JP2006283917A - Hybrid drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device capable of increasing the rotational speed of a prime mover as much as possible in starting a vehicle. <P>SOLUTION: A hybrid drive device is provided with the prime mover and a first electric motor installed as the power source of the vehicle, a power distribution device having a plurality of rotational elements capable of being differentially turned, and a transmission having a plurality of rotational elements capable of being differentially turned. The prime mover and the first electric motor are connected to the power distribution device. The power distribution device and the transmission are connected. A brake to control the rotation/stop of reaction force element of the transmission is installed. In starting the vehicle, a brake control means for controlling the support torque which is given to the reaction force element from the brake is provided so that the reaction force element of the transmission receives the reaction force while the reaction force element rotates (steps S1 and S2). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid drive device having a prime mover and an electric motor having a power generation function as a power source for traveling of a vehicle, and in particular, a transmission composed of a planetary gear mechanism is provided on the output side of the electric motor. The present invention relates to a hybrid drive device having the above structure.

  Conventionally, a hybrid drive device in which a plurality of types of power sources are mounted on a vehicle is known, and an example of the hybrid drive device is described in Patent Document 1. In the driving apparatus described in Patent Document 1, an engine, a first motor / generator, and a second motor / generator are provided, and a first planet is provided in a torque transmission path from the engine to an output member. A sub-gear set or a third planetary sub-gear set is provided. The first planetary sub gear set is of a single pinion type having a first sun gear and a first ring gear, and a first carrier holding a first pinion gear meshed with the first sun gear and the first ring gear. This is a planetary gear mechanism, and the engine and the first ring gear are connected with an input member interposed therebetween.

  The second planetary sub-gear set includes a single pinion having a second sun gear and a second ring gear, and a second carrier holding a second pinion gear meshed with the second sun gear and the second ring gear. A planetary gear mechanism of the type, in which a second ring gear is connected to rotate integrally with a first motor / generator and a first sun gear. In addition, the first carrier and the second carrier are connected by a shaft so as to rotate integrally. Further, the third planetary sub-gear set includes a single pinion having a third sun gear and a third ring gear, and a third carrier holding a third pinion gear meshed with the third sun gear and the third ring gear. A planetary gear mechanism of the type, in which a third sun gear is connected to rotate integrally with a second motor / generator and a second sun gear. Further, a clutch for selectively connecting and releasing the shaft and the third carrier is provided, and the third carrier is connected to rotate integrally with the output member. Further, a brake that selectively rotates and stops the third sun gear is provided in the transmission housing.

  In the hybrid drive device described in Patent Document 1, the first mode is selected when a stopped vehicle is advanced and accelerated. When the first mode is selected, the clutch is released and the brake is engaged. The engine torque is transmitted to the first ring gear of the first planetary sub-gear set, and the torque of the first motor / generator is transmitted to the first sun gear and the second planetary sub-gear set in the first planetary sub-gear set. , The first sun gear and the second ring gear rotate in the same direction. By such control, the reaction force of the engine torque is received by the first motor / generator, and the second sun gear of the second planetary sub gear set rotates in the opposite direction.

Further, when the brake is engaged, the third ring gear in the third planetary sub gear set stops, and the reaction force of the torque transmitted to the third planetary sub gear set is received by the third ring gear. The torque of the third sun gear is transmitted to the output member via the third carrier. When the first mode is selected, the second motor / generator operates as a motor, and the torque is transmitted to the second sun gear and the third sun gear. Here, the third planetary sub gear set is in a so-called deceleration state in which the rotation speed of the third carrier is lower than the rotation speed of the third sun gear. Further, as described above, since the first carrier and the second carrier are coupled so as to rotate integrally, when the torque of the second motor / generator is transmitted to the second sun gear, the second carrier The sun gear torque is transmitted to the first motor / generator, which is supposed to serve at least initially as a generator.
JP 2000-62483 A

  By the way, the relationship between the rotating elements in the hybrid drive device described in Patent Document 1 will be described with reference to the alignment chart shown in FIG. 23. The first motor / generator 200 and the third ring gear 201 Between the engine 202 and the output member 203 are disposed. Further, the engine 202 is disposed at a position closer to the first motor / generator 200 than the output member 203. Further, a second motor / generator 204 is disposed between the engine 202 and the output member 203. For this reason, when the first mode is selected at the start of the vehicle, the third ring gear 201 is stopped by the brake, and the control of the reaction force of the engine torque by the first motor / generator 200 is executed, the output member 201 and the second motor / generator 204 are almost stopped or become a very low rotational speed, the engine rotates at a rotational speed higher than this rotational speed, and the rotational speed of the first motor / generator 200 is From the state where the engine speed is higher than the engine speed, the engine speed and the second motor / generator 200 are increased to start the vehicle.

  However, the first motor / generator 200 has a limitation on the maximum number of rotations due to its characteristics. Further, the rotational speed difference between each gear connected to the first motor / generator 200 and the other gear meshed with the gear is limited by the maximum rotational speed difference from the viewpoint of durability. is there. For this reason, it is difficult to increase the rotational speed of the first motor / generator 200 responsible for the reaction force of the engine torque beyond the predetermined rotational speed, and as a result, the engine rotational speed cannot be increased to a high rotational speed. It was. Therefore, the engine 202 cannot be operated at such a high rotational speed that the output torque becomes high, which may lead to insufficient driving force.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a hybrid drive device capable of increasing the rotational speed of the prime mover as much as possible when the vehicle starts. .

  In order to achieve the above-mentioned object, the invention according to claim 1 is a power distribution device having a prime mover and a first electric motor having a power generation function provided as a power source of a vehicle, and a plurality of rotational elements capable of differential rotation. And a transmission having a plurality of rotation elements capable of differential rotation, wherein the plurality of rotation elements constituting the power distribution device include a first input element, a first output element, and the first A first reaction force element that takes a reaction force when transmitting the torque of one input element to the first output element, and a plurality of rotation elements constituting the transmission include a second reaction element An input element and a second output element; and a second reaction force element that takes a reaction force when transmitting torque of the second input element to the second output element. An input element is connected to the prime mover, and the first electric motor Coupled to the first reaction force element, the second input element is coupled to the first output element, the second output element is coupled to a wheel, and the second reaction force In the hybrid drive apparatus provided with a brake for providing a support torque for taking a reaction force to the element, when the vehicle starts, the second reaction force element that is stopped takes a reaction force while rotating. As described above, the brake control means for controlling the support torque applied from the brake to the second reaction force element is provided.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the transmission has three types of control modes in which the aspect of the change amount of the second output element with respect to the change amount of the second input rotational speed is different. Is configured to be selectively switchable.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the brake control means includes the second output element corresponding to the amount of change in the rotational speed of the second input element among the three types of control modes. When the control mode that minimizes the amount of change in the rotational speed is selected and the vehicle starts, the second reaction force element that is stopped is responsible for the reaction force while rotating. Means for controlling the support torque is included.

  According to a fourth aspect of the present invention, in addition to the configuration of any of the first to third aspects, the brake control means determines a required torque output from the second output element, and according to the required torque. Means for controlling the support torque is included.

  According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the brake control means increases the support torque when it is determined that the required torque is high during the rotation of the second reaction force element. Means for reducing the rotational speed of the second reaction force element.

  The invention of claim 6 is provided with a second electric motor having a power generation function in addition to the structure of any one of the first to fifth aspects, and the torque of the second electric motor is the second of the transmission. It has the structure transmitted to the input element.

  According to a seventh aspect of the invention, in addition to the configuration of the sixth aspect, the transmission is arranged on the same axis and has a first sun gear and a second sun gear having different numbers of teeth, and the first sun gear and A first ring gear arranged coaxially with the second sun gear, a first pinion gear meshed with the first sun gear, and meshed with the first pinion gear, the first ring gear, and the second sun gear And a first carrier that holds the first pinion gear and the second pinion gear so that they can rotate and revolve. The motor is connected to the second sun gear, and the power distribution device includes a third sun gear and a second ring gear arranged coaxially, and the third sun gear. And a second carrier holding a tenth pinion gear meshing with the second ring gear. The second carrier is the first input element, and the third sun gear is the first carrier. And the second ring gear is the first output element, and the first ring gear is configured to apply a support torque from the brake to the first sun gear. And a first clutch that selectively connects and releases the first carrier and a second clutch that selectively connects and releases the first input element and the first carrier. The second sun gear is the second input element, the first ring gear is the second output element, and the first sun gear is the second reaction force element. Also features It is.

  According to an eighth aspect of the present invention, in addition to the configuration of the sixth aspect, the transmission meshes with the fourth sun gear and the third ring gear arranged coaxially, and the fourth sun gear and the third ring gear. And a third pinion type planetary gear mechanism having a third carrier that holds the third pinion gear so that it can rotate and revolve, and the second electric motor is connected to the third sun gear. In addition, the power distribution device includes a third sun gear and a second ring gear arranged coaxially, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. And a third clutch configured to selectively apply and release the third ring gear and the wheel, wherein the third ring gear is configured to receive a support torque from the brake to the third ring gear. A fourth clutch for selectively connecting and releasing the carrier and the wheel, and a fifth clutch for selectively connecting the third carrier and the second carrier in the power distribution device. The third sun gear is the second input element, the third ring gear is the second reaction element, and the third carrier is the second output element. It is a feature.

  According to a ninth aspect of the present invention, in addition to the configuration of the sixth aspect, the transmission includes a fourth sun gear, a fifth sun gear, and a fourth ring gear that are coaxially disposed, and the fourth sun gear and the fourth sun gear. A fourth carrier that holds the fourth pinion gear meshed with the ring gear 4 so as to be capable of rotating and revolving, and a fifth carrier that is held so as to rotate and revolve by the fourth carrier and meshed with the fifth sun gear. A single pinion type planetary gear mechanism having a second pinion gear, wherein the second electric motor is connected to the fifth sun gear, and the power distribution device is arranged on a third axis. A sun gear and a second ring gear; and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The carrier is the first input element, the third sun gear is the first reaction force element, the second ring gear is the first output element, and the fourth output from the brake A sixth clutch configured to selectively apply and release the fifth sun gear and the second electric motor with respect to the fourth ring gear; And a seventh clutch for selectively connecting and releasing the sun gear and the second electric motor to and from the second carrier, and the fourth sun gear and the fifth sun gear are the second clutch. The fourth ring gear is the second reaction force element, and the fourth carrier is the second output element.

  According to a tenth aspect of the present invention, a third electric motor having a power generation function is provided in addition to the configuration of any of the first to fifth aspects, and the torque of the third electric motor is the same as that of the transmission. It has the structure transmitted to the path | route from the 2 output elements to the said wheel, It is characterized by the above-mentioned.

  According to an eleventh aspect of the present invention, in addition to the configuration of the tenth aspect, the transmission includes a sixth sun gear and a seventh sun gear arranged coaxially and having different numbers of teeth, and the sixth sun gear and A fifth ring gear arranged coaxially with the seventh sun gear, a fifth pinion gear meshed with the sixth sun gear, and the fifth pinion gear, the sixth ring gear, and the seventh sun gear A Ravigneaux type planetary gear mechanism comprising: a meshed sixth pinion gear; and a sixth carrier holding the fifth pinion gear and the eighth pinion gear so as to rotate and revolve. 3 is connected to the sixth ring gear so that power can be transmitted, and the power distribution device includes a third sun gear and a second rear gear arranged on the same axis. And a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear, the second carrier being the first input element, The third sun gear is the first reaction force element, the second ring gear is the first output element, and a support torque is applied from the brake to the sixth sun gear. And an eighth clutch for selectively connecting and releasing the sixth ring gear and the fifth carrier, and a ninth clutch for selectively connecting and releasing the second carrier and the fifth carrier. The seventh sun gear is the second input element, the eighth ring gear is the second output element, and the sixth sun gear is the second counter element. Power It is characterized in that is prime.

  According to a twelfth aspect of the present invention, in addition to the configuration of the tenth aspect, the transmission is engaged with the eighth sun gear and the seventh ring gear, and the eighth sun gear and the seventh ring gear arranged coaxially. And a sixth carrier that supports the seventh pinion gear so that it can rotate and revolve, and the third electric motor is connected to the sixth carrier so as to be capable of transmitting power, The power distribution device includes a third sun gear and a second ring gear arranged on the same axis, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. When A tenth clutch configured to apply a support torque from the brake to the seventh ring gear, and selectively connecting and releasing the seventh ring gear and the third sun gear; An eleventh clutch for selectively connecting and releasing the sixth carrier and the seventh ring gear is provided; the eighth sun gear is the second input element; The carrier is the second output element, and the seventh ring gear is the second reaction force element.

  According to a thirteenth aspect of the present invention, in addition to the configuration of the sixth aspect, the transmission includes a ninth sun gear and an eighth ring gear arranged on the same axis, and an eighth gear meshed with the ninth sun gear. A pinion gear; a ninth pinion gear meshed with the eighth pinion gear and the eighth ring gear; and a seventh carrier supporting the eighth pinion gear and the ninth pinion gear so as to rotate and revolve. The second electric motor is connected to the ninth sun gear, and the power distribution device includes an eleventh sun gear and a ninth ring gear arranged coaxially, and the eleventh sun gear. And a ninth carrier that supports the tenth pinion gear meshing with the ninth ring gear so as to be capable of rotating and revolving, wherein the ninth ring gear is the first input. The ninth carrier is the second output element, the eleventh sun gear is the first reaction force element, and a second transmission is provided separately from the transmission. The second transmission can rotate and revolve the eighth sun gear and the eighth ring gear arranged coaxially and the tenth pinion gear meshed with the tenth sun gear and the eighth ring gear. And an eighth carrier in the second transmission is connected to the ninth ring gear in the prime mover and the power distribution device, and the eighth carrier in the second transmission. Ten sun gears are connected to the eleventh sun gear in the power distribution device, and a ninth carrier in the power distribution device is connected to the ninth sun gear of the transmission. A twelfth clutch configured to apply a support torque from the brake to the seventh carrier, and selectively connecting and releasing the eighth ring gear and the seventh carrier; A thirteenth clutch for selectively connecting and releasing a seventh carrier and an eighth ring gear of the second transmission is provided, and the ninth sun gear is the second input element; The tenth ring gear is the second output element, and the eighth carrier is the second reaction element.

  According to the first aspect of the present invention, the torque of the prime mover is transmitted to the first input element of the power distribution device, and the reaction force is received by the first reaction force element. Torque is transmitted to the first output element. The torque output from the prime mover is transmitted to the second input element of the transmission, and the second reaction force element is stopped by the brake so that the reaction force is received by the second reaction force element. It is. Therefore, the torque of the second input element is transmitted to the wheel via the second output element, and a driving force is generated.

  Then, when the vehicle starts, the support torque applied from the brake to the second reaction force element is controlled to allow the second reaction force element to rotate while the second reaction force element causes the reaction force. Is possible. As described above, when the rotation of the second reaction force element is allowed, the rotation speed of the first output element increases before the vehicle starts, and as a result, the rotation speed of the first electric motor is made possible. Lower. For this reason, when the engine speed is increased in order to start the vehicle, the increase degree of the engine speed is less likely to be restricted by the speed of the first electric motor, and the output torque becomes high torque. The engine can be operated at the rotational speed. Therefore, it is possible to suppress the driving force shortage in the vehicle.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, the aspect of the change amount of the second output element with respect to the change amount of the second input rotational speed is different in the transmission. Three types of control modes can be selectively switched.

  According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 2, the change amount of the rotation speed of the second output element with respect to the change amount of the rotation speed of the second input element is When the least control mode is selected and the vehicle starts, the torque of the second input element is amplified and transmitted to the second output element to increase the driving force. In this way, when the torque of the prime mover is transmitted to the wheels via the second output element and the vehicle starts, when the second reaction force element that is stopped takes a reaction force while rotating, Insufficient driving force when starting the vehicle can be suppressed.

  According to the invention of claim 4, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 3, the second output element with respect to the torque input to the second input element It is possible to control the degree of amplification of the torque output from the control unit according to the required torque, and it is possible to suppress excessive or insufficient driving force.

  Furthermore, according to the fifth aspect of the invention, in addition to obtaining the same effect as that of the fourth aspect of the invention, when it is determined that the required torque is high during the rotation of the second reaction force element, the second The rotational speed of the reaction force element is reduced. Then, in the process in which the rotation speed of the second reaction element decreases, torque corresponding to the inertial force of each rotation element is transiently applied to the second output element and output from the second output element. Torque increases.

  Further, according to the invention of claim 6, it is possible to transmit the torque of the second electric motor having a power generation function to the second input element of the transmission.

  Further, according to the seventh aspect of the invention, in addition to obtaining the same effect as the sixth aspect of the invention, the clutch engagement / release state is switched, and the support torque applied to the brake is controlled to change the speed. The power transmission path from the prime mover to the wheels can be switched by two sets of planetary gear mechanisms constituting the machine. In other words, the power transmission path can be switched by two sets of planetary gear mechanisms, the number of component parts as a whole device can be reduced as much as possible, and the overall size can be reduced. In-vehicle performance is improved. Furthermore, since the transmission has a function as a transmission (reduction gear) that amplifies the output torque of the second electric motor, the output torque of the second electric motor can be made small and small.

  According to the invention of claim 8, in addition to obtaining the same effect as that of the invention of claim 6, by switching the engagement / release state of the clutch and controlling the support torque of the brake, It is possible to switch the power transmission path to reach. In other words, the transmission path of power can be switched using a transmission, the number of components as a whole device can be reduced as much as possible, and the overall size can be reduced. Will improve. Furthermore, since the transmission has a function as a transmission (reduction gear) that amplifies the output torque of the second electric motor, the output torque of the second electric motor can be made small and small.

  According to the ninth aspect of the invention, in addition to obtaining the same effect as that of the sixth aspect of the invention, the clutch is switched from the engaged state to the released state and the brake support torque is controlled, so that the motor is changed from the motor to the wheel. It is possible to switch the power transmission path to reach. In other words, the transmission path of power can be switched using a transmission, the number of components as a whole device can be reduced as much as possible, and the overall size can be reduced. Will improve. Furthermore, since the transmission has a function as a transmission (reduction gear) that amplifies the output torque of the second electric motor, the output torque of the second electric motor can be made small and small.

  According to the invention of claim 10, in addition to the same effect as that of any one of the inventions of claims 1 to 5, a third electric motor is provided. The torque of the third electric motor and the transmission The torque output from the second output element can be transmitted to the wheels together.

  According to the eleventh aspect of the invention, in addition to obtaining the same effect as the tenth aspect of the invention, the support torque applied from the brake to the sixth sun gear is controlled, and the eighth clutch and the ninth clutch are controlled. By doing so, it is possible to switch the power transmission path from the prime mover to the wheels. Therefore, the number of component parts of the entire apparatus can be reduced as much as possible, and the entire apparatus can be reduced in size, and the in-vehicle performance is improved.

  According to the twelfth aspect of the invention, in addition to obtaining the same effect as the tenth aspect of the invention, the supporting torque applied from the brake to the seventh ring gear is controlled, and the tenth clutch and the eleventh clutch are controlled. Is possible.

  According to the thirteenth aspect of the invention, it is possible to control the support torque applied from the brake to the seventh carrier, and to control the twelfth clutch and the thirteenth clutch.

  Next, the present invention will be described based on specific examples. The present invention is directed to a vehicle having a prime mover and two electric motors having a power generation function as a power source, that is, a so-called hybrid vehicle. Hereinafter, embodiments of the power train of the hybrid vehicle will be sequentially described.

  The first embodiment corresponds to the invention of claims 1 to 6 and the invention of claim 8. First, FIG. 2 is a skeleton diagram showing a configuration example of a hybrid vehicle (hereinafter referred to as a vehicle) 150. In FIG. 2, a prime mover 1 and two motor generators 2 and 3 are mounted as a power source of a vehicle 150. The prime mover 1 includes an internal combustion engine and an external combustion engine. In the first embodiment, a case where an internal combustion engine is used will be described. As the internal combustion engine, a gasoline engine, a diesel engine, a natural gas engine, or the like can be used. In this embodiment, a case where a gasoline engine is used will be described. Hereinafter, the prime mover 1 is referred to as “engine 1” for convenience. The engine (E / G) 1 has a known structure including an electronic throttle valve, a fuel injection amount control device, an ignition timing control device, and the like.

  A crankshaft (not shown) of the engine 1 is disposed so as to be rotatable about a longitudinal axis (not shown) of the vehicle 150, and a transmission shaft 12 is disposed coaxially with the crankshaft. The transmission shaft 12 and the crankshaft are connected. A power transmission path between the engine 1 and the transmission shaft 12 can be provided with a transmission device such as a clutch (not shown) such as an electromagnetic clutch, a fluid clutch, or a friction clutch. The transmission shaft 12 is connected to the power distribution device 21. As shown in FIG. 2, the power distribution device 21 includes a single pinion type planetary gear mechanism. That is, the power distribution device 21 is disposed coaxially with the transmission shaft 12 and is configured to be rotatable relative to the transmission shaft 12, the ring gear 16 disposed coaxially with the sun gear 14, and the sun gear 14. And a carrier 15 holding a pinion gear 151 meshed with the ring gear 16 so as to be capable of rotating and revolving. The carrier 15 is connected to the transmission shaft 12 so as to rotate integrally.

  The first motor / generator (MG1) 2 is connected to the sun gear 14 of the power distribution device 21. The first motor / generator 2 may be either an AC type or a DC type. Further, a synchronous type, an inductive type, or an AC commutator type can be used as the AC type. The first motor / generator 2 is configured to function as a generator and an electric motor. The rotor 5 of the first motor / generator 2 is connected to the sun gear 14, and the stator 4 is fixed to the casing 11. The first motor / generator 2 and the second motor / generator 3 are disposed in the casing 11, and the casing 11 is provided below a floor (not shown) of the vehicle 150 in a non-rotatable state.

  A hollow shaft 152 that can rotate relative to the transmission shaft 12 is disposed around the transmission shaft 12, and a second motor generator (MG 2) 3 is provided around the hollow shaft 152. . The second motor / generator (MG2) 3 is of the same type, type and function as the first motor / generator 2 described above. The rotor 7 of the second motor / generator 3 is connected so as to rotate integrally with the hollow shaft 152, and the stator 6 of the second motor / generator 3 is fixed to the casing 11. The hollow shaft 152 and the ring gear 16 are coupled so as to rotate integrally.

  Furthermore, a transmission 27 is provided inside the casing 11 and behind the second motor / generator 3 in the front-rear direction of the vehicle 150. The transmission 27 includes a sun gear 23 and a ring gear 25 arranged on the same axis, and a carrier 24 that holds a pinion gear 153 meshed with the sun gear 23 and the ring gear 25 so as to be capable of rotating and revolving. The sun gear 23 is coupled to rotate integrally with the rotor 7 of the second motor / generator 3 and the ring gear 16 of the power distribution device 21. The clutch and brake provided corresponding to the transmission 27 will be described. A brake B2 for controlling the rotation / stop of the ring gear 25 is provided. Further, a clutch C3 for selectively connecting and releasing the ring gear 25 and the output shaft 13 is provided. Further, a clutch C4 for selectively connecting and releasing the carrier 24 and the output shaft 13 is provided. Further, a clutch C5 for selectively connecting and releasing the carrier 24 and the transmission shaft 12 is provided.

  As these brakes B2 and clutches C3, C4, and C5, friction brakes and friction clutches may be used, or electromagnetic clutches and electromagnetic brakes may be used. In the first embodiment, a case where a friction brake and a friction clutch are used will be described. A hydraulic chamber (not shown) is provided for each of the brake B2 and the clutches C3, C4, and C5. Further, a hydraulic control device (not shown) is provided as an actuator having a known solenoid valve (not shown) and the like, and the hydraulic pressure in the hydraulic chamber is controlled by the hydraulic control device, so that the brake B2 and the clutch C3. The engagement pressure or torque capacity of C4 and C5 is configured to be controlled. The output shaft 13 is coupled to a differential 8, and a wheel (rear wheel) 10 is connected to the differential 8 via a drive shaft 9.

  On the other hand, a power storage device (not shown) capable of transferring power between the first motor / generator 2 and the second motor / generator 3 is provided. As the power storage device, a battery or a capacitor can be used. A fuel cell system may be provided as a device for supplying power to the first motor / generator 2 and the second motor / generator 3.

  The control system for controlling the vehicle 150 configured as described above will be described. The electronic control device 100 is provided. The electronic control device 100 indicates a signal indicating an acceleration request and a braking request for the vehicle 150, and a vehicle speed. A signal, a signal indicating the engine speed, a signal indicating the shift position, a signal indicating the charge amount of the power storage device, a signal indicating the rotation speed of the first motor / generator 2 and a signal indicating the rotation speed of the second motor / generator 3 are input. The The electronic control device 100 outputs a signal for controlling the engine output, a signal for controlling the first motor / generator 2 and the second motor / generator 3, a signal for controlling the hydraulic control device, and the like.

  Next, a specific control example of the vehicle 150 will be described. When the vehicle 150 is stopped and the engine 1 is stopped, when the engine 1 is started, the first motor / generator 2 is used as an electric motor. By driving (power running control) and rotating the first motor / generator 2 in the forward direction, when the engine 1 is cranked and fuel is injected and burned, the engine 1 rotates autonomously.

  When there is a request to generate a driving force in a direction for moving the vehicle 150 forward, for example, when a drive position is selected, a plurality of operation modes can be selectively switched as an operation mode for controlling the power train. It is. Here, the operation mode is a change or control of the connection state between the rotating elements of the planetary gear mechanism constituting the transmission 27, the stop / rotation state of the rotating elements, the power transmission path from the engine 1 to the output shaft 13, and the like. Is to do. Specifically, the operation mode can be selectively switched between a low speed mode, a medium speed mode, and a high speed mode. Each of these modes can be switched based on conditions such as vehicle speed, acceleration request (accelerator opening), fuel consumption, charge amount of the power storage device, and power transmission efficiency.

  Each operation mode also serves as a control mode of the transmission 27, and the clutches C3, C4, C5 and the brake B2 described above are controlled as shown in FIG. In FIG. 3, “on” indicates that the clutch or brake is engaged, and “off” indicates that the clutch or brake is released. The “slip” shown in the low speed mode means that the friction materials constituting the brake B2 slip, that is, the rotation of the ring gear 25 is allowed.

  Hereinafter, the control corresponding to each mode and the operation of the transmission 27 will be described. For example, when the stopped vehicle 150 travels at a low vehicle speed and the engine load is high, the low speed mode is selected. When this low speed mode is selected, the clutch C3 and the clutch C5 are released, and the clutch C4 and the brake B2 are engaged. The operation when the low speed mode is selected will be described with reference to the alignment chart of FIG. The collinear diagram of FIG. 4 shows the connection relationship between the rotating elements in the power train shown in FIG. 2 and the rotational state of the rotating elements. In the alignment chart of FIG. 4, the engine (ENG) 1 and the output shaft 13 are arranged between the ring gear 25 and the first motor / generator (MG1) 2. The engine 1 is disposed at a position closer to the first motor / generator 2 than the output shaft 13. The second motor / generator (MG2) 3, the ring gear 16 and the sun gear 23 are arranged at the same position between the engine 1 and the output shaft 13.

  First, engine torque is transmitted to the carrier 15 of the power distribution device 21 via the transmission shaft 12, and regenerative control is executed in the first motor / generator 2, and reaction force is received by the first motor / generator 2. The torque of the carrier 15 is transmitted to the ring gear 16. In this case, the first motor / generator 2 rotates in the forward direction, that is, in the same direction as the engine 1. Then, the torque transmitted to the ring gear 16 is transmitted to the sun gear 23 of the transmission 27, and the ring gear 25 stopped by the brake B2 takes charge of the reaction force, and the torque is transmitted to the output shaft 13. Further, the power generated by the first motor / generator 2 can be supplied to the second motor / generator 3 via the power storage device, and the second motor / generator 3 can be subjected to power running control. In this way, the power of the engine 1 and the power of the second motor / generator 3 are combined by the transmission 27, and the torque is transmitted to the output shaft 13. The torque of the output shaft 13 is transmitted to the wheel 10 via the differential 8 and the drive shaft 9, and a driving force is generated. At this time, the rotation speed of the output shaft 13 is zero (stop).

  Next, a request to start the vehicle 150 is generated, the engine speed and the second motor / generator 3 are increased, and the engine torque and the torque of the second motor / generator 3 are increased. The torque transmitted to increases. However, when the engine speed increases to a predetermined speed, it is not allowed to increase the engine speed any further. The reason is that when the engine speed is increased to a predetermined value or more, the speed of the first motor / generator 2 exceeds the maximum speed (allowable speed) based on the characteristics, or the pinion gear 151 and other gears This is because there is a possibility that the rotational speed difference exceeds the allowable rotational speed difference determined from the viewpoint of durability.

  As described above, if the engine speed is prohibited from being increased to a predetermined value or higher, the output torque cannot be increased due to the characteristics of the engine 1 and the driving force may be insufficient. Therefore, in the first embodiment, the braking force on the ring gear 25 is reduced by reducing the engagement force or torque capacity of the engaged brake B2. Then, as indicated by a broken line in the collinear diagram of FIG. 5, the ring gear 25 rotates in the reverse direction, and the rotation speed of the ring gear 16 increases, and in parallel with this, the rotation speed of the first motor / generator 2 decreases. FIG. 5 shows a case where the rotational speeds of the engine 1, the first motor / generator 2 and the second motor / generator 3 are substantially the same. For this reason, the increase in the engine speed is less likely to be restricted by the maximum speed of the first motor / generator 2 and the speed difference between the pinion gear 151 and other gears, and the output torque becomes high torque. The engine speed can be increased to a high speed. Therefore, the torque transmitted to the wheel 10 via the drive shaft 9 increases, and deficiency in driving force in the vehicle 150 can be suppressed.

  As described above, even when the control for allowing the reverse rotation of the ring gear 25 is performed by reducing the braking force of the brake B2, if the driving force of the vehicle 150 is still insufficient, the brake B2 is engaged. By increasing the pressure or torque capacity and increasing the braking force on the ring gear 25, the rotational speed of the ring gear 25 is reduced, and the ring gear 25 is stopped as shown by the solid line in FIG. As described above, when the control for reducing the rotational speed of the ring gear 25 rotating in the reverse direction is executed, the torque applied to the output shaft 13 increases due to the inertial force accompanying the change in the rotational speed of each rotating element. A deficiency in driving force can be reliably suppressed.

  Next, an example of a time chart corresponding to the case where the low speed mode is selected will be described with reference to FIG. Prior to time t1, the accelerator opening is zero%, the vehicle speed is zero, the engine speed is controlled to be substantially constant, and the torque capacity of the brake (or the hydraulic pressure in the hydraulic chamber) is maximum. The torque controlled to the value and transmitted to the drive shaft is substantially constant. When the accelerator opening increases at time t1, the engine speed increases and the torque transmitted to the drive shaft increases. However, since the torque capacity of the brake is controlled to the maximum value after time t1, and the engine speed is limited, the torque transmitted to the drive shaft does not increase beyond the predetermined value, and the vehicle speed is still It is zero.

  Next, when the accelerator opening is further increased at time t2, the torque capacity of the brake is reduced and slipped, and according to the principle described above, the engine speed increases to a higher speed than the speed before time t2, The torque transmitted to the drive shaft is also increasing. The vehicle speed is still zero after this time t2. When the accelerator opening further increases at time t3, the torque capacity of the brake is increased, and the rotational speed of the ring gear, which is a reaction force element, is reduced and stopped. Then, due to the inertial force accompanying the change in the rotational speed of each rotating element, the torque applied to the drive shaft increases rapidly, and the vehicle starts. When the ring gear stops, the rotational change of each rotary element ends, so that the torque transmitted to the drive shaft decreases, and thereafter, the torque transmitted to the drive shaft is the torque of the engine 1 and the first motor. It becomes substantially constant according to the torque of the generator 2 and the torque of the second motor / generator 3. In the time chart of FIG. 6, an example in which the accelerator opening increases stepwise is shown, but when the accelerator opening gradually increases, it is possible to execute the brake control as described above. is there. Further, it is also possible to execute control to engage the brake B2 when the vehicle speed is zero even after a predetermined time has elapsed from time t2 when the accelerator opening is increased to the predetermined opening. That is, even if the accelerator opening is constant, it is possible to execute control to switch the brake from slip to engagement by the timer.

In the first embodiment, a calculation example of torque transmitted to the output shaft 13 will be described. In the process of switching the slipping brake to the engaged state, the equation of motion of the planetary gear mechanism constituting the transmission 27 is expressed by the following equations (1) to (4).
IM · (d ² (θM) / dt ² ) = (TM + Teq) + (ρ / (1 + ρ)) TX (1)
IV · (d ² (θV) / dt ² ) =-TV -TX (2)
IB · (d ² (θ B) / dt ² ) = TB + (1 / (1 + ρ)) TX (3)
θV / dt = (ρ · θM / dt + θB / dt) / (1 + ρ) (4)
When the above formulas (1) to (4) are arranged, formula (5) is obtained.
{IB · IM · (1 + ρ) ² + IV · (IM + ρ ² · IB)} d ² (θV) / dt ² = (1 + ρ) {IM · TB + ρ · IB · (TM + Teg)} − (IM + ρ ² · IB) ・ TV
{(IB · IM · (1 + ρ) ² ) / (IM + ρ ² · IB) + IV} d ² (θV) / dt ² = (1 + ρ) / (IM + ρ ² · IB) {IM · TB + (ρ · IB ) (TM + Teg)}-TV (5)

In each of the above equations, Teq is the torque transmitted from the engine 1 to the hollow shaft 152, TM is the torque of the second motor / generator 3, and TV is the torque transmitted to the wheel 10. TB is a torque corresponding to the braking force of the brake B2, TX is a torque received by the carrier 24 from the ring gear 25 and the sun gear 23, and ρ is a gear ratio of the transmission 27 (a sun gear with respect to the number of teeth of the ring gear 25). 23 is the number of teeth ratio), IM is the inertia (coefficient) of the hollow shaft 152, and IV is the output shaft 13, the differential 8, the drive shaft 9, the wheels 10 and the equivalent vehicle of the carrier 24. an inertia (coefficient), IB is the inertia of the brake B2 ^{(coefficients), d 2 θ / dt 2} M is the angular acceleration of the second motor generator 3 Ri, d ² θ / dt ² V is the angular acceleration of output shaft ^{13, d 2 θ / dt 2} B is the angular acceleration of the brake B2. As represented by the above equation (5), the torque transmitted to the output shaft 13 can be obtained from the inertial force generated when the brake B2 that is slipping is engaged.

  Further, in the first embodiment, when the vehicle 150 starts, when the low speed mode is selected as the control mode of the transmission 27, the torque of the second motor / generator 3 is amplified by the transmission 27 and output shaft 13 to increase the driving force. As described above, when the vehicle 150 is started by transmitting the torque of the second motor / generator 3 to the output shaft 13, if the ring gear 25 that is stopped takes a reaction force while rotating, the vehicle 150 is started. Insufficient driving force can be suppressed. Further, it is possible to determine a required torque to be transmitted to the output shaft 13 based on a required driving force described later, and to control the degree of torque amplification in the transmission 27. More specifically, it is possible to suppress the excess or deficiency of the driving force in the vehicle 150 by executing control that increases the braking force of the brake B2 as the required torque increases. Further, when it is determined that the required torque is high during the rotation of the ring gear 25 as at time t3, the braking force of the brake B2 is further increased. Then, in the process of decreasing the rotational speed of the ring gear 25, torque according to the inertia of each rotating element is transiently applied to the output shaft 13, and the torque output from the output shaft 13 increases.

  As described above, an outline of the control executed when the low-speed mode is selected will be described using the flowchart shown in FIG. First, when the low speed mode is selected when the vehicle 150 starts (step S1), control for slipping the engaged brake is executed, and then control for engaging the brake is executed (step S2). End the control routine.

  Next, the medium speed mode will be described. This medium speed mode is selected under a medium load state, for example, a condition that the vehicle speed is equal to or higher than a predetermined value and the accelerator pedal is depressed less than the low speed mode. It is an operation mode. When the medium speed mode is selected, the clutch C4 and the brake B2 are released, and the clutches C3 and C5 are engaged. When the medium speed mode is selected, in the power distribution device 21, the first motor / generator is regeneratively controlled, and the reaction force of the engine torque is received by rotating forward or reverse. The engine torque is transmitted to the sun gear 23 of the transmission 27 via the power distribution device 21 and the hollow shaft 152, and is also transmitted to the carrier 24 of the transmission 27 via the transmission shaft 12 and the clutch C5. . Here, the second motor / generator 3 is rotated forward and regeneratively controlled, and the reaction force of the engine torque is received. The engine torque is transmitted to the ring gear 25 via the pinion gear 153. In this way, the power transmitted to the transmission 27 via the two power transmission paths, specifically, the sun gear 23 and the clutch C5, is combined by the transmission 27 and then transmitted to the output shaft 13. The

  Next, the high speed mode will be described. This high speed mode is an operation mode selected under a low load condition, for example, a condition that the vehicle speed is equal to or higher than a predetermined value and the accelerator pedal is depressed. When this high speed mode is selected, the clutches C3 and C4 are engaged, and the clutch C5 and the brake B2 are released. That is, in the transmission 27, the sun gear 23, the ring gear 25, and the carrier 24 are coupled in a state of rotating integrally. Even when this high speed mode is selected, the engine torque is input to the carrier 15 of the power distribution device 21, the first motor / generator 2 is regeneratively controlled in the forward rotation, and the first motor / generator 2 provides the reaction torque. Is in charge. It is also possible to control the second motor / generator 3 for powering and transmit the torque to the transmission 27.

  Regardless of which mode is selected, the engine speed can be controlled by controlling the rotational speed of the first motor / generator 2 in the power distribution device 21. More specifically, by the differential action of the sun gear 14, the ring gear 16 and the carrier 15, the ratio between the engine speed and the speed of the ring gear 16 can be continuously (steplessly) controlled. Then, the required driving force in the vehicle 150 is obtained from the accelerator opening, the vehicle speed, etc., the target engine output is obtained from the required driving force, the target engine speed that achieves the target engine output with optimum fuel consumption is obtained, and the actual engine speed It is possible to control the gear ratio of the power distribution device 21 so that the number approaches the target engine speed. In parallel with the control of the gear ratio of the power distribution device 21, the electronic throttle valve and the like are controlled so that the actual engine torque approaches the target engine torque.

  Further, the target output of the second motor / generator 3 is obtained according to the above-described required driving force, and the mode of the transmission 27 is selectively switched based on the target output, and the second motor / generator 3 is selected. Output is controlled. Further, when the low speed mode or the high speed mode is selected, the transmission 27 controls the rotation speed of the second motor / generator 3 to control the rotation speed of the second motor / generator 3 and the output shaft 13. The ratio with the rotational speed, that is, the gear ratio of the transmission 27 can be controlled continuously (steplessly). When the high speed mode is selected, the transmission gear ratio of the transmission 22 is “1”. In each of the above modes, the amount of change in the rotational speed of the ring gear 25 differs from the amount of change in the rotational speed of the sun gear 23 of the transmission 27. Basically, the amount of change in the rotational speed of the ring gear 25 relative to the amount of change in the rotational speed of the sun gear 23 of the transmission 27 is larger (more) in the medium speed mode than in the low speed mode, and is faster than in the medium speed mode. The mode has the characteristic of becoming larger.

  In the first embodiment, the power transmission state in the two power transmission paths from the engine 1 to the output shaft 13, specifically, the power transmission path and the control mode of the transmission 27 are switched. Since only one set of planetary gear mechanisms constituting the device 27 is required, the number of components of the entire device can be reduced as much as possible, and the overall size can be reduced, and the onboard performance is improved. Further, since the transmission 27 also has a function as a transmission (reduction gear) of the second motor / generator 3, the output torque of the second motor / generator 3 can be made small and small. Become.

  Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. Steps S1 and S2 correspond to the brake control means of the present invention. The correspondence between the configuration described in the first embodiment and the configuration of the present invention will be described. The engine 1, the first motor / generator 2, and the second motor / generator 3 correspond to the power source of the present invention. The engine 1 corresponds to the prime mover of the present invention, the first motor / generator 2 corresponds to the first electric motor of the present invention, the second motor / generator 3 corresponds to the second electric motor of the present invention, The sun gear 14, the ring gear 16 and the carrier 15 correspond to “a plurality of rotating elements of the power distribution device” in the present invention, and the sun gear 23, the ring gear 25 and the carrier 24 correspond to “a plurality of rotating elements of the transmission” in the present invention. The carrier 15 corresponds to the first input element and the second carrier in the present invention, and the ring gear 16 corresponds to the present invention. Corresponds to one of the output element and the second ring gear, the sun gear 14 corresponds to the first reaction element and the third sun gear in the present invention.

  Further, the sun gear 23 corresponds to the fourth sun gear and the second input element in the present invention, the ring gear 25 corresponds to the third ring gear and the second reaction force element in the present invention, and the carrier 24 corresponds to this It corresponds to the third carrier and the second output element in the invention. The brake B2 corresponds to the brake of the present invention. Clutch C3 corresponds to the third clutch in the present invention, clutch C4 corresponds to the fourth clutch in the present invention, and clutch C5 corresponds to the fifth clutch in the present invention. The low speed mode, the medium speed mode, and the high speed mode also serve as the transmission control mode in the present invention.

  Next, the configuration of the power train according to the second embodiment will be described with reference to FIG. The second embodiment corresponds to the first to seventh aspects of the invention. Among the configurations shown in FIG. 7, the same components as those shown in FIG. 2 are denoted by the same reference numerals as those in FIG. 2. The configuration of the transmission 22 is mainly different between the second embodiment and the first embodiment described above. The transmission 22 is constituted by two sets of planetary gear mechanisms. First, one planetary gear mechanism includes a sun gear 18 and a ring gear 19 arranged on the same axis, a pinion gear 73 meshed with the sun gear 18 and the ring gear 19, and a carrier 20 that holds the pinion gear 73 in a rotatable and revolving manner. Have. The other planetary gear mechanism has a number of teeth smaller than the number of teeth of the sun gear 18 and is arranged on the sun gear 17, which is arranged coaxially with the sun gear 18, the ring gear 19, the sun gear 17 and the pinion gear 73. It has a meshed pinion gear 72 and a carrier 20 that holds the pinion gears 72 and 73 so that they can rotate and revolve. That is, the sun gear 17 and the ring gear 19, the pinions 72 and 73, and the carrier 20 constitute a double pinion type planetary gear mechanism, and the sun gear 18 and the ring gear 19, the pinion gear 73 and the carrier 20 constitute a single pinion type planetary gear. The mechanism is configured. In this way, the transmission 22 is configured by a so-called Ravigneaux planetary gear mechanism.

  Next, a brake and a clutch corresponding to each rotating element constituting the transmission 22 will be described. A brake B1 for controlling the rotation / stop of the sun gear 17 is provided. An output shaft 13 that can rotate integrally with the ring gear 19 is provided, and a clutch C1 that selectively engages and releases the output shaft 13 and the carrier 20 is provided. Further, a clutch C <b> 2 that selectively engages / releases the carrier 20 and the transmission shaft 12 is provided. In the second embodiment, the brake B1 and the clutches C1 and C2 will be described as being configured to be the same type as in the first embodiment and controlled by the same actuator as in the first embodiment.

  Also in the second embodiment, the same components as in the first embodiment have the same functions as the first embodiment, and the same functions and effects are produced. Also in the second embodiment, the low-speed mode, the medium-speed mode, and the high-speed mode can be selectively switched as the power train operation mode. Each operation mode is switched based on the same conditions as in the first embodiment. Each operation mode also serves as a control mode of the transmission 22, and the clutches C1 and C2 and the brake B1 described above are controlled as shown in FIG. 8 corresponding to each mode. In FIG. 8, “on” indicates that the clutch or the brake is engaged, and “off” indicates that the clutch or the brake is released. The “slip” shown in the low speed mode means that the friction materials constituting the brake B1 slide, in other words, the rotation of the sun gear 17 is allowed.

  In the second embodiment, when the low speed mode is selected, the clutch C1 and the clutch C2 are released, and the brake B1 is engaged. The operation when the low speed mode is selected will be described with reference to the alignment chart of FIG. The collinear diagram of FIG. 4 shows the connection relationship between the rotating elements in the power train shown in FIG. 7 and the rotational state of each rotating element. In the alignment chart of FIG. 4, the engine (ENG) 1 and the output shaft 13 are arranged between the sun gear 17 and the first motor / generator (MG1) 2. The engine 1 is disposed at a position closer to the first motor / generator 2 than the output shaft 13. The second motor / generator (MG2) 3, the ring gear 16 and the sun gear 18 are arranged at the same position between the engine 1 and the output shaft 13.

  First, engine torque is transmitted to the carrier 15 of the power distribution device 21 via the transmission shaft 12, and regenerative control is executed in the first motor / generator 2, and reaction force is received by the first motor / generator 2. The torque of the carrier 15 is transmitted to the ring gear 16. In this case, the first motor / generator 2 rotates in the forward direction, that is, in the same direction as the engine 1. The torque transmitted to the ring gear 16 is transmitted to the sun gear 18 of the transmission 22, and the sun gear 17 stopped by the brake B <b> 1 takes charge of the reaction force, and the torque is transmitted to the output shaft 13. In addition, the electric power generated by the first motor / generator 2 is supplied to the second motor / generator 3 via a power storage device (not shown), and the second motor / generator 3 is subjected to power running control. In this way, the power of the engine 1 and the power of the second motor / generator 3 are combined by the transmission 22, and the torque is transmitted to the output shaft 13. The torque of the output shaft 13 is transmitted to the wheel 10 via the differential 8 and the drive shaft 9, and a driving force is generated. At this time, the rotation speed of the output shaft 13 is zero (stop).

  Next, a request to start the vehicle 150 is generated, the engine speed and the first motor / generator 2 are increased, and the engine torque and the second motor / generator 3 are increased. The torque transmitted to increases. However, when the engine speed increases to a predetermined speed, it is not allowed to increase the engine speed any further. The reason is that the number of rotations of the first motor / generator 2 exceeds the maximum number of rotations (allowable number of rotations) based on the characteristics, and the difference in number of rotations between the pinion gear 151 and other gears is determined from the viewpoint of durability. This is because there is a possibility of exceeding the allowable rotational speed difference.

  As described above, if the engine speed is prohibited from being increased to a predetermined value or higher, the output torque cannot be increased due to the characteristics of the engine 1 and the driving force may be insufficient. Therefore, in the second embodiment, the braking force of the engaged brake B1 is reduced. Then, as indicated by the broken line in the collinear diagram of FIG. 5, the sun gear 17 rotates in the reverse direction, and the rotation speed of the ring gear 16 increases, and in parallel with this, the rotation speed of the first motor / generator 2 decreases. For this reason, the increase in the engine speed is less likely to be restricted by the maximum speed of the first motor / generator 2 and the speed difference between the pinion gear 151 and other gears, and the output torque becomes high torque. The engine speed can be increased to a high speed. Therefore, the torque transmitted to the wheel 10 via the drive shaft 9 increases, and deficiency in driving force in the vehicle 150 can be suppressed.

  As described above, even when the control for allowing the reverse rotation of the sun gear 17 is performed by reducing the braking force of the brake B1, if the driving force of the vehicle 150 is still insufficient, the braking force of the brake B1 Is increased, the rotational speed of the sun gear 17 is decreased, and the sun gear 17 is stopped as indicated by a solid line in the alignment chart of FIG. As described above, when the control for reducing the rotational speed of the sun gear 17 rotating in reverse is executed, the torque applied to the output shaft 13 increases due to the inertial force accompanying the change in the rotational speed of each rotating element. A deficiency in driving force can be reliably suppressed.

  In the second embodiment, the control executed when the low speed mode is selected can also be explained by the flowchart shown in FIG. First, when the low speed mode is selected at the start of the vehicle 150 (step S1), control for slipping the engaged brake B1 is executed, and then the braking force of the brake B1 is increased to engage the brake B1. Control is executed (step S2), and this control routine is terminated. In the second embodiment, as an example of a time chart corresponding to the case where the low speed mode is selected, FIG. 6 described in the first embodiment is applicable.

  Next, the medium speed mode selected in the second embodiment will be described. The medium speed mode is an intermediate load state, for example, the vehicle speed is equal to or higher than a predetermined value, and the depression amount of the accelerator pedal is lower than that in the low speed mode. This is an operation mode that is selected under conditions such as few. When the medium speed mode is selected, the clutch C1 and the brake B1 are released, and the clutch C2 is engaged. When the medium speed mode is selected, in the power distribution device 21, the first motor / generator is regeneratively controlled, and the reaction force of the engine torque is received by rotating forward or reverse. The engine torque is transmitted to the sun gear 18 of the transmission 22 via the power distribution device 21 and the hollow shaft 152, and is also transmitted to the carrier 20 of the transmission 22 via the transmission shaft 12 and the clutch C2. . Here, the second motor / generator 3 is rotated forward and regeneratively controlled, and the reaction force of the engine torque is received. The engine torque is transmitted to the ring gear 19 via the pinion gear 73. In this manner, the power transmitted to the transmission 22 via the two power transmission paths, specifically, the sun gear 18 and the clutch C2, is combined by the transmission 22, and then transmitted to the output shaft 13. The

  Next, the high-speed mode selected in the second embodiment will be described. This high-speed mode is selected under a low load condition, for example, a condition that the vehicle speed is equal to or higher than a predetermined value and the amount of depression of the accelerator pedal is small. It is an operation mode. When this high speed mode is selected, the clutch C1 is engaged, and the clutch C2 and the brake B1 are released. That is, in the transmission 22, the sun gear 18, the ring gear 19, and the carrier 20 are coupled in a state of rotating integrally. Even when this high speed mode is selected, the engine torque is input to the carrier 15 of the power distribution device 21, the first motor / generator 2 is regeneratively controlled in the forward rotation, and the first motor / generator 2 provides the reaction torque. Is in charge. It is also possible to control the power running of the second motor / generator 3 and transmit the torque to the transmission 22. When the high speed mode is selected, the transmission gear ratio of the transmission 22 is “1”. Also in the second embodiment, the amount of change in the rotational speed of the ring gear 19 differs from the amount of change in the rotational speed of the sun gear 18 of the transmission 22 in each mode described above. Basically, the amount of change in the rotational speed of the ring gear 19 relative to the amount of change in the rotational speed of the sun gear 18 of the transmission 22 is larger (more) in the medium speed mode than in the low speed mode, and is higher than in the medium speed mode. The mode has the characteristic of becoming larger.

  In the second embodiment, the power transmission state in the two power transmission paths from the engine 1 to the output shaft 13, specifically, the power transmission path and the control mode of the transmission 22 are switched. Since two sets of planetary gear mechanisms constituting 22 are sufficient, the number of component parts of the entire apparatus can be reduced as much as possible, and the overall size can be reduced, and the onboard performance is improved. Further, since the transmission 22 also has a function as a transmission (reduction gear) of the second motor / generator 3, the output torque of the second motor / generator 3 can be made small and small. Become.

  Here, the correspondence between the configuration described in the second embodiment and the configuration of the present invention will be described. The sun gears 17 and 18 and the ring gear 19 correspond to “a plurality of rotational elements of the transmission” in the present invention. 18 corresponds to the second input element and the second sun gear in the present invention, the ring gear 19 corresponds to the first ring gear and the second output element in the present invention, and the sun gear 17 corresponds to the first input element in the present invention. The pinion gear 72 corresponds to the first pinion gear in the present invention, the pinion gear 73 corresponds to the second pinion gear in the present invention, and the carrier 20 corresponds to the second gear component in the present invention. The clutch C1 corresponds to the first carrier, the clutch C2 corresponds to the first carrier of the present invention, and the clutch C2 corresponds to the second carrier of the present invention. Corresponds to the latch, the brake B1 corresponds to the brake of the present invention. Further, the sun gear 17 and the ring gear 19 constituting the transmission 22, the pinion gears 72 and 73, and the carrier 20 constitute a double pinion type planetary gear mechanism. The sun gear 18 and the ring gear 19, the pinion gear 73 and the carrier 20, the single pinion type planetary gear mechanism is configured, and the two sets of planetary gear mechanisms constitute the Ravigneaux type planetary gear mechanism of the present invention. In the second embodiment, the low speed mode, the medium speed mode, and the high speed mode also serve as the transmission control mode according to the present invention.

  Next, a third embodiment of the vehicle power train capable of executing the control of the present invention will be described with reference to FIG. The third embodiment corresponds to the invention of claims 1 to 6 and the invention of claim 9. In the configuration of the vehicle 150 shown in FIG. 9, the same components as those of the vehicle 150 shown in FIG. A transmission 38 shown in FIG. 9 includes sun gears 33 and 31 and a ring gear 34 that are coaxially arranged, a carrier 36 that holds a pinion gear 35 meshed with the sun gear 33 and the ring gear 34 so as to be able to rotate and revolve. It is configured by a single pinion type planetary gear mechanism having a pinion gear 32 that is held by a carrier 36 so as to rotate and revolve, and meshed with a sun gear 31. Here, the number of teeth of the sun gear 31 is set to be larger than the number of teeth of the sun gear 33. The sun gear 31 and the rotor 7 of the second motor / generator 3 are coupled to each other by a hollow shaft 152 so as to rotate integrally.

  The clutch and brake for controlling the transmission 38 will be described. A clutch C7 for selectively connecting and releasing the sun gear 31 and the rotor 7 of the second motor / generator 3 with respect to the ring gear 34 is provided. Further, a brake B3 for controlling the rotation / stop of the ring gear 34 is provided. Further, a clutch C6 for selectively connecting and releasing the carrier 15 and the hollow shaft 152 is provided. These clutches and brakes are configured in the same manner as described in the first embodiment, and the actuators that control the clutches and brakes are also configured in the same manner as in the first embodiment. In the third embodiment, the carrier 15 and the hollow shaft 12 are rotatable relative to each other, and the hollow shaft 12 is connected so as to rotate integrally with the sun gear 33. Further, the carrier 36 is connected to the output shaft 13.

  Also in the third embodiment, the low speed mode, the medium speed mode, or the high speed mode can be selectively switched based on the conditions described in the first embodiment, and each operation mode also serves as a control mode of the transmission 38. Yes. In the third embodiment, the clutches C6 and C7 and the brake B3 described above are controlled as shown in FIG. 10 corresponding to each mode. First, when the low speed mode is selected, the brake B2 is engaged and the clutches C6 and C7 are released. When the low speed mode is selected in this way, the first motor / generator 2, the second motor / generator 3, and the engine 1 can be controlled as in the first embodiment.

  Also in the third embodiment, the control example of FIG. 1 can be executed. When the low speed mode is selected when the vehicle 150 starts (step S1), the brake B3 that is engaged is slipped and the ring gear 34 is moved. It is possible to execute control for allowing reverse rotation and then engaging the brake B3 to stop the ring gear 34 (step S2). In the third embodiment, control when the vehicle 150 is started will be described based on the alignment charts of FIGS. 11 and 12, the engine (ENG) 1 is arranged between the first motor / generator (MG1) 2 and the ring gear 34. The second motor / generator (MG2) 3 is disposed between the engine 1 and the ring gear 34, and the ring gear 16 and the sun gear 33 are disposed between the second motor / generator 3 and the engine 1. The carrier 36 and the output shaft 13 are disposed between the ring gear 34 and the second motor / generator 3.

  As shown in the collinear diagram of FIG. 11, when the vehicle 150 starts, the engine torque is transmitted to the carrier 15 of the power distribution device 21 and the first motor / generator 2 is regeneratively controlled in the forward direction. Power is taken over. Since the brake B3 is engaged, the ring gear 34 is stopped, and the output shaft 13 is stopped because the driving force is low. In this state, the ring gear 16 is also stopped, and for the same reason as described in the first embodiment, it is difficult to increase the engine speed to a predetermined value or more, and there is a possibility that the driving force is insufficient. Therefore, when the engagement force (torque capacity) of the brake B3 is reduced in step S2 and the friction material constituting the brake B3 is slipped, the ring gear 34 reversely rotates as shown by the broken line in the alignment chart of FIG. The rotation speed of the ring gear 16 increases. Then, the rotation speed of the first motor / generator 2 decreases. Therefore, for the same reason as described in the first embodiment, the driving force can be increased in the third embodiment.

  As described above, after slipping the brake B3, the engaging force (torque capacity) of the brake B3 is increased to reduce the rotational speed of the ring gear 34 in the same manner as in the first embodiment, and the solid line is shown in FIG. When the ring gear 34 is stopped as described above, the torque transmitted to the output shaft 13 is increased by the inertial force accompanying the rotation change of the rotating element, and the driving force can be increased more reliably. Also in the third embodiment, similarly to the first embodiment, the torque capacity of the brake B3 is controlled based on the required torque to be transmitted to the output shaft 13, specifically, the higher the required torque, It is possible to increase the torque capacity of the brake B3. When the low speed mode is selected, power is transmitted from the engine 1 to the transmission 38 via the sun gear 33 in one system. In the third embodiment, the time chart in FIG. 6 is applied to the time chart example when the low speed mode is selected.

  On the other hand, in the third embodiment, when the medium speed mode is selected, the clutch C6 is engaged, while the clutch C7 and the brake B3 are released. When the medium speed mode is selected, power is transmitted from the two systems via the clutch C6 and the sun gear 33 from the engine 1 to the transmission 38. In the third embodiment, when the high speed mode is selected, the clutch C7 is engaged and the clutch C6 and the brake B3 are released. That is, in the transmission 38, the sun gears 31, 33, the carrier 36, and the ring gear 34 rotate integrally. When this high speed mode is selected, power is transmitted from one system via the sun gear 33 from the engine 1 to the transmission 38.

  Also in the third embodiment, the power transmission path from the engine 1 to the wheel 10 can be switched by switching the engagement / release state of the clutch and the brake. In other words, the transmission path of power can be switched using the transmission 38, the number of component parts as a whole device can be reduced as much as possible, and the overall size can be reduced. Improve. Further, since the transmission 38 also has a function as a speed reducer that amplifies the output torque of the second motor / generator 3, the output torque of the second motor / generator 3 can be made small and small. become. Also in the third embodiment, the characteristics of the amount of change in the rotation speed of the output element with respect to the amount of change in the rotation speed of the input element of the transmission 27 in each mode are the same as those in the first embodiment.

  The correspondence between the configuration of the third embodiment and the configuration of the present invention will be described. The sun gear 33 corresponds to the fourth sun gear in the present invention, and the sun gear 31 corresponds to the fifth sun gear in the present invention. The ring gear 34 corresponds to the fourth ring gear in this invention, the pinion gear 35 corresponds to the fourth pinion gear in this invention, the carrier 36 corresponds to the fourth carrier in this invention, and the pinion gear 32 corresponds to this The invention corresponds to the fifth pinion gear in the invention, the brake B3 corresponds to the brake of the invention, the clutch C7 corresponds to the sixth clutch in the invention, and the clutch C6 corresponds to the seventh clutch in the invention. To do. The sun gears 31 and 33 correspond to the second input element in the present invention, the ring gear 34 corresponds to the second reaction force element in the present invention, and the carrier 36 serves as the second output element in the present invention. Equivalent to. Furthermore, the correspondence between the other configurations in the third embodiment and the configuration of the present invention is the same as the corresponding relationship between the configuration of the first embodiment and the configuration of the present invention.

  Next, a fourth embodiment of the vehicle power train capable of executing the control of the present invention will be described with reference to FIG. The fourth embodiment corresponds to the inventions of claims 1 to 5 and claims 10 and 11. In the configuration of FIG. 13, the same components as those of FIG. 2 are denoted by the same reference numerals as in FIG. In the fourth embodiment, a transmission 46 is provided between the power distribution device 21 and the second motor / generator 3 in the longitudinal direction of the vehicle 150. The transmission 46 is arranged on the same axis and has a different number of teeth, a sun gear 39 and a sun gear 40, a ring gear 41 arranged on the same axis as the sun gear 39 and the sun gear 40, and a pinion gear 70 meshed with the sun gear 36. And a pinion gear 71 meshed with the pinion gear 70, the ring gear 41, and the sun gear 40, and a carrier 42 that holds the pinion gears 70 and 71 so as to be capable of rotating and revolving, and a Ravigneaux type planetary gear mechanism. The sun gear 40 and the ring gear 16 are coupled so as to rotate integrally. Further, the ring gear 41 and the output shaft 13 are coupled so as to rotate integrally.

  A clutch and a brake corresponding to the transmission 46 will be described. First, a brake B4 for controlling the rotation / stop of the sun gear 39 is provided. Further, a clutch C8 for selectively connecting and releasing the ring gear 41 and the carrier 42 is provided. Further, a clutch C9 for selectively connecting and releasing the carrier 42 and the transmission shaft 12 is provided.

  Further, a transmission 47 is provided in the power transmission path from the second motor / generator 3 to the output shaft 13. The transmission 47 includes a sun gear 43 and a ring gear 45 arranged on the same axis, and a carrier 44 that supports a pinion gear 155 meshed with the sun gear 43 and the ring gear 45 so as to be capable of rotating and revolving. The ring gear 45 is fixed to the casing 11, and the carrier 44 and the output shaft 13 are connected to rotate integrally.

  Also in the fourth embodiment, the same components as in the first embodiment have the same functions as those in the first embodiment and the same functions and effects. Also in the fourth embodiment, the low-speed mode, the medium-speed mode, and the high-speed mode can be selectively switched as the power train operation mode. Each operation mode is switched based on the same conditions as in the first embodiment. Each operation mode also serves as a control mode of the transmission 46, and the clutches C8 and C9 and the brake B4 described above are controlled as shown in FIG. 14 corresponding to each mode. In FIG. 14, “on” indicates that the clutch or the brake is engaged, and “off” indicates that the clutch or the brake is released. Note that “slip” shown in the low speed mode means that the friction materials constituting the brake B4 slide, that is, the rotation of the sun gear 39 is allowed.

  In the fourth embodiment, when the low speed mode is selected, the clutch C8 and the clutch C9 are released, and the brake B4 is engaged. The operation when the low speed mode is selected will be described with reference to the alignment chart of FIG. The collinear diagram of FIG. 15 shows the connection relationship between the rotating elements in the power train shown in FIG. 13 and the rotational state of each rotating element. In the alignment chart of FIG. 15, the engine (ENG) 1 and the output shaft 13 are arranged between the sun gear 39 and the first motor / generator (MG1) 2. The engine 1 is disposed at a position closer to the first motor / generator 2 than the output shaft 13. The ring gear 16 and the sun gear 40 are arranged at the same position between the engine 1 and the output shaft 13.

  First, when the engine torque is transmitted to the sun gear 40 of the transmission 46 via the ring gear 16 of the power distribution device 21, the sun gear 39 stopped by the brake B4 takes charge of the reaction force, and the torque of the sun gear 40 is changed to the ring gear. 41. The torque of the ring gear 41 is transmitted to the wheel 10 via the output shaft 13, the differential 8, and the drive shaft 9, and a driving force is generated. At this time, the rotation speed of the output shaft 13 is zero (stop). It is also possible to control the second motor / generator 3 for powering and transmit the torque to the transmission 47. When transmitted from the sun gear 43 to the carrier 44, the rotational speed is reduced and transmitted by the transmission 47, and the torque is amplified.

  Next, a request to start the vehicle 150 is generated, and the engine speed and the first motor / generator 2 are increased as shown by a one-dot chain line in FIG. 15, and the engine torque and the second motor / generator 3 are increased. Torque increases, and the torque transmitted to the drive shaft 9 increases. However, when the engine speed increases to a predetermined speed, it is not allowed to increase the engine speed any further. The reason is the same as in the first embodiment, and there is a possibility that the driving force is insufficient as in the first embodiment. Therefore, in the fourth embodiment, the braking force of the engaged brake B4 is reduced. Then, as indicated by a broken line in the collinear diagram of FIG. 15, the sun gear 39 rotates in the reverse direction, and the rotation speed of the ring gear 16 increases, and in parallel with this, the rotation speed of the first motor / generator 2 decreases. Therefore, the torque transmitted to the wheel 10 via the drive shaft 9 is increased by the same principle as in the first embodiment, and the driving force shortage in the vehicle 150 can be suppressed.

  As described above, even when the control for allowing the reverse rotation of the sun gear 39 is performed by reducing the braking force of the brake B4, if the driving force of the vehicle 150 is still insufficient, the braking force of the brake B4 Is increased, the rotational speed of the sun gear 39 is decreased, and the sun gear 39 is stopped as indicated by a solid line in the alignment chart of FIG. As described above, when the control for reducing the rotational speed of the sun gear 39 rotating in the reverse direction is executed, the torque applied to the output shaft 13 increases due to the inertial force accompanying the change in the rotational speed of each rotating element. A deficiency in driving force can be reliably suppressed.

  In the fourth embodiment, the control executed when the low speed mode is selected can also be explained by the flowchart shown in FIG. First, when the low speed mode is selected when the vehicle 150 starts (step S1), the control for slipping the engaged brake B4 is executed, and then the control for engaging the brake B4 is executed (step S2). This control routine is terminated. Further, in the fourth embodiment, FIG. 6 described in the first embodiment is applicable as a time chart example corresponding to the case where the low speed mode is selected.

  On the other hand, when the medium speed mode is selected in the fourth embodiment, the clutch C8 and the brake B4 are released, and the clutch C9 is engaged. When the medium speed mode is selected, in the power distribution device 21, the first motor / generator is regeneratively controlled, and the reaction force of the engine torque is received by rotating forward or reverse. Further, the engine torque is transmitted to the sun gear 40 of the transmission 46 via the power distribution device 21 and is also transmitted to the carrier 42 of the transmission 46 via the transmission shaft 12 and the clutch C9. In this way, the power transmitted to the transmission 46 through the two power transmission paths, specifically, the sun gear 40 and the clutch C9 is combined by the transmission 46, and then transmitted to the output shaft 13. The

  Further, when the high speed mode is selected in the fourth embodiment, the clutch C8 is engaged, and the clutch C9 and the brake B4 are released. That is, in the transmission 46, the sun gear 40, the ring gear 41, and the carrier 42 are connected in a state of rotating integrally. That is, when the high speed mode is selected, the gear ratio of the transmission 46 is “1”. Even when this high speed mode is selected, the engine torque is input to the carrier 15 of the power distribution device 21, the first motor / generator 2 is regeneratively controlled in the forward rotation, and the first motor / generator 2 provides the reaction torque. Is in charge. Also in the fourth embodiment, the amount of change in the rotational speed of the ring gear 41 differs from the amount of change in the rotational speed of the sun gear 40 of the transmission 46 in each of the above modes. Basically, the amount of change in the rotational speed of the ring gear 41 relative to the amount of change in the rotational speed of the sun gear 40 of the transmission 46 is larger (more) in the medium speed mode than in the low speed mode, and is faster than in the medium speed mode. The mode has the characteristic of becoming larger.

  According to the fourth embodiment, it is possible to switch the power transmission path from the engine 1 to the wheel 10 by controlling the support torque applied from the brake B4 to the sun gear 39 and controlling the clutches C8 and C9. Therefore, the number of component parts of the entire apparatus can be reduced as much as possible, and the entire apparatus can be reduced in size, and the in-vehicle performance is improved.

  Here, the correspondence between the configuration described in the fourth embodiment and the configuration of the present invention will be described. The sun gears 39 and 40 and the ring gear 41 correspond to “a plurality of rotational elements of the transmission” in the present invention. 40 corresponds to the second input element and the seventh sun gear in the present invention, the ring gear 41 corresponds to the sixth ring gear and the second output element in the present invention, and the sun gear 39 corresponds to the sixth input gear in the present invention. And the pinion gear 70 corresponds to the fifth pinion gear in the present invention, the pinion gear 71 corresponds to the sixth pinion gear in the present invention, and the carrier 42 in the present invention. Corresponding to the fifth carrier, the clutch C8 corresponds to the eighth clutch of the present invention, and the clutch C9 is the ninth carrier of the present invention. Corresponds to the latch, the brake B4 is equivalent to the brake of the present invention, the transmission 46 corresponds to a transmission of the present invention, the second motor-generator 3, which corresponds to the electric motor of the present invention. Further, the sun gear 39 and the ring gear 41 constituting the transmission 46, the pinion gears 70 and 71, and the carrier 42 constitute a double pinion type planetary gear mechanism. The sun gear 40 and the ring gear 41, the pinion gear 71 and the carrier 42 constitutes a single pinion type planetary gear mechanism, and the two sets of planetary gear mechanisms constitute the Ravigneaux type planetary gear mechanism of the present invention. Also in the fourth embodiment, the low speed mode, the medium speed mode, and the high speed mode also serve as the transmission control mode in the present invention.

  Next, a fifth embodiment of a vehicle power train capable of executing the control of the present invention will be described with reference to FIG. The fifth embodiment is an embodiment corresponding to the inventions of claims 1 to 5 and claims 10 and 12. In the configuration of FIG. 15, the same components as those of FIG. 2 are denoted by the same reference numerals as those of FIG. In FIG. 16, the configurations of the second motor / generator 3 and the transmission 47, the connection relationship between the second motor / generator 3 and the transmission 47, and the connection relationship between the transmission 47 and the output shaft 13 are shown in FIG. The configuration is the same as in FIG.

  Furthermore, a transmission 55 is provided between the power distribution device 21 and the second motor / generator 3 in the front-rear direction of the vehicle 150. The transmission 55 includes a sun gear 52 and a ring gear 54 that are arranged on the same axis, and a carrier 53 that supports a pinion gear 156 meshed with the sun gear 52 and the ring gear 54 so as to be capable of rotating and revolving. The carrier 53 is coupled to rotate integrally with the output shaft 13. Further, the sun gear 52 of the transmission 55 and the ring gear 16 of the power distribution device 21 are coupled so as to rotate integrally. The clutch and brake provided corresponding to the transmission 55 will be described. First, a brake B5 for controlling the rotation / stop of the ring gear 54 is provided. Further, a clutch C10 for selectively connecting / disconnecting the ring gear 54 and the sun gear 14 and a clutch C11 for selectively connecting / disconnecting the ring gear 54 and the carrier 53 are provided. The fifth embodiment exemplifies a case where a friction brake is provided as the brake B5 and a friction clutch is provided as the clutches C10 and C11. A hydraulic control device (not shown) is provided as an actuator for controlling the engagement pressure of the brake B5 and the clutches C10 and C11.

  Also in the fifth embodiment, the same components as in the first embodiment have the same functions as the first embodiment, and the same functions and effects are produced. Also in the fifth embodiment, the same functions as in the fourth embodiment are produced for the same components as in the fourth embodiment, and the same functions and effects are produced. Also in the fifth embodiment, the low-speed mode, the medium-speed mode, and the high-speed mode can be selectively switched as the power train operation mode. Each operation mode is switched based on the same conditions as in the first embodiment. Each operation mode also serves as a control mode of the transmission 55, and the clutches C10 and C11 and the brake B5 described above are controlled as shown in FIG. 17 corresponding to each mode. In FIG. 17, “on” indicates that the clutch or brake is engaged, and “off” indicates that the clutch or brake is released. The “slip” shown in the low speed mode means that the friction materials constituting the brake B5 slip, that is, the rotation of the ring gear 54 is allowed.

  In the fifth embodiment, when the low speed mode is selected, the clutch C10 and the clutch C11 are released and the brake B5 is engaged. The operation when the low speed mode is selected will be described with reference to the alignment chart of FIG. The collinear diagram of FIG. 18 shows the connection relationship between the rotating elements in the power train shown in FIG. 16 and the rotational state of the rotating elements. In the alignment chart of FIG. 18, the engine (ENG) 1 and the output shaft 13 are arranged between the ring gear 54 and the first motor / generator (MG1) 2. The engine 1 is disposed at a position closer to the first motor / generator 2 than the output shaft 13. The ring gear 16 and the sun gear 52 are disposed at the same position between the engine 1 and the output shaft 13.

  First, when the engine torque is transmitted to the sun gear 52 of the transmission 55 via the ring gear 16 of the power distribution device 21, the ring gear 54 stopped by the brake B5 takes charge of the reaction force, and the torque of the sun gear 52 is It is transmitted to the wheel 10 via the carrier 53 and the output shaft 13, and a driving force is generated. At this time, the rotation speed of the output shaft 13 is zero (stop). It is also possible to control the second motor / generator 3 for powering and transmit the torque to the transmission 47. When transmitted from the sun gear 43 to the carrier 44, the rotational speed is reduced and transmitted by the transmission 47, and the torque is amplified.

  Next, a request to start the vehicle 150 is generated, and as shown by a one-dot chain line in FIG. 18, the engine speed and the first motor / generator 2 are increased, and the engine torque and the second motor / generator 3 are increased. Torque increases, and the torque transmitted to the drive shaft 9 increases. However, when the engine speed increases to a predetermined speed, it is not allowed to increase the engine speed any further. The reason is the same as in the first embodiment, and there is a possibility that the driving force is insufficient as in the first embodiment. Therefore, in the fifth embodiment, the braking force of the brake B5 that is engaged is reduced. Then, as indicated by a broken line in the collinear diagram of FIG. 18, the ring gear 54 rotates in the reverse direction, and the rotation speed of the ring gear 16 increases, and in parallel with this, the rotation speed of the first motor / generator 2 decreases. Therefore, the torque transmitted to the wheel 10 via the drive shaft 9 is increased by the same principle as in the first embodiment, and the driving force shortage in the vehicle 150 can be suppressed.

  As described above, even when the control for allowing the reverse rotation of the ring gear 54 is performed by reducing the braking force of the brake B5, if the driving force of the vehicle 150 is still insufficient, the braking force of the brake B5 Is increased, the rotational speed of the ring gear 54 is decreased, and the ring gear 54 is stopped as indicated by a solid line in the alignment chart of FIG. As described above, when the control for reducing the rotational speed of the ring gear 54 rotating in reverse is executed, the torque applied to the output shaft 13 increases due to the inertial force accompanying the change in the rotational speed of each rotating element. A deficiency in driving force can be reliably suppressed.

  In the fifth embodiment, the control executed when the low speed mode is selected can also be explained by the flowchart shown in FIG. First, when the low speed mode is selected when the vehicle 150 starts (step S1), control for slipping the brake B5 that is engaged is executed, and then control for engaging the brake B5 is executed (step S2). This control routine is terminated. In the fifth embodiment, as an example of a time chart corresponding to the case where the low speed mode is selected, FIG. 6 described in the first embodiment is applicable.

  On the other hand, when the medium speed mode is selected in the fifth embodiment, the clutch C11 and the brake B5 are released, and the clutch C10 is engaged. When the medium speed mode is selected, in the power distribution device 21, the first motor / generator is regeneratively controlled, and the reaction force of the engine torque is received by rotating forward or reverse. The engine torque is transmitted to the sun gear 52 of the transmission 55 via the power distribution device 21. As described above, since the clutch 10 is engaged, the torque of the first motor / generator 2 is transmitted to the ring gear 54, and the reaction force is received by the ring gear 54. In this way, the torque of the sun gear 52 is transmitted to the carrier 54. Here, the rotation speed ratio between the sun gear 52 and the carrier 53, that is, the gear ratio, can be controlled steplessly according to the rotation speed of the first motor / generator 2.

  Furthermore, when the high speed mode is selected in the fifth embodiment, the clutch C11 is engaged, and the clutch C10 and the brake B5 are released. That is, in the transmission 55, the sun gear 52, the ring gear 54, and the carrier 53 are connected in a state of rotating integrally. That is, when the high speed mode is selected, the transmission gear ratio of the transmission 55 is “1”. Even when this high speed mode is selected, the engine torque is input to the carrier 15 of the power distribution device 21, the first motor / generator 2 is regeneratively controlled in the forward rotation, and the first motor / generator 2 provides the reaction torque. Is in charge. Also in the fifth embodiment, the amount of change in the rotational speed of the carrier 53 differs from the amount of change in the rotational speed of the sun gear 52 of the transmission 55 in each of the above modes. Basically, the change amount of the rotation speed of the carrier 53 with respect to the change amount of the rotation speed of the sun gear 52 of the transmission 55 is larger (more) in the medium speed mode than in the low speed mode, and is higher than in the medium speed mode. The mode has the characteristic of becoming larger.

  Here, the correspondence between the configuration described in the fifth embodiment and the configuration of the present invention will be described. The sun gear 52, the ring gear 54, and the carrier 53 correspond to “a plurality of rotational elements of the transmission” in the present invention. The sun gear 52 corresponds to the second input element and the eighth sun gear in the present invention, the ring gear 54 corresponds to the seventh ring gear and the second reaction force element in the present invention, and the carrier 53 in the present invention. It corresponds to the second output element and the sixth carrier. The clutch C10 corresponds to the tenth clutch of the present invention, the clutch C11 corresponds to the eleventh clutch of the present invention, the brake B5 corresponds to the brake of the present invention, and the transmission 55 It corresponds to the transmission of the invention, and the second motor / generator 3 corresponds to the electric motor of the invention. In the fifth embodiment, the low speed mode, the medium speed mode, and the high speed mode also serve as the control mode of the transmission 55 according to the present invention.

  Next, a sixth embodiment of the vehicle power train capable of executing the control of the present invention will be described with reference to FIG. The sixth embodiment corresponds to the first to sixth aspects of the invention and the thirteenth aspect of the invention. In the configuration of FIG. 16, the same components as those of FIG. 2 are denoted by the same reference numerals as those of FIG. Further, in FIG. 16, a transmission 121 is provided. This transmission 121 has a sun gear 114 and a ring gear 116 arranged on the same axis, and a carrier 115 that holds a pinion gear 151 meshed with the sun gear 114 and the ring gear 116 so as to be capable of rotating and revolving. A power distribution device 59 is provided between the second motor / generator 2 and the transmission 121 in the front-rear direction of the vehicle 150. The power distribution device 59 has a sun gear 56 and a ring gear 58 arranged on the same axis, and a carrier 57 that holds a pinion gear 157 meshed with the sun gear 56 and the ring gear 58 so as to be able to rotate and revolve. The carrier 115 is connected to the transmission shaft 12 and the ring gear 58. Sun gears 56 and 114 are connected to the rotor 5 of the first motor / generator 2.

  Further, a transmission 69 is provided between the second motor / generator 3 and the differential 8 in the longitudinal direction of the vehicle 150. The transmission 69 rotates and revolves a sun gear 64 and a ring gear 68 arranged on the same axis, a pinion gear 65 meshed with the sun gear 64, a pinion gear 67 meshed with the pinion gear 65 and the ring gear 68, and the pinion gears 65, 67. A carrier 66 supported in a possible manner. The rotor 7 of the second motor / generator 3 is coupled to rotate together with the sun gear 64 and the carrier 57. Further, the ring gear 68 and the output shaft 13 are coupled so as to rotate integrally.

  Further, the clutch and brake provided corresponding to the transmission 69 will be described. First, a clutch C12 for selectively connecting and releasing the ring gear 68 and the carrier 66 is provided. Further, a clutch C13 for selectively connecting and releasing the carrier 66 and the ring gear 116 is provided. Furthermore, a brake B6 for controlling the rotation / stop of the carrier 66 is provided.

  Also in the sixth embodiment, the same components as in the first embodiment have the same functions as those in the first embodiment and the same functions and effects. Also in the sixth embodiment, the low-speed mode, the medium-speed mode, and the high-speed mode can be selectively switched as the power train operation mode. Each operation mode is switched based on the same conditions as in the first embodiment. Each operation mode also serves as a control mode of the transmission 69, and the clutches C12 and C13 and the brake B6 described above are controlled as shown in FIG. 20 corresponding to each mode. In FIG. 20, “on” indicates that the clutch or the brake is engaged, and “off” indicates that the clutch or the brake is released. The “slip” shown in the low speed mode means that the friction materials constituting the brake B6 slip, that is, the rotation of the carrier 66 is allowed.

  In the sixth embodiment, when the low speed mode is selected, the clutch C12 and the clutch C13 are released, and the brake B6 is engaged. The operation when the low speed mode is selected will be described with reference to the alignment chart of FIG. The collinear diagram of FIG. 21 shows the connection relationship between the rotating elements in the power train shown in FIG. 7 and the rotational state of each rotating element. In the alignment chart of FIG. 21, the engine (ENG) 1 and the carrier 57 are disposed between the ring gear 116 and the first motor / generator (MG1) 2. The carrier 57 is disposed at a position closer to the first motor / generator 2 than the engine 1. On the other hand, the ring gear 68 and the output shaft 13 are arranged between the second motor / generator (MG2) 3 and the carrier 66.

  First, the engine torque is transmitted to the ring gear 58 of the power distribution device 57 via the carrier 115, and the first motor / generator 2 rotates in reverse to perform regeneration control. The force is received and the torque of the ring gear 58 is transmitted to the carrier 57. Then, the torque transmitted to the carrier 57 is transmitted to the sun gear 64 of the transmission 69, and the carrier 66 stopped by the brake B6 takes on the reaction force, and the torque is transmitted to the output shaft 13. It is also possible to transmit the torque to the sun gear 64 by controlling the power of the second motor / generator 3. In this way, the power of the engine 1 and the power of the second motor / generator 3 are combined by the transmission 69, and the torque is transmitted to the output shaft 13. The torque of the output shaft 13 is transmitted to the wheel 10 via the differential 8 and the drive shaft 9, and a driving force is generated. At this time, the rotation speed of the output shaft 13 is zero (stop).

  Next, a request to start the vehicle 150 is generated to increase the engine speed and the first motor / generator 2, but it is not permitted to increase the engine speed beyond a predetermined speed. The reason is that the number of rotations of the first motor / generator 2 exceeds the maximum number of rotations (allowable number of rotations) based on the characteristics, or the difference in number of rotations between the pinion gear 157 and other gears is determined from the viewpoint of durability. This is because there is a possibility of exceeding the allowable rotational speed difference.

  As described above, if the engine speed is prohibited from being increased to a predetermined value or higher, the output torque cannot be increased due to the characteristics of the engine 1 and the driving force may be insufficient. Therefore, in the sixth embodiment, the braking force of the engaged brake B6 is reduced. Then, as indicated by a broken line in the collinear diagram of FIG. 21, the carrier 66 rotates in the reverse direction, and the rotational speed of the sun gear 64 increases, and in parallel with this, the rotational speed of the first motor / generator 2 decreases. For this reason, the engine speed is less likely to be restricted by the maximum speed of the first motor / generator 2 and the speed difference between the pinion gear 157 and other gears, so that the output torque is high. Until the engine speed can be increased. Therefore, the torque transmitted to the wheel 10 via the drive shaft 9 increases, and deficiency in driving force in the vehicle 150 can be suppressed.

  As described above, even when the control for allowing the reverse rotation of the carrier 66 is performed by reducing the braking force of the brake B6, if the driving force of the vehicle 150 is still insufficient, the braking force of the brake B6 Is increased, the rotational speed of the carrier 66 is decreased, and the carrier 66 is stopped as indicated by a solid line in the alignment chart of FIG. As described above, when the control for reducing the rotation speed of the carrier 66 that is rotating in reverse is executed, the torque applied to the output shaft 13 increases due to the inertial force accompanying the change in the rotation speed of each rotation element. A deficiency in driving force can be reliably suppressed.

  In the sixth embodiment, the control executed when the low speed mode is selected can also be described with reference to the flowchart shown in FIG. First, when the low speed mode is selected at the start of the vehicle 150 (step S1), control for slipping the engaged brake B6 is executed, and then the braking force of the brake B6 is increased to engage the brake B6. Control is executed (step S2), and this control routine is terminated. In the sixth embodiment, as an example of a time chart corresponding to the case where the low speed mode is selected, FIG. 6 described in the first embodiment is applicable. In this low speed mode, the gear ratio of the transmission 69 is controlled steplessly in accordance with the rotational speed of the carrier 57. The rotation speed of the carrier 57 is steplessly controlled according to the rotation speed of the first motor / generator 2 and the engine rotation speed.

  Next, when the medium speed mode is selected in the sixth embodiment, the clutch C12 and the brake B6 are released, and the clutch C13 is engaged. When the medium speed mode is selected, the torque of the ring gear 116 is transmitted to the carrier 66 of the transmission 69 via the clutch C13. Thus, the power transmitted to the sun gear 64 via the carrier 57 and the power transmitted to the carrier 66 via the clutch C13 are combined and transmitted to the output shaft 13. In this medium speed mode, the gear ratio in the transmission 69 is controlled steplessly according to the rotational speed of the carrier 66. The rotation speed of the carrier 66 is a value corresponding to the transmission ratio of the transmission 121. The transmission ratio of the transmission 121 is controlled steplessly based on the rotation speed of the first motor / generator 2 and the engine rotation speed.

  Next, when the high speed mode is selected in the sixth embodiment, the clutch C12 is engaged, and the clutch C13 and the brake B6 are released. That is, in the transmission 69, the sun gear 64, the ring gear 68, and the carrier 66 are connected in a state of rotating integrally. Also in the sixth embodiment, the amount of change in the rotational speed of the ring gear 68 differs from the amount of change in the rotational speed of the sun gear 64 of the transmission 69 in each of the above modes. Basically, the amount of change in the rotational speed of the ring gear 68 relative to the amount of change in the rotational speed of the sun gear 64 of the transmission 69 is larger (more) in the medium speed mode than in the low speed mode, and is faster than in the medium speed mode. The mode has the characteristic of becoming larger.

  In the sixth embodiment, the power transmission state in the two power transmission paths from the engine 1 to the output shaft 13, specifically, the power transmission path and the control mode of the transmission 69 are switched. Since the double pinion type planetary gear mechanism constituting 69 is sufficient, the number of component parts of the entire device can be reduced as much as possible, and the overall size can be reduced, and the onboard performance is improved. Further, since the transmission 69 also has a function as a transmission (reduction gear) of the second motor / generator 3, it is possible to make the output torque of the second motor / generator 3 small and small. Become.

  Here, the correspondence between the configuration described in the sixth embodiment and the configuration of the present invention will be described. The transmission 69 corresponds to the transmission of the present invention, and the sun gear 64, the ring gear 68, and the carrier 66 are the present invention. The power distribution device 59 corresponds to the power distribution device of the present invention, and the ring gear 58 corresponds to the first input element and the ninth ring gear of the present invention. The sun gear 56 corresponds to the first reaction element and the eleventh sun gear in the present invention, the carrier 57 corresponds to the first output element and the ninth carrier in the present invention, and the pinion gear 157 corresponds to the present invention. This corresponds to the tenth pinion gear. The sun gear 64 corresponds to the second input element and the ninth sun gear in the present invention, the carrier 66 corresponds to the seventh carrier and the second reaction force element in the present invention, and the ring gear 68 corresponds to this. The pinion gear 65 corresponds to the eighth pinion gear in the present invention, and the pinion gear 67 corresponds to the ninth pinion gear in the present invention. The transmission 121 corresponds to the second transmission, the sun gear 114 corresponds to the tenth sun gear, the ring gear 116 corresponds to the eighth ring gear, the carrier 115 corresponds to the eighth carrier, and the pinion gear 151. Corresponds to the tenth pinion gear of the present invention. The clutch C12 corresponds to the twelfth clutch of the present invention, the clutch C13 corresponds to the thirteenth clutch of the present invention, and the brake B6 corresponds to the brake of the present invention. In the sixth embodiment, the low speed mode, the medium speed mode, and the high speed mode also serve as the transmission control mode according to the present invention.

  Next, another configuration example of the power distribution device that can be used in the drive device shown in FIGS. 2, 7, and 19 will be described with reference to FIG. The seventh embodiment is an embodiment corresponding to the first, third, fourth, fifth and sixth aspects of the invention. In FIG. 22, the power distribution device 160 includes two sets of single pinion type planetary gear mechanisms 161 and 162. First, one planetary gear mechanism 161 has a sun gear 163 and a ring gear 164 arranged on the same axis, and a carrier 166 that supports a pinion gear 165 meshed with the sun gear 163 and the ring gear 164 so as to rotate and revolve. . The other planetary gear mechanism 162 includes a sun gear 167 and a ring gear 168 arranged on the same axis, and a carrier 170 that supports a pinion gear 169 engaged with the sun gear 167 and the ring gear 168 so as to be capable of rotating and revolving. The engine torque is configured to be transmitted to the ring gear 164, and the carrier 166 and the carrier 170 are coupled to the transmission shaft 171 so as to rotate integrally, and the sun gear 163 and the ring gear 168 are coupled so as to rotate integrally. The sun gear 167 is connected to the hollow shaft 172 so as to rotate integrally therewith. A transmission shaft 171 is disposed in the hollow shaft 172, and the hollow shaft 172 and the transmission shaft 171 are configured to be relatively rotatable. Further, a transmission 173 is provided, and the transmission 173 has a plurality of rotating elements (not shown) capable of differential rotation. The hollow shaft 172 is connected to the input element of the transmission 173, and the transmission shaft 171 is connected to the output element of the transmission 173 via a clutch (not shown). Further, a brake (not shown) for controlling rotation / stop of the transmission 173 is provided. The rotor 5 of the first motor / generator is connected to the ring gear 168 and the sun gear 163, and the rotor 7 of the second motor / generator 3 is connected to the hollow shaft 172.

  In the above configuration, when the vehicle 150 starts, it is possible to execute control for releasing the clutch of the transmission 173 and engaging the brake. The engine torque is input to the ring gear 164 of the planetary gear mechanism 164 in the power distribution device 160 and the reaction force is received by the first motor / generator 2 to output torque from the carrier 166. This torque is transmitted to the carrier 170 of the planetary gear mechanism 162 and output from the sun gear 167 of the planetary gear mechanism 162. The torque of the hollow shaft 172 is transmitted to the input element of the transmission 173, the reaction force is received by the reaction force element stopped by the brake, and the torque is transmitted to the wheels via the output element. In the seventh embodiment, as in the first to sixth embodiments, when the output element of the transmission 173 is stopped, the braking force of the brake is reduced to allow the reaction element to reversely rotate. Since the rotational speed of the hollow shaft 172 increases, the increase in the rotational speed of the first motor / generator 2 can be suppressed and the engine rotational speed can be increased. Further, when the output element of the transmission 173 is stopped, the principle described in the first embodiment is executed by executing the control for increasing the braking force of the brake to decrease the rotation speed of the reaction force element and stopping it. As a result, the torque transmitted to the output element increases. Thus, also in Example 7, the control example of FIG. 1 can be executed. Thus, also in Example 7, the same effect as Example 1 can be obtained.

  The correspondence relationship between the configuration described in the seventh embodiment and the configuration of the present invention will be described. The power distribution device 160 corresponds to the power distribution device of the present invention. 166 and carrier 170 correspond to “a plurality of rotating elements of the power distribution device” in the present invention, sun gear 164 corresponds to a first input element of the present invention, and sun gear 163 serves as a reaction force element of the present invention. The carriers 166 and 170 and the sun gear 167 correspond to the output elements of the present invention.

  In the present invention, the input element, the reaction force element, and the output element are connected by a structure in which these elements are directly connected to each other, and these elements are connected through another gear or the like. And configuration. In the present invention, when the rotating elements are connected to each other, the number of rotating elements capable of differential rotation constituting the power distribution device is not limited to three and may include four or more rotating elements. Further, the transmission is not limited to three rotating elements capable of differential rotation, and may include four or more rotating elements. Further, in the first to seventh embodiments, the support torque applied from the brake to the reaction force element is controlled based on the braking force, the engagement force, the engagement pressure, or the hydraulic pressure in the hydraulic chamber of each brake. When an electromagnetic brake is used as the brake, the support torque to be applied to the reaction force element is determined according to the electromagnetic force. Also, a motor / generator can be used as a brake for applying a support torque to the reaction force element. In this case, it is possible to give a support torque to the reaction element by power generation braking or regenerative braking of the motor / generator. In the first to sixth embodiments, rotation axes such as the transmission shaft 12, the hollow shaft 152, and the output shaft 13 are arranged in the front-rear direction of the vehicle 150. In other words, in the first to sixth embodiments, the engine torque is transmitted to the rear wheels, which is a so-called front engine / rear drive type power train. The present invention can also be applied to a vehicle arranged in the width direction. That is, the present invention can also be applied to a so-called front engine / front drive type vehicle configured to transmit the power of the engine and the motor / generator to the front wheels. The present invention can be applied not only to a two-wheel drive vehicle but also to a four-wheel drive vehicle. In each embodiment, each rotating element may be a solid shaft, a hollow shaft, a rotating member, a connecting drum, a gear, or the like.

It is a flowchart which shows the example of control in this invention. FIG. 2 is a skeleton diagram schematically illustrating a first embodiment of a drive device capable of executing the control example illustrated in FIG. 1. FIG. 3 is a chart showing control of each clutch and brake controlled corresponding to a low speed mode, a medium speed mode, and a high speed mode selected by the drive device of FIG. 2. FIG. 3 is a collinear diagram illustrating a state of each rotating element when a low speed mode is selected in the drive device of FIG. 2. FIG. 3 is a collinear diagram illustrating a state of each rotating element when a low speed mode is selected in the drive device of FIG. 2. It is a figure which shows an example of the time chart corresponding to the example of control of FIG. FIG. 6 is a skeleton diagram schematically showing a second embodiment of the drive device capable of executing the control example shown in FIG. 1. FIG. 8 is a chart showing control of each clutch and brake controlled corresponding to a low speed mode, a medium speed mode, and a high speed mode selected by the drive device of FIG. 7. FIG. 8 is a skeleton diagram schematically showing a third embodiment of the drive device that can execute the control example shown in FIG. 1. FIG. 9 is a chart showing control of each clutch and brake controlled corresponding to a low speed mode, a medium speed mode, and a high speed mode selected by the drive device of FIG. 8. FIG. 10 is a collinear diagram illustrating a state of each rotating element when the low speed mode is selected in the driving device of FIG. 9. FIG. 10 is a collinear diagram illustrating a state of each rotating element when the low speed mode is selected in the driving device of FIG. 9. FIG. 8 is a skeleton diagram schematically showing a fourth embodiment of the drive device that can execute the control example shown in FIG. 1. FIG. 14 is a chart showing control of each clutch and brake controlled corresponding to a low speed mode, a medium speed mode, and a high speed mode selected by the drive device of FIG. 13. FIG. 14 is a collinear diagram showing a state of each rotating element when the low speed mode is selected in the driving device of FIG. 13. FIG. 10 is a skeleton diagram schematically showing a fifth embodiment of the drive device capable of executing the control example shown in FIG. 1. FIG. 17 is a chart showing control of each clutch and brake controlled corresponding to a low speed mode, a medium speed mode, and a high speed mode selected by the drive device of FIG. 16. FIG. 16 is a collinear diagram illustrating a state of each rotating element when the low speed mode is selected in the drive device of FIG. 15. FIG. 10 is a skeleton diagram schematically showing a sixth embodiment of the drive apparatus that can execute the control example shown in FIG. 1. FIG. 20 is a chart showing control of each clutch and brake controlled corresponding to a low speed mode, a medium speed mode, and a high speed mode selected by the drive device of FIG. 19. FIG. 20 is a collinear diagram illustrating a state of each rotating element when the low speed mode is selected in the drive device of FIG. 19. It is a skeleton figure which shows the other structural example of the power distribution device which can be used for the drive device of this invention. In the conventional drive device, it is an alignment chart which shows the state of each rotation element.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... 1st motor generator, 3 ... 2nd motor generator, 14, 17, 18, 23, 31, 33, 39, 40, 52, 56, 64, 114, 163, 167 ... Sun gear, 15, 20, 24, 36, 42, 53, 57, 67, 115, 166, 170 ... carrier, 16, 25, 34, 41, 54, 58, 68, 116, 164, 168 ... ring gear, 21, 59, 160 ... power distribution device, 22, 27, 38, 46, 55, 69, 121, 173 ... transmission, 32, 34, 65, 67, 72, 73, 70, 71, 151, 156, 157 ... pinion gear, 150 ... Vehicle, B1, B2, B3, B4, B5, B6 ... Brake, C1, C2, C3, C4, C5, C6, C7, C8, C9, C10, C11, C12, 13 ... clutch.

Claims (13)

A prime mover provided as a power source for a vehicle and a first electric motor having a power generation function, a power distribution device having a plurality of rotation elements capable of differential rotation, and a transmission having a plurality of rotation elements capable of differential rotation The plurality of rotating elements constituting the power distribution device transmit the torque of the first input element, the first output element, and the first input element to the first output element. A first reaction force element responsible for reaction force, and a plurality of rotation elements constituting the transmission include a second input element, a second output element, and the second input element. A second reaction force element responsible for reaction force when transmitting the torque to the second output element, the first input element is connected to the prime mover, and the first electric motor is Connected to the first reaction force element and the second input An element is connected to the first output element, the second output element is connected to a wheel, and a brake for providing a support torque is provided for taking a reaction force on the second reaction element. In the hybrid drive unit
A brake that controls a support torque applied from the brake to the second reaction force element so that when the vehicle starts, the stopped second reaction force element rotates and takes on the reaction force. A hybrid drive apparatus comprising control means.   The transmission is configured to be capable of selectively switching between three types of control modes having different aspects of the change amount of the second output element with respect to the change amount of the second input rotation speed. The hybrid drive device according to claim 1.   The brake control means selects a control mode in which the amount of change in the rotational speed of the second output element relative to the amount of change in the rotational speed of the second input element is the smallest among the three types of control modes, And a means for controlling the support torque so that when the vehicle starts, the second reaction force element that is stopped takes on the reaction force while rotating. 2. The hybrid drive device according to 2.   4. The brake control means according to claim 1, further comprising means for determining a required torque output from the second output element and controlling the support torque in accordance with the required torque. The hybrid drive device according to claim 1.   The brake control means includes means for increasing the support torque and reducing the rotational speed of the second reaction force element when it is determined that the required torque is high during the rotation of the second reaction force element. The hybrid drive device according to claim 4, comprising:   2. A second electric motor having a power generation function is provided, and the torque of the second electric motor is transmitted to a second input element of the transmission. 6. The hybrid drive device according to any one of 5 to 5. A first sun gear and a second sun gear arranged on the same axis and having different number of teeth; and a first ring gear arranged on the same axis as the first sun gear and the second sun gear. The first pinion gear meshed with the first sun gear, the first pinion gear and the first ring gear and the second pinion gear meshed with the second sun gear, the first pinion gear and the first pinion gear And a first carrier that holds the second pinion gear so as to be capable of rotating and revolving, and the second electric motor is coupled to the second sun gear,
The power distribution device includes a third sun gear and a second ring gear arranged on the same axis, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. ,
A first clutch for selectively connecting / releasing the first ring gear and the first carrier is configured such that a support torque is applied to the first sun gear from the brake, and the first clutch And a second clutch for selectively connecting and releasing the first input element and the first carrier, the second sun gear is the second input element, and the first ring gear is provided. 7 is the second output element, and the first sun gear is the second reaction force element. The transmission includes a fourth sun gear and a third ring gear arranged on the same axis, and a third pinion gear meshed with the fourth sun gear and the third ring gear so as to rotate and revolve. A single-pinion type planetary gear mechanism having a carrier, and the second electric motor is connected to the third sun gear,
The power distribution device includes a third sun gear and a second ring gear arranged on the same axis, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. ,
A third clutch configured to selectively apply and release the third ring gear and the wheel; and a third carrier and the wheel configured to apply a support torque from the brake to the third ring gear. And a fourth clutch for selectively connecting the third carrier and the second carrier in the power distribution device are provided. 3. The third sun gear is the second input element, the third ring gear is the second reaction element, and the third carrier is the second output element. 6. The hybrid drive device according to 6. The transmission can rotate and revolve a fourth sun gear, a fifth sun gear, and a fourth ring gear that are arranged on the same axis, and a fourth pinion gear meshed with the fourth sun gear and the fourth ring gear. A single pinion type planetary gear mechanism having a fourth carrier held by the fourth carrier and a fifth pinion gear held by the fourth carrier so as to rotate and revolve, and meshed with the fifth sun gear. The second electric motor is connected to the fifth sun gear,
The power distribution device includes a third sun gear and a second ring gear arranged on the same axis, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. ,
A support torque is applied to the fourth ring gear from the brake, and a sixth sun gear and the second electric motor are selectively connected to and released from the fourth ring gear. A clutch, and a seventh clutch for selectively connecting and releasing the fifth sun gear and the second electric motor to and from the second carrier are provided; 5. The sun gear 5 is the second input element, the fourth ring gear is the second reaction force element, and the fourth carrier is the second output element. 6. The hybrid drive device according to 6.   A third electric motor having a power generation function is provided, and the torque of the third electric motor is transmitted to a path from the second output element of the transmission to the wheel. The hybrid drive device according to claim 1, wherein: A sixth sun gear and a seventh sun gear that are arranged coaxially and have different numbers of teeth, and a fifth ring gear that is arranged coaxially with the sixth sun gear and the seventh sun gear. A fifth pinion gear meshed with the sixth sun gear, a sixth pinion gear meshed with the fifth pinion gear and the sixth ring gear and the seventh sun gear, the fifth pinion gear and the It is composed of a Ravigneaux type planetary gear mechanism having a sixth carrier that holds the eighth pinion gear so that it can rotate and revolve. The third motor can transmit power to the sixth ring gear. Connected,
The power distribution device includes a third sun gear and a second ring gear arranged on the same axis, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. ,
An eighth clutch configured to apply a support torque from the brake to the sixth sun gear, and selectively connecting and releasing the sixth ring gear and the fifth carrier; And a ninth clutch for selectively connecting and releasing the second carrier and the fifth carrier, the seventh sun gear is the second input element, and the eighth ring gear is the The hybrid drive device according to claim 10, wherein the hybrid drive device is a second output element, and the sixth sun gear is the second reaction force element. The transmission supports an eighth sun gear and a seventh ring gear arranged on the same axis, and a seventh pinion gear meshed with the eighth sun gear and the seventh ring gear so as to rotate and revolve. And the third electric motor is connected to the sixth carrier so as to transmit power, and
The power distribution device has a third sun gear and a second ring gear arranged on the same axis, and a second carrier holding a tenth pinion gear meshing with the third sun gear and the second ring gear. The second carrier is the first input element, the third sun gear is the first reaction force element, and the second ring gear is the first output element. ,
A tenth clutch configured to apply a support torque from the brake to the seventh ring gear; and selectively connecting and releasing the seventh ring gear and the third sun gear; And an eleventh clutch for selectively connecting and releasing the sixth carrier and the seventh ring gear, the eighth sun gear is the second input element, and the sixth carrier is The hybrid drive device according to claim 10, wherein the second output element and the seventh ring gear are the second reaction force element. The transmission is meshed with the ninth sun gear and the eighth ring gear arranged on the same axis, the eighth pinion gear meshed with the ninth sun gear, and the eighth pinion gear and the eighth ring gear. A ninth pinion gear, a seventh carrier that supports the eighth pinion gear and the ninth pinion gear so as to rotate and revolve, and the second motor is connected to the ninth sun gear. Connected,
The power distribution device supports an eleventh sun gear and a ninth ring gear arranged on the same axis and a tenth pinion gear meshing with the eleventh sun gear and the ninth ring gear so as to rotate and revolve. The ninth ring gear is the first input element, the ninth carrier is the second output element, and the eleventh sun gear is the first counter element. Power element,
A second transmission is provided separately from the transmission, and the second transmission includes an eighth sun gear and an eighth ring gear, a tenth sun gear, and an eighth gear arranged on the same axis. An eighth carrier that supports the tenth pinion gear meshed with the ring gear so as to rotate and revolve.
An eighth carrier in the second transmission is connected to the prime mover and a ninth ring gear in the power distribution device, and a tenth sun gear in the second transmission is an eleventh sun gear in the power distribution device. And the ninth carrier in the power distribution device is connected to the ninth sun gear of the transmission,
A twelfth clutch configured to apply a support torque from the brake to the seventh carrier, and selectively connecting and releasing the eighth ring gear and the seventh carrier; And a thirteenth clutch for selectively connecting and releasing the seventh carrier and the eighth ring gear of the second transmission, and the ninth sun gear is the second input element, The hybrid drive apparatus according to claim 6, wherein the tenth ring gear is the second output element, and the eighth carrier is the second reaction force element.

Images