor generator MG2 is assigned. A high clutch HC is provided between the second rotating member M2 and a high / low brake HLB is provided between an element arranged at one end on the alignment chart of the second planetary gear PG2 and the transmission case TC, A single pinion type fourth planetary gear PG4 having an engine clutch EC and a reverse brake RB is additionally set between the engine E and the third rotating member M3 of the driving force synthetic transmission TM, and the reverse range is low. Obtained by releasing the engine clutch EC and engaging the reverse brake RB in the "HEV-Low-iVT mode" where the brake LB is engaged, the high clutch HC is released, and the high / low brake HLB is released. Therefore, it is useful that the reverse planetary gear PG4 having the engine clutch EC and the reverse brake RB is additionally set with respect to the existing driving force synthetic transmission TM to generate a sufficient reverse driving force and to have a high reverse upper limit vehicle speed. A reverse mode can be added.

  As mentioned above, although the hybrid vehicle drive device of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, an example in which a single pinion type planetary gear is used as the reverse gear has been shown. However, any planetary gear of the first embodiment can be used as long as it is a gear mechanism that can be input to the transmission with the engine speed reversed. For example, a reduction gear mechanism or the like may be used without limitation.

  The drive device of the first embodiment has been described as an example applied to a hybrid vehicle including a driving force synthesizing transmission having a differential device composed of three single pinion planetary gears. For example, Japanese Patent Application Laid-Open No. 2003-32808 It can also be applied to a hybrid vehicle having a driving force synthesizing transmission having a differential configured with a Ravigneaux type planetary gear as described in the official gazette and the like. The present invention can be applied to any hybrid vehicle including a driving force synthesizing transmission that includes a single motor as a power source and a differential device to which the power source and an output member are connected.

1 is an overall system diagram showing a drive system and a control system of a hybrid vehicle to which a drive device of Embodiment 1 is applied. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 5 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving modes in the hybrid vehicle of Example 1. 4 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, a high / low brake, and a reverse brake in the “10 traveling modes” and the “reverse traveling mode” in the hybrid vehicle of the first embodiment. FIG. 6 is a collinear diagram illustrating a driving device in which a fourth planetary gear and each fastening element are added to the driving force combining transmission according to the first embodiment. It is a collinear diagram which shows the rotational speed relationship in the case of performing reverse traveling in a proportional manner in the low-side continuously variable transmission mode. FIG. 6 is a collinear diagram in the D range and the N range when a selection operation for shifting from D → N → R is performed in the hybrid vehicle equipped with the drive device of Embodiment 1; FIG. 5 is a collinear diagram in the R1 range and the R2 range when a selection operation for shifting from D → N → R is performed in a hybrid vehicle equipped with the drive device of the first embodiment. It is a figure which shows the time-sequential operation | movement of each clutch and brake at the time of performing selection operation which transfers to D-> N-> R with the hybrid vehicle carrying the drive device of Example 1. FIG.

Explanation of symbols

E engine
MG1 1st motor generator (motor)
MG2 Second motor generator (motor)
OUT Output shaft (output member)
TM Driving force transmission
PG1 first planetary gear (first differential)
PG2 Second planetary gear (second differential)
PG3 3rd planetary gear (3rd differential)
PG4 4th planetary gear (reverse gear)
EC engine clutch
RB reverse brake
LB Low brake (1st brake)
HC high clutch (first clutch)
HLB High / Low brake (2nd brake)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 12V battery 5 Hydraulic control apparatus 6 Integrated controller 7 Accelerator opening degree sensor 8 Vehicle speed sensor 9 Engine speed sensor 10 1st motor generator speed sensor 11 2nd motor generator speed sensor 12 3rd Ring gear speed sensor 13 High power battery 14 DC / DC converter

Claims (5)

In a hybrid vehicle including a driving force combining transmission having an engine and at least one motor as a power source, and having a differential device to which the power source and an output member are connected,
A hybrid vehicle drive device characterized in that a reverse gear is set between the engine and an engine input member of the driving force synthesizing transmission. In the hybrid vehicle drive device according to claim 1,
The reverse gear is a single pinion type planetary gear having a sun gear, a carrier supporting a pinion, and a ring gear as rotating elements,
An engine output shaft is connected to the sun gear, a reverse brake is provided between the carrier and a transmission case, the ring gear is directly connected to an engine input member of a driving force combining transmission, and the engine and the driving force combining transmission are connected. An engine clutch is provided between the engine input member and the hybrid vehicle drive device. In the hybrid vehicle drive device according to claim 2,
At the time of switching operation to the reverse range, the motor is adjusted so that the rotation speed of the carrier provided with the reverse brake by the motor becomes zero in the neutral stop state with the engine clutch and the reverse brake released, A hybrid vehicle drive device comprising reverse transition control means for shifting to a reverse range for engaging the reverse brake and transmitting the engine rotation to the engine input member after zero adjustment. In the hybrid vehicle drive device according to claim 3,
The reverse transition control means releases the engine clutch engaged in the drive range and releases the engine clutch at the time of switching operation from the drive range to the neutral range to the reverse range, or from the drive range to the neutral range. A hybrid vehicle drive device that realizes a neutral stop state while controlling the motor rotation speed so that no driving force is generated. In the hybrid vehicle drive device according to any one of claims 2 to 4,
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the nomographic chart of the second differential device and an element arranged on one end on the nomographic chart of the third differential device, and assigning the engine A first motor generator is assigned to an element arranged at one end on a collinear diagram of the moving device, and an element arranged at one end on the collinear diagram of the first differential device and the collinear line of the second differential device An element arranged at one end on the figure is connected to assign a second motor generator, an output member is assigned to an element arranged on the inside of the alignment chart of the third differential,
An element arranged at the other end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the third differential device are connected by a direct connection element, and the first A first brake is provided between the elements arranged on the inner side of the differential device and the transmission case, and a first clutch is provided between the element to which the second motor generator is assigned and the direct connection element. A second brake is provided between the element arranged at one end on the alignment chart of the second differential device and the transmission case,
A single pinion type planetary gear having an engine clutch and a reverse brake is additionally set between the engine and an engine input member of the driving force synthesis transmission,
The reverse range is obtained by releasing the engine clutch and engaging the reverse brake in the low-side continuously variable transmission mode in which the first brake is engaged, the first clutch is released, and the second brake is released. A drive device for a hybrid vehicle.

Images