JP2007296881A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide further multiple modes in a hybrid driving device provided with a three-element speed reduction mode (a first mode), a four-element direct connection mode (a second mode), and a three-element direct connection mode (a third mode). <P>SOLUTION: To provide a forth mode in a drive transmission state of a three-element structure which is brought into an overdrive state with a reduction ratio smaller than that of the third mode. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid drive device including an input member that receives a driving force from an engine, an output member that outputs a driving output to wheels, a first electric motor and a second electric motor, and a gear unit.

The applicant has proposed a hybrid drive device disclosed in Patent Document 1 as the hybrid drive device as described above.
In this hybrid drive device, as the vehicle moves from the low speed side to the high speed side, the traveling mode is changed to a three-element reduction mode (three-element deceleration mode), a four-element direct connection mode (four-element direct connection mode), By switching to the direct connection mode (three-element direct connection mode) in order, the problem in the case where the four-element direct connection mode is set to the mode on the highest speed side is solved.
In other words, by providing a three-element direct connection mode in the maximum speed region, the energy recovery efficiency is reduced during regeneration, and the transmission efficiency is reduced due to the increase in electrical conversion rate in the high vehicle speed / low driving force region (negative hybrid region). It has been resolved.

Here, the “three elements” in the three-element reduction mode and the three-element direct connection mode are described in Patent Document 1, focusing on the first differential gear device (planetary gear mechanism) provided in the hybrid drive device. This means that the output obtained from the output element of the three-element planetary gear P1 is output to the output member in a speed-reduced or directly connected state.
The first differential gear device is a gear device composed of three gear elements. The driving force from the engine is transmitted to one gear element, and the first electric motor is connected to one of the remaining two gear elements, while the other The second electric motor is connected to each of the gear elements (the rotor and the gear element are coupled so as to rotate together), and the rotation of the gear element to which the second electric motor is connected is connected to the output member. In the present application, this drive transmission state is referred to as a “three-element structure drive transmission state”.
The connection includes a direct connection, a deceleration, and an acceleration, and means a state in which the driving force is transmitted at a constant rate.

On the other hand, in the embodiment described in Patent Document 1, the “four elements” in the four-element direct coupling mode is a predetermined drive in which the first differential gear device P1 and the second differential gear device P2 are integrated. It is in a state that realizes a transmission state. Specifically, in order to form the four-element direct coupling mode in this example, a second differential gear device P2 is provided for the first differential gear device P1. This second differential gear device P2 is also composed of three gear elements, the drive from the engine is transmitted to one gear element, and the second motor is connected to one of the remaining two gear elements (the rotor and the gear). The element rotates together). That is, the other gear element of the first planetary gear P1 and the one gear element rotate at the same speed. The other gear element of the second differential gear device serves as an output element, and the rotation of this gear element is transmitted to the output member.
This type of four-element drive transmission has four gear elements arranged in order of rotational speed when a planetary gear structure composed of two planetary gear devices is regarded as a new planetary gear device. When the rotational state of two of the gear elements is determined, a planetary gear device having two degrees of freedom is determined, in which the rotational state of the other gear elements is determined. Further, this planetary gear device has a configuration in which an input member, an output member, and two electric motors for transmitting engine driving force are separately connected to each gear element (four gear elements).
Therefore, in the present application, a drive transmission state realized by a four-element structure in which an input member, an output member, a first motor, and a second motor are independently connected to the four gear elements of the gear unit. This is referred to as a “four-element structure drive transmission state”.

JP 2005-170227 A

The first problem As described above, the rotational speed output from the planetary gear unit that constitutes the three elements in the drive transmission state of the three-element structure is reduced and output from the relationship with the vehicle on which the hybrid drive apparatus is mounted. 3-element deceleration mode, 4-element mode in which the output of the planetary gear unit that constitutes the four elements is output as it is in the drive transmission state of the four-element structure, and the output of the planetary gear unit that constitutes the three elements in the drive transmission state of the three-element structure Even in a hybrid drive unit equipped with a three-element direct-coupled mode that directly outputs, in order to further improve fuel efficiency, the reduction ratio that can be achieved with a reduction gear is further increased to a higher gear (with a smaller reduction ratio) ) There is a request you want to make. However, in the hybrid drive apparatus described above, the speed reducer does not have means for realizing this. That is, in the above prior art, the setting with the highest gear ratio is realized in the direct transmission mode in which the output of the planetary gear device constituting the three elements is output as it is in the drive transmission state of the three element structure. Since there is no setting, the further high speed range is substantially dependent on the differential mechanism, and there is room for improvement.

  Further, since there is no reverse mode, it is disadvantageous compared to an automatic transmission with a torque converter when reverse driving is performed at a high load for a long time.

Second problem When changing the driving mode between the drive transmission state of the three-element structure described above, the drive transmission state of the four-element structure, and the drive transmission state of the three-element structure, basically the engine output is It is controlled to maintain the reference constant output state and switch the driving mode according to the change of the driving speed, but in the mode switching, the so-called synchronous switching without the shift shock is possible. It is preferable that

  Accordingly, the present invention has been made in view of the above-described problems, and an object of the present invention is to improve the fuel efficiency in high-speed travel while allowing further multimodes in the above-described hybrid drive device. . Another object is to obtain a hybrid drive device that does not involve a shift shock and can perform so-called synchronous switching.

According to the present invention for achieving the above object,
An input member that receives driving force from the engine;
An output member that outputs drive output to the wheels;
A first electric motor and a second electric motor;
A hybrid drive device comprising a gear unit,
A first motor is connected to the first gear element of the gear unit, a connection shaft for transmitting power to the output member and the second motor are connected to the second gear element, and an input member is connected to the third gear element. A first mode in which the drive transmission state of the three-element structure is set;
A second mode in which a drive transmission state of a four-element structure in which the input member, the output member, the first electric motor, and the second electric motor are independently connected to the four gear elements of the gear unit;
A third mode for forming a drive transmission state of the three-element structure having a reduction ratio smaller than the reduction ratio of the first mode;
A fourth mode is provided which forms a drive transmission state of a three-element structure in which the reduction ratio is smaller than that in the third mode and an overdrive state is established.

  In the hybrid drive device having this configuration, since the fourth mode in the overdrive state is provided on the side where the reduction ratio is smaller than that in the third mode, fuel efficiency can be improved in such a high speed range.

  In the second characteristic configuration of the hybrid drive device according to the present application, in the third mode, the rotation of the second gear element is output to the output member at the same speed, and in the fourth mode, the second gear element is Is rotated and is output to the output member in an overdrive state.

  In the hybrid drive device according to the present application, the first mode and the third mode are realized in the drive transmission state of the three-element structure, but in the formation of the fourth mode, the three elements realized by the first planetary gear mechanism. The output obtained in the drive transmission state of the structure is increased to an output, and the fourth mode can be realized by using the drive transmission state of the three-element structure in common among the modes, and a relatively simple structure However, it is possible to perform a shift with four modes.

According to a third characteristic configuration of the hybrid drive device according to the present application, in the hybrid drive device having the second characteristic configuration, the first mode is configured such that the rotation of the second gear element is decelerated and the output member is It is to be output.
By doing in this way, the output of high driving force and the miniaturization of an electric motor are realizable, utilizing the drive transmission state of a 3 element structure.

  The fourth characteristic configuration of the hybrid drive device according to the present application is a hybrid drive device having any one of the first to third characteristic configurations, and the second mode, the third mode, and the fourth mode are assigned ascending numbers. Normal switching that switches modes in order or descending order, and 2-4 switching that switches between the second mode and the fourth mode, omitting the third mode, can be executed. It is to be configured.

In this configuration, by performing normal switching, for example, engine start / motor running and transmission acceleration mode, low-speed normal driving mode, high-speed normal driving mode, steady driving and regeneration Mode switching can be performed sequentially in a state that matches the traveling speed, such as the mode. Such mode switching can be mode switching with a constant engine output.
Furthermore, by performing 2-4 switching, for example, quick mode switching can be performed without waste in response to a sudden change in driving force while the traveling speed is constant in a low speed range. Further, since the 2-4 switching is the synchronous switching, the shift shock can be suppressed.

A fifth characteristic configuration of the hybrid drive device according to the present application is that the hybrid drive device described so far has a reverse mode. In this way, not only forward but also backward can be performed.
Since it is equipped with a reverse mode, there is no disadvantage for high load and long-time reverse.

A sixth characteristic configuration of the hybrid drive device according to the present application is the hybrid drive device having the first characteristic configuration, wherein the gear unit is a three-element planetary gear mechanism and a five-element gear mechanism. Comprising a device,
Regarding the three gear elements of the first planetary gear mechanism, the first gear element is connected to the rotor of the first motor, and the second gear element is connected to the connecting shaft and the rotor of the second motor. In the configuration in which the driving force from the input member is transmitted to the third gear element,
The second gear element of the first planetary gear mechanism is connected to the first gear element of the gear device, and the third gear element of the first planetary gear mechanism is connected to the second gear element of the gear device. The third gear element of the gear device is connected to the output member, and is configured to be engageable and disengageable via the first clutch.
The three-element structure drive transmission state is formed when the first clutch is not engaged, and the four-element structure drive transmission state is formed when the first clutch is engaged.

  By configuring the gear train in this way, a drive transmission state (first mode, third mode, and fourth mode) of a three-element structure is formed when the first clutch is not engaged, and the first clutch is engaged. In this state, a drive transmission state (second mode) having a four-element structure can be formed.

  The first to fourth all modes can be configured to have, for example, an electric continuously variable transmission function, and engine high-efficiency operation is possible. In addition, continuously variable transmission is possible from the first to the third mode, and the third and fourth shifts are controlled without changing the engine output before and after the shift by controlling the first and second motors. Is possible. As a result, engine high-efficiency operation becomes possible.

  Further, if the fifth mode has a larger reduction ratio than the first mode and forms the drive transmission of the three-element structure, at least five modes for performing further deceleration in addition to at least the first to fourth modes are provided. realizable.

  In addition, if the sixth mode is formed, which is in an overdrive state and has a reduction ratio smaller than that of the fourth mode and forms a drive transmission state of a three-element structure, further increase in addition to at least the first to fourth modes. At least five modes of speed can be realized.

Further, such a hybrid drive device includes a plurality of friction engagement elements, with any one friction engagement element engaged and the remaining friction engagement elements disengaged. Each mode is preferably formed.
In this way, at least four travel modes can be realized by a stable operation while re-holding the pair of friction engagement elements.

As such a hybrid drive device, an input member that receives a driving force from an engine, an output member that outputs a driving output to wheels, a first electric motor and a second electric motor,
To configure a hybrid drive device comprising a connecting shaft for transmitting the output of the second motor to an output member, and a gear unit.
The gear unit includes a first planetary gear mechanism that is a three-element planetary gear mechanism and a five-element gear device,
Regarding the first planetary gear mechanism, a rotor of a first electric motor is connected to a first gear element, the connecting shaft is connected to a second gear element, and an input member is connected to a third gear element. And
The gear device is configured as a planetary gear device that constitutes the first, second, third, fourth, and fifth rotating elements in order of rotational speed,
The first rotating element is selectively fixed to the case by a first brake;
The second rotating element may output an output rotation to the output member;
The third rotating element is selectively transmitted by the first clutch to rotate the input member;
The fourth rotating element is transmitted with the rotation of the connecting shaft,
The fifth rotating element may be configured to be selectively fixed to the case by the second brake.

Furthermore, as a configuration including the first, second, third, and fourth separate friction engagement elements,
An input member that receives a driving force from the engine, an output member that outputs a driving output to wheels, a first motor and a second motor, a connecting shaft that transmits the output of the second motor to the output member, and a gear unit A hybrid drive device comprising:
The gear unit includes a first planetary gear mechanism and a gear device;
Regarding the first planetary gear mechanism, a rotor of a first electric motor is connected to a first gear element, the connecting shaft is connected to a second gear element, and an input member is connected to a third gear element. And
The gear device is connected to a first gear element connected to the connecting shaft, a second gear element connected to the output member, and a first friction engagement element (first brake) for stopping rotation. Comprising a third gear element, a fourth gear element, a fifth gear element,
A second friction engagement element (first clutch) connecting the input member and a fourth gear element of the gear device;
A third friction engagement element (second clutch) connecting the two gear elements of the gear unit;
A fourth friction engagement element (second brake) for stopping the rotation of the fifth gear element of the gear device may be provided to rotate the output member at a higher rotational speed than the connecting shaft. .

A hybrid drive device 100 according to the present invention will be described with reference to the drawings.
In the present application, the first to sixth embodiments are shown and described as embodiments.
The relationship between each embodiment is that the first embodiment corresponds to the basic form, and the second embodiment is obtained by changing the form of the five-element gear device GS with respect to the first embodiment.
3rd embodiment and 4th embodiment are the forms which added the most deceleration mode to 1st embodiment and 2nd embodiment, respectively.
On the other hand, the fifth embodiment and the sixth embodiment are forms in which a maximum speed increase mode is added to the first embodiment and the second embodiment, respectively.
The hybrid drive device 100 according to the present application includes at least a three-element first planetary gear mechanism P1 and a five-element gear device GS, which are collectively referred to as a gear unit GU.

  In all of these embodiments, the three-element deceleration mode (also referred to as the first mode), which takes the drive transmission state of the three-element structure as it goes from the low speed side to the high speed side (goes to the side where the reduction ratio is small), 4-element mode (also called the second mode) that takes the drive transmission state, 3-element direct connection mode (also called the third mode) that takes the drive transmission state of the three-element structure, and the drive transmission state of the three-element structure and constitutes the three elements A three-element acceleration mode (also referred to as a fourth mode) for increasing the rotational speed output from the planetary gear device to be output.

  In the third and fourth embodiments, a three-element maximum deceleration mode (referred to as a fifth mode) that takes a drive transmission state of a three-element structure is added to the above four modes. In the sixth embodiment, a three-element maximum speed increasing mode (also referred to as a sixth mode) that takes a three-element structure drive transmission state is added to the above four modes.

  As for the names of the above modes, the names based on the speed change structure to be adopted are described first without writing (), and the numbered modes are described in ().

Hereinafter, each embodiment will be described in order.
First Embodiment FIG. 1 is a skeleton diagram of a gear train of a hybrid drive device 100 according to this embodiment, and FIG. 2 is a diagram of friction engagement elements B1, B2, B3, C1, C2 provided in the device 100. It is an operation | movement figure which shows an engagement / non-engagement state. Further, FIG. 3 is a velocity diagram when normal mode switching is performed (hereinafter referred to as normal switching). 4, 5 and 6 are diagrams showing the rotational speed, torque and output in normal switching, respectively. FIG. 7 shows the range of driving force and vehicle speed covered by each mode when this normal switching is performed.

In the hybrid drive apparatus 100 according to this example, in addition to performing the above-described normal switching, mode switching can be directly performed between the second mode and the fourth mode. 8 to 12 are drawings corresponding to FIGS. 3 to 7 in the case of adopting this speed change mode.
Furthermore, the hybrid drive device 100 also has a reverse mode. FIG. 13 is a velocity diagram in the reverse mode.

As shown in FIG. 1, the hybrid drive apparatus 100 of this example includes an engine E, a pair of electric motors MG1, MG2, planetary gear mechanisms P1, P2, P3 of three, and five friction engagement elements B1, B2, B3, C1 and C2 are provided.
In this hybrid drive device 100, the driving force from the engine E is input through the input shaft I, and is output from the output shaft O to the wheels (not shown) after the shifting operation. The driving force of the engine input to the input shaft I is transmitted to the intermediate shaft M via the damper D. The intermediate shaft M has a structure in which the output shaft side end reaches the vicinity of the output shaft O. Here, the intermediate shaft M is an input member in the present application, and the output shaft O is an output member.
A connection shaft S is provided coaxially with the intermediate shaft M and supported so as to be rotatable around the shaft.

Electric motor MG1, MG2
Each of the electric motors MG1 and MG2 includes a stator st fixed to the transmission case MC and a rotor rt supported so as to be rotatable with respect to the stator st. These electric motors MG1 and MG2 are connected to the battery B via the inverters In, respectively, receive power from the battery B to act as a motor and generate driving force, and receive driving force to act as a generator and generate power. The battery B can be used for regeneration. These electric motors MG1 and MG2 receive the operation control from the control unit CU. The control unit CU controls the output of the engine E and also controls the engagement / disengagement of the friction engagement elements B1, B2, B3, C1, C2 provided in the hybrid drive device 100.

  These electric motors MG1 and MG2 are referred to as a first electric motor MG1 and a second electric motor MG2 from the side closer to the engine E. In relation to the first planetary gear mechanism P1 described below, with respect to the planetary gear mechanism P1, an electric motor in which one gear element (the sun gear s1 in the example shown in FIG. 1) and the rotor rt rotate integrally with respect to the carrier c1. Is the first electric motor MG1, and the electric motor in which the other gear element (ring gear r1 in the example shown in FIG. 1) and the rotor rt rotate integrally is the second electric motor MG2.

Planetary gear mechanism P1, P2, P3
First planetary gear mechanism P1
The first planetary gear mechanism P1 is a single pinion type planetary gear mechanism that includes a ring gear r1, a carrier c1 that rotatably supports a pinion, and a sun gear s1, and is disposed between the electric motor MG1 and the electric motor MG2. Yes.
The sun gear s1 of the first planetary gear mechanism P1 is configured to rotate integrally with the rotor rt of the first electric motor MG1. The carrier c1 is configured to rotate integrally with the intermediate shaft M. On the other hand, the ring gear r1 is configured to rotate integrally with the connection shaft S.
As illustrated, the rotor rt of the second electric motor MG2 is configured to rotate integrally with the connection shaft S.
Since the first planetary gear mechanism P1 is used for drive division between the first electric motor MG1 and the second electric motor MG2, it is also called a split planetary gear mechanism.

  In the drive transmission state of the three-element structure referred to in the present application, in the state where the drive from the engine E is transmitted to the carrier c1, the sun gear s1 that rotates at the same speed as the first electric motor MG1 serves as a reaction force, and the ring gear r1, that is, the connection The engine drive is distributed to the shaft S. Then, the rotational drive is transmitted to the output shaft O side through the sun gear s2 of the second planetary gear mechanism P2 in a reduced state, a direct connection, and an increased state.

Second planetary gear mechanism P2 and third planetary gear mechanism P3
The second planetary gear mechanism P2 and the third planetary gear mechanism P3 are each a single pinion type including carriers c2, c3 and sun gears s2, s3 that rotatably support ring gears r2, r3, and pinions, as shown in the figure. This is a planetary gear mechanism.

The ring gear r2 of the second planetary gear mechanism P2 is provided on the output shaft O and rotates integrally with the shaft O. On the other hand, the sun gear s2 is provided at the output shaft side end of the connecting shaft S. The carrier c2 is configured so as to be integrally rotatable by being engaged with the intermediate shaft M by the first clutch C1, and is further configured to be integrally rotatable by being engaged with the output shaft O via the second clutch C2. Yes.
A third brake B3 is provided at the other end of the carrier c2, and its rotation can be stopped by the engagement of the third brake B3.

The ring gear r3 of the third planetary gear mechanism P3 is configured such that its rotation can be stopped by the first brake B1. On the other hand, the sun gear s3 is configured such that its rotation can be stopped by the second brake B2. The carrier c3 is shared with the carrier c2 of the second planetary gear mechanism P2 described above. As a result, the first clutch C1 is configured to be able to rotate integrally with the intermediate shaft M, and is configured to be able to rotate integrally with the output shaft O via the second clutch C2.
Further, the pinions of the second planetary gear mechanism P2 and the third planetary gear mechanism P3 have a common rotating shaft and are connected to rotate integrally.

The gear device GS formed by the second planetary gear mechanism P2 and the third planetary gear mechanism P3 connected as described above has the connection shaft S or the intermediate shaft M as an input element and the output shaft O as an output element. The element gear unit GS is configured.
In this gear device GS, when the gear elements are called first, second, third, fourth, and fifth rotating elements in order of rotational speed, the first rotating element is selectively selected by the first brake B1 to the transmission case MC. The second rotation element can output the output rotation to the output shaft O which is an output member, and the third rotation element is selectively transmitted the rotation of the intermediate shaft M which is the input member by the first clutch C1. At the same time, the output rotation can be output to the output shaft O by the second clutch C2, the rotation of the connection shaft S is transmitted to the fourth rotation element, and the fifth rotation element is selectively fixed to the transmission case MC by the second brake B2. It has a structure.

  Further, when the first clutch C1 is engaged and the other friction engagement elements B1, B2, B3, C2 are disengaged, the first planetary gear mechanism P1 and the second planetary gear mechanism P2 are used. With respect to the intermediate shaft M, the sun gear s1 of the first planetary gear mechanism P1 connected to the rotor rt of the first electric motor MG1, the ring gear r2 of the second planetary gear mechanism P2 that rotates integrally with the output shaft O, and the connection shaft S 4 A drive transmission state of the element structure is formed.

Mode switching The above is the description of the hybrid drive mechanism of the first embodiment. Hereinafter, mode switching will be described.

Engagement of Friction Engaging Elements FIG. 2 is an operation diagram showing engagement / disengagement states of the friction engagement elements B1, B2, B3, C1, and C2. In the figure, REV indicates the reverse mode. Further, ◯ indicates that the corresponding friction engagement element is in an engaged state, and no entry indicates that the friction engagement element is in a non-engaged state. Therefore, as can be seen from this operation diagram, in each mode, one frictional engagement element is maintained in the engaged state, and the other frictional engagement element is in the non-engaged state.

Velocity diagram FIG. 3, FIG. 8 and FIG. 13 are velocity diagrams of this embodiment. In these velocity diagrams, the vertical axis corresponds to the rotational speed, the rotational speed of the engine E is 1 and the stop is 0. In the figure, the upper side corresponds to the forward rotation and the high speed side, and the reverse rotation is indicated by being positioned below 0.
Further, a plurality of vertical lines arranged in the horizontal direction indicate corresponding gear elements.

MG1 indicates the rotation of the rotor rt of the first electric motor MG1, that is, the rotation of the sun gear s1 of the first planetary gear mechanism P1.
MG2 indicates the rotation of the rotor rt of the second electric motor MG2, that is, the rotation of the connecting shaft S (which is also the ring gear r1 of the first planetary gear mechanism P1 and the sun gear s2 of the second planetary gear mechanism P2).
B1, B2, and B3 indicate rotations of gear elements that can stop the first brake B1, the second brake B2, and the third brake B3, respectively. B1 is the rotation of the ring gear r3 of the third planetary gear mechanism P3, B2 is the rotation of the sun gear s3 of the third planetary gear mechanism P3, and B3 is shared by the second planetary gear mechanism P2 and the third planetary gear mechanism P3. The rotation of the carriers c2 and c3 is shown.
“Engine” means drive rotation from the engine, and actually indicates rotation of the intermediate shaft M.
“Output” indicates rotation of the output shaft O, that is, rotation of the ring gear r2 of the second planetary gear mechanism P2.

In the drawing, a line connecting MG1, “engine”, and MG2 is a lever corresponding to the drive transmission state of the three-element structure in which the first planetary gear mechanism P1 is involved.
In the drawing, the line connecting B1, “output”, B3, MG2, and B2 is the second planetary gear mechanism P2, the third planetary gear mechanism P3, and the plurality of friction engagement elements B1, B2, B3, C1, and C2. It is a lever corresponding to the state of the five-element gear device involved.

The relationship between the drive transmission state of the three-element structure described above, the drive transmission state of the four-element structure, and the velocity diagram will be described below using FIG. 3 as an example.
The drive transmission state of the three-element structure The uppermost stage, the second stage from the bottom, and the lowermost stage of FIG. 3 correspond to this drive transmission state, and the uppermost stage is the deceleration state in the drive transmission state of the three-element structure, from the bottom The second stage corresponds to the direct connection state in the drive transmission state of the three-element structure, and the lowermost stage corresponds to the acceleration state in the drive transmission state of the three-element structure.
Elements involved in the first planetary gear mechanism P1, which is a three-element planetary gear mechanism, are gear elements indicated by “MG1”, “engine”, and “MG2”, and the order of the rotational speed is the first motor MG1. The first gear element to which the rotor of the second motor is connected, the third gear element to which the intermediate shaft M as the input member is connected, the second gear element to which the rotor of the connecting shaft S and the second motor MG2 is connected Or vice versa. Here, the second gear element is connected to the output shaft O as an output member on the lower transmission side.
Drive transmission state of four-element structure The upper middle part of FIG. 3 corresponds to this drive transmission state, and corresponds to the direct connection state in the drive transmission state of the four-element structure.
In the drive transmission state of the four-element structure, the fourth gear element indicated by “output” is added on the speed diagram, and the order of the rotational speed is the first to which the rotor of the first electric motor MG1 is connected. The fourth gear element to which the output shaft O is connected, the third gear element to which the intermediate shaft M is connected, the connection shaft S and the second gear element to which the rotor of the second electric motor MG2 is connected. Order or vice versa.

Rotational speed, torque, and output in each mode FIGS. 4, 5, and 6 correspond to states in which the engine output is kept constant and mode switching is performed sequentially from the low speed to the high speed side or in the opposite direction. .
These drawings correspond to normal switching in which mode switching is performed following the first mode, second mode, third mode, and fourth mode shown in FIG.

  9, 10 and 11 are diagrams showing the rotation speed, torque, and output when mode switching (also referred to as “2-4 switching”) for skipping a third mode to be described later is performed quickly. These figures correspond to the case where the state indicated by D in FIG. 12 shifts to the state indicated by E in response to a rapid decrease in driving force, or vice versa.

  In these drawings, vertical lines described as “synchronization switching” and “shift” on the drawings indicate boundaries for mode switching, and different modes are indicated on the upper and lower sides of the drawings.

Rotational Speed FIG. 4 is a diagram showing the rotational speed (unit: rpm) of the engine E and the electric motors MG1, MG2 in “normal switching”. In the drawing, the vertical axis indicates the rotational speed, and the horizontal axis indicates the vehicle speed. A line described as 0 located substantially at the center of the vertical axis is a line having a rotational speed of 0, the upper side indicates positive rotation, and the lower side indicates negative rotation.
FIG. 9 is a diagram showing the rotational speeds of the engine E and the electric motors MG1 and MG2 in “2-4 switching”. In the drawing, the vertical axis indicates the rotation speed, and the horizontal axis indicates time. A line described as 0 located substantially at the center of the vertical axis is a line having a rotational speed of 0, the upper side indicates positive rotation, and the lower side indicates negative rotation. Here, the time is the time from the traveling state indicated by D in FIG. 12 to the traveling state indicated by E.

  In these drawings, the rotation speed of the engine E (corresponding to the rotation speed of the intermediate shaft M) is indicated by a circle, and the rotation speed of the first electric motor MG1 (corresponding to the rotation speed of the sun gear s1 of the first planetary gear mechanism P1) is indicated by a triangle. The square represents the rotational speed of the second electric motor MG2 (corresponding to the rotational speed of the connecting shaft S, the ring gear r1 of the first planetary gear mechanism P1, and the sun gear s2 of the second planetary gear mechanism P2).

Torque FIG. 5 is a diagram showing the torque (unit: Nm) of the engine E and the electric motors MG1, MG2 in the “normal switching”. In the drawing, the vertical axis represents torque and the horizontal axis represents vehicle speed. A line described as 0 located substantially in the center on the vertical axis is a line of torque 0, the upper side indicates positive torque, and the lower side indicates negative torque.
FIG. 10 is a diagram showing the torque of engine E and electric motors MG1, MG2 in “2-4 switching”. In the drawing, the vertical axis represents torque, and the horizontal axis represents time. A line described as 0 located substantially in the center on the vertical axis is a line of torque 0, the upper side indicates positive torque, and the lower side indicates negative torque. Here, the time is the time from the traveling state indicated by D in FIG. 12 to the traveling state indicated by E.

  In these drawings, the torque of the engine E is indicated by circles, the torque of the first electric motor MG1 is indicated by triangles, and the torque of the second electric motor MG2 is indicated by squares.

Output FIG. 6 is a diagram showing outputs (unit: kW) of the engine E and the electric motors MG1, MG2 in the “normal switching”. In the drawing, the vertical axis represents output, and the horizontal axis represents vehicle speed. A line described as 0 located substantially in the center on the vertical axis is a line of output 0, the upper side indicates a positive output, and the lower side indicates a negative output.
FIG. 11 is a diagram illustrating outputs of the engine E and the electric motors MG1 and MG2 in “2-4 switching”. In the drawing, the vertical axis represents output, and the horizontal axis represents time. A line described as 0 located substantially in the center on the vertical axis is a line of output 0, the upper side indicates a positive output, and the lower side indicates a negative output. Here, the time is the time from the traveling state indicated by D in FIG. 12 to the traveling state indicated by E.

  In these drawings, the output of the engine E is indicated by a circle, the output of the first electric motor MG1 is indicated by a triangle, and the output of the second electric motor MG2 is indicated by a square.

Normal switching In normal switching, modes are switched in order from the first mode to the fourth mode with the engine output being constant. The engine rotation speed, the engine output, and the engine torque in a state where the engine output is constant are referred to as a reference rotation speed Ns, a reference torque Ts, and a reference output Os, respectively.
In this example, switching from the first mode to the third mode is performed as synchronous switching, and switching between the third mode and the fourth mode is a shift switching.
Here, the synchronous switching means that the rotational speeds of the first electric motor MG1, the second electric motor MG2, the input shaft I, the intermediate shaft M, and the output shaft O depend on the engagement / disengagement of the friction engagement elements before and after the switching. Switching that does not change.
Further, the shift switching refers to switching in which the rotational speed of the input shaft I (connection shaft S) of the gear device that functions as a transmission changes due to the engagement and disengagement of the friction engagement elements before and after the switching.
In FIG. 4, FIG. 5, and FIG. 6, A, B, and C shown on the vertical line indicate boundaries at which the modes are switched. A shows the boundary between the first mode and the second mode in which the synchronous switching is performed, B shows the boundary between the second mode and the third mode in which the synchronous switching is performed, and C is the third mode in which the shift switching is performed. And the boundary between the fourth mode and the fourth mode.

First Mode In the first mode, as shown in FIG. 2, only the first brake B1 is engaged, and the other friction engagement elements are disengaged. A velocity diagram in this mode is shown at the top of FIG.

  The rotation of the first electric motor MG1 is controlled so that the engine rotates at an efficient rotation speed with respect to the rotation of the engine. In addition, torque of second electric motor MG2 is controlled such that vehicle request torque determined based on torque requested by the user is output from the output shaft. The rotation of the second electric motor MG2 is transmitted to the sun gear s2 of the second planetary gear mechanism P2 via the connection shaft S. In the gear device GS having a five-element structure configured by combining the second planetary gear mechanism P2 and the third planetary gear mechanism P3, the rotation of the ring gear r3 of the third planetary gear mechanism P3 is stopped by the first brake B1. The reduction output determined by the relationship between the gear ratios of the second planetary gear mechanism P2 and the third planetary gear mechanism P3 is transmitted to the output shaft O as the rotation of the ring gear r2 of the second planetary gear mechanism P2.

  In the first mode, the rotational speed, torque, and output are changed as follows from the low speed side to the high speed side in the first mode region in FIGS. 4, 5, and 6. As can be seen from FIG. 6, in the state where the rotational speed of the engine is maintained at the reference rotational speed Ns, in this first mode, the second electric motor MG2 functions as a first motor on the low speed side, and as a generator, work. In this mode, the speed of the second electric motor MG2 is gradually increased. On the other hand, it can be seen that the first electric motor MG1 works as a motor after first acting as a generator on the low speed side.

Second Mode In the second mode, as shown in FIG. 2, only the first clutch C1 is engaged, and the other friction engagement elements are disengaged. The switching from the first mode to the second mode is synchronous switching because the input side rotating member and the output side rotating member of the engaging element of the first clutch C1 are at the same speed.

  In the state where only the first clutch C1 is engaged, as described above, the intermediate shaft M and the connection shaft S are used as elements over the first planetary gear mechanism P1 and the second planetary gear mechanism P2. A drive transmission state with a four-element structure is realized.

The velocity diagram in this mode is the state shown in the second row from the top in FIG.
In the second mode, the second electric motor MG2 is decelerated while the engine maintains a constant output. As shown in FIG. 6, the first electric motor MG1 and the second electric motor MG2 alternately function as a motor or a generator. In a predetermined low speed range, both are in a state in which a predetermined torque can be generated as shown in FIG.

Third Mode In the third mode, as shown in FIG. 2, only the second clutch C2 is engaged, and the other friction engagement elements are disengaged. Even when switching from the second mode to the third mode, the input side rotating member and the output side rotating member of the engaging element of the second clutch C2 are at the same speed, so that the synchronous switching is performed.
By engaging only the second clutch C2, in this mode, the output shaft O (ring gear r2 of the second planetary gear mechanism P2) and the carrier c2 of the second planetary gear mechanism P2 are integrated. As a result, the second planetary gear mechanism P2 is in a directly connected state in which no shift occurs between the input element (sun gear s2) and the output element (ring gear r3).
In this mode, the rotation of the ring gear r1 of the first planetary gear mechanism P1 is directly transmitted to the output shaft O. Therefore, this mode is a three-element direct connection mode.

The velocity diagram in this mode is the state shown in the second row from the bottom of FIG.
As shown in the velocity diagram, the rotation of the first electric motor MG1 is controlled to a predetermined value with respect to the rotation of the engine E, and the rotation of the second electric motor MG2 forms a drive transmission state of a three-element structure. Controlled by state. Since the second electric motor MG2 (connection shaft S) and the output shaft (ring gear r2 of the second planetary gear mechanism P2) are directly connected, the output is transmitted to the output shaft O as it is.

  In the third mode, the rotational speed, torque, and output behavior are similar to the rotational speed, torque, and output behavior in the first mode, as shown in FIGS. This is because the reduction ratio is different.

Fourth Mode In the fourth mode, as shown in FIG. 2, only the second brake B2 is engaged, and the other friction engagement elements are disengaged. The second clutch C2 is disengaged and the second brake B2 is engaged. As can be seen from the speed diagram, the switching from the third mode to the fourth mode is a shift switching.

  Also in the fourth mode, as in the first mode, the first electric motor MG1 is controlled with respect to the rotation of the engine, and the second electric motor MG2 is controlled corresponding to the vehicle required torque. The drive transmission state is realized. In the gear device GS having a five-element structure configured by combining the second planetary gear mechanism P2 and the third planetary gear mechanism P3, the rotation of the sun gear s3 of the third planetary gear mechanism P3 is stopped by the second brake B2. The speed increase determined by the relationship between the gear ratios of the second planetary gear mechanism P2 and the third planetary gear mechanism P3 occurs, and this speed increase output is transmitted to the output shaft O as the rotation of the ring gear r of the second planetary gear mechanism P2. It is done.

  In the fourth mode, the rotational speed, torque, and output behavior are similar to the rotational speed, torque, and output behavior in the first mode, as shown in FIGS. This is because the reduction ratio is different.

The above is the drive transmission state in each mode. FIG. 7 shows the mode switching state with respect to the vehicle speed.
FIG. 7 shows the vehicle speed on the horizontal axis and the driving force on the vertical axis. The four solid lines in the figure indicate the areas covered by each mode. Furthermore, the equal power line which shows mode transition is shown with the broken line. In this figure, each point indicated by A, B, and C indicates a switching boundary at the time of normal switching.

2-4 Switching As described above, the 2-4 switching is a mode switching between the second mode and the fourth mode without going through the third mode.
For example, as shown in the driving state from D to E in FIG. 12, such mode switching is performed by rapidly releasing the accelerator pedal in a state where a large driving force is generated in a low-speed driving state. This is a switch to cope with a situation in which the sudden drop occurs. In this situation, switching from the second mode to the fourth mode is performed, but conversely, when a driving force is required (for example, change from E to D in FIG. 12), the second mode is changed to the second mode. Switching to the mode is performed.

  In this 2-4 switching, since the mode switching is performed without forming the third mode, the speed region covered in the third mode by the normal switching is covered in the second mode or the fourth mode. That is, the speed range covered in the second mode extends to the high speed side, and the speed range covered in the fourth mode extends to the low speed side.

  The driving conduction states in the first mode, the second mode, and the fourth mode when performing the 2-4 switching are the same as the driving conduction states in the first mode, the second mode, and the fourth mode in the normal switching, respectively. is there. Switching between modes is synchronous switching.

Velocity diagram FIG. 8 is a velocity diagram when switching between the first mode, the second mode, and the fourth mode in 2-4 switching.
In the hybrid drive device according to the present application, the first clutch C1 is disengaged and the second clutch is disengaged from the drive conduction state of the four-element structure in which the first clutch C1 is engaged in the second mode. Since it is possible to engage the second brake B2 while maintaining the same state, the drive transmission state can be directly switched to the speed increasing state of the three-element structure.
This switching is synchronous switching.

Mode Switching In FIG. 12, D indicates a state before switching, and E indicates a state after switching. The arrow on the figure corresponds to the change between both states. That is, when the vehicle is traveling at a low speed, the accelerator is released and the driving force rapidly decreases.

  In a vehicle equipped with the hybrid drive device 100, the vehicle speed and the accelerator depression amount are detected, and this information is detected by the control unit CU and a preset condition (for example, the speed is a predetermined speed). In the following description, the control unit CU switches the drive conduction state of the hybrid drive device 100 to 2-4 switching shown in this example.

  FIG. 12 is a drawing corresponding to FIG. 7, but the boundary between the first mode and the second mode is the same as that in FIG. 7. On the other hand, since the switching from the second mode to the fourth mode is performed without forming the third mode, the area covered in the second mode extends to the high vehicle speed and low driving force side, and the area covered in the fourth mode. Will spread to the low vehicle speed and high driving force side. This boundary is shown as a boundary between the second mode and the fourth mode in the figure.

Rotation speed, torque, output FIGS. 9, 10, and 11 are drawings corresponding to FIGS. 4, 5, and 6 described above in the normal switching.
In these drawings, the state shown by D shown in FIG. 12 is shown near the left end of the drawing, and the state shown by E is shown near the right end of the drawing. Further, the boundary from the second mode to the fourth mode is indicated by a vertical alternate long and short dash line. In addition, in order to clarify the relationship with normal switching, the engine speed (reference rotational speed Ns), torque (reference torque Ts), and output (reference output Os), which are the reference for normal switching, are shown on the respective drawings. Indicated.

When this 2-4 switching is performed, the condition of constant engine output such as normal switching is not maintained. This is to cope with rapid accelerator control while keeping the vehicle speed at the current value.
As can be seen from FIG. 9, the rotation speed of the second electric motor MG2 (which rotates integrally with the connecting shaft S and the sun gear s2 of the second planetary gear mechanism P2) is kept constant in the first mode and the fourth mode. In the second mode, the rotation of this element is changed so as to connect the rotational speeds of the two.
On the other hand, the rotation speed of the first electric motor MG1 is changed so as to satisfy the transmission state set in each mode. The rotational speed of the engine E gradually decreases.

FIG. 10 shows a change in torque in 2-4 switching, and FIG. 11 shows a change in output in 2-4 switching. The torque of the engine E is the reference torque Ts at the switching boundary from the second mode to the fourth mode. Has been changed to straddle. On the other hand, regarding the output, the output of the engine E is also changed so as to cross the reference output Os at the switching boundary from the second mode to the fourth mode.
Further, it can be seen that the first electric motor MG1 and the second electric motor MG2 work so as to exchange the roles of the motor and the generator in the areas covered by the second mode and the fourth mode, respectively.
That is, it can be seen that the operations of both motors are performed so as to balance the output between the first motor MG1 and the second motor MG2.

As described above, the hybrid drive device 100 according to the present application is configured as described below because normal switching and 2-4 switching are possible.
That is, an input member that receives driving force from the engine, an output member that outputs driving force to the wheels, a first electric motor and a second electric motor, a plurality of planetary gear mechanisms including at least three gear elements, and at least four A friction engagement element, and as the speed reduction ratio becomes smaller, four driving modes can be formed by engagement / disengagement of the friction engagement element. Normal switching for sequentially switching the four driving modes, and quick switching for allowing mode switching without passing through the intermediate mode of the four driving modes by allowing the change in the engine output (2-4 switching is an example of this) Is possible). In the example shown above, the third mode is skipped, and synchronous switching is performed between the second and fourth modes.

Further, in the embodiment, the quick switching includes a traveling mode in which a change in engine output is allowed and a rotation speed transmitted to the output member is constant.
Reverse Mode As shown in FIG. 2, in the reverse mode, only the third brake B3 is engaged.
Due to the engagement of only the third brake B3, as shown in FIG. 13, the rotation of the connecting shaft S is reversed and transmitted to the ring gear r3 via the second planetary gear device P2, and the output shaft O is set in the reverse state. can do.

Second Embodiment FIG. 14 shows a skeleton diagram of the gear train of the hybrid drive mechanism 100 of the second embodiment.
In this embodiment, the configuration of the five-element gear device GS in the first embodiment described above is changed. The engaged / disengaged states in the respective modes of the frictional engagement elements B1, B2, B3, C1, and C2 are the same as those shown in FIG.
As shown in FIG. 14, the hybrid drive device 100 of this example includes an engine E, a pair of electric motors MG1, MG2, four planetary gear mechanisms P1, P2, P4, P5, and five friction engagement elements B1, B2, B3, C1, and C2 are provided.
Regarding the hybrid drive device 100, the configuration on the left side of the second electric motor MG2 on the skeleton diagram of the gear train is the same as that of the first embodiment.
Hereinafter, different points will be described.
Output shaft O
In this example, the output shaft O is configured to be rotatable integrally with the ring gear r2 of the second planetary gear mechanism P2 as in the previous example, and is configured to be rotatable integrally with the carrier c5 of the fifth planetary gear mechanism P5. ing.

Connection axis S
In the first embodiment, the connection shaft S is configured to rotate integrally with the ring gear r1 of the first planetary gear mechanism P1, the second electric motor MG2, and the sun gear s2 of the second planetary gear mechanism P2. In the embodiment, in addition to these, it is configured to rotate integrally with the carrier c4 of the fourth planetary gear mechanism P4, and the sun gear s4 is also configured to be integrally rotatable by engagement of the second clutch C2.

Fourth planetary gear mechanism P4
The fourth planetary gear mechanism P4 is a single pinion type planetary gear mechanism that includes a ring gear r4, a carrier c4 that rotatably supports a pinion, and a sun gear s4. The fourth planetary gear mechanism P2 includes a second motor MG2 and a second planetary gear mechanism P2. Arranged in the middle.
The sun gear s4 of the fourth planetary gear mechanism P4 is configured to be rotatable integrally with the connection shaft S by the engagement of the second clutch C2, and is configured to be able to stop its rotation by the engagement of the second brake B2. ing. The carrier c4 is configured to rotate integrally with the connecting shaft S (the sun gear s2 of the second planetary gear mechanism P2). The ring gear r4 is configured to rotate integrally with the ring gear r5 of the fifth planetary gear mechanism P5.

5th planetary gear mechanism P5
The fifth planetary gear mechanism P5 is also a single-pinion type planetary gear mechanism including a ring gear r5, a carrier c5 that rotatably supports the pinion, and a sun gear s5. The engine E is different from the second planetary gear mechanism P2. It is arranged on the opposite side.
The sun gear s5 of the fifth planetary gear mechanism P5 is configured to be stopped from rotating by the engagement of the first brake B1. The carrier c5 is configured to rotate integrally with the output shaft O, and also rotates integrally with the ring gear r2 of the second planetary gear mechanism P2. The ring gear r5 is configured to rotate together with the carrier c2 of the second planetary gear mechanism and the ring gear r4 of the fourth planetary gear mechanism P4, and the rotation is stopped by the engagement of the third brake B3. ing.

  The gear unit GS formed by the second planetary gear mechanism P2, the fourth planetary gear mechanism P3, and the fifth planetary gear mechanism P5 connected as described above has the connection shaft S or the intermediate shaft M as an input element, and an output shaft. A five-element gear unit GS having O as an output element is configured.

  Further, when the first clutch C1 is engaged and the other friction engagement elements are disengaged, the intermediate shaft M, the second planetary gear mechanism P2, and the second planetary gear mechanism P2. The drive transmission state of the four-element structure is achieved by the sun gear s1 of the first planetary gear mechanism P1 connected to the rotor rt of the one motor MG1, the ring gear r2 of the second planetary gear mechanism P2 that rotates integrally with the output shaft O, and the connection shaft S. Realize.

Mode switching The above is the description of the hybrid drive mechanism of the second embodiment. Hereinafter, mode switching will be described.

Normal Switching First Mode In the first mode, as shown in FIG. 2, only the first brake B1 is engaged, and the other friction engagement elements are disengaged.

  The rotation of the first electric motor MG1 is controlled so that the engine rotates at an efficient rotation speed with respect to the rotation of the engine. Further, the torque of second electric motor MG2 is controlled such that a vehicle required torque determined based on a torque requested by the user is output from the output member. The rotation of the connecting shaft S is transmitted to the sun gear s2 of the second planetary gear mechanism P2. In the five-element gear device GS configured by combining the second planetary gear mechanism P2, the fourth planetary gear mechanism P4, and the fifth planetary gear mechanism P5, the rotation of the sun gear s5 of the fifth planetary gear mechanism P5 is the first. By being stopped by one brake B1, the reduction output is determined as the rotation of the ring gear r2 of the second planetary gear mechanism P2 as an output as determined by the relationship of the gear ratio of the gear unit interposed between the sun gear s5 and the ring gear r2. It is transmitted to axis O.

Second Mode In the second mode, as shown in FIG. 2, only the first clutch C1 is engaged, and the other friction engagement elements are disengaged.
When only the first clutch C1 is engaged, as described above, the intermediate shaft M and the connection shaft S are used as gear elements across the first planetary gear mechanism P1 and the second planetary gear mechanism P2. Thus, a drive transmission state of a four-element structure is realized.

  The first motor MG1 and the second motor MG2 are controlled with respect to the rotation of the engine, and the rotation of the ring gear r2 of the second planetary gear mechanism P2, which is an output element, is determined by the transmission state of this four-element structure. This output is transmitted to the output shaft O.

Third Mode In the third mode, as shown in FIG. 2, only the second clutch C2 is engaged, and the other friction engagement elements are disengaged.
By engaging only the second clutch C2, the connecting shaft S and the sun gear s4 of the fourth planetary gear mechanism P4 rotate integrally. Therefore, the second planetary gear mechanism P2 is in a directly connected state in which no shift occurs between the input element (sun gear s2) and the output element (ring gear r2).
As a result, in this mode, the rotation of the ring gear r1 of the first planetary gear mechanism P1 is directly transmitted to the output shaft O. Therefore, this mode realizes the drive transmission state of the three-element structure in the direct connection state.

Fourth Mode In the fourth mode, as shown in FIG. 2, only the second brake B2 is engaged, and the other friction engagement elements are disengaged.
Also in the fourth mode, as in the first mode, the rotation of the first electric motor MG1 is controlled so that the engine rotates at an efficient rotation speed with respect to the rotation of the engine E. The torque of the second electric motor MG2 is controlled so that the vehicle required torque determined based on the torque requested by the user is output from the output member. The rotation of the connecting shaft S is the carrier of the fourth planetary gear mechanism P4. c4 and the sun gear s2 of the second planetary gear mechanism P2. In the gear mechanism GS configured by combining the second planetary gear mechanism P2 and the fourth planetary gear mechanism P4, this increased output is transmitted to the output shaft O as the rotation of the ring gear r2 of the second planetary gear mechanism P2. .

Third Embodiment FIG. 15 shows a skeleton diagram of the gear train of this embodiment.
In the third embodiment, the sixth planetary gear mechanism P6 and the fourth brake B4 are added to the first embodiment described above, thereby reducing the speed while reducing the drive transmission state of the three-element structure. The mode is realized. In this example, the gear ratio is set so that further deceleration is performed with respect to the first mode, which is the deceleration mode in which the vehicle is decelerated in the drive transmission state of the three-element structure.

As shown in FIG. 15, the sixth planetary gear mechanism P6 is arranged on the most inferior side (opposite to the engine E) in the power transmission direction of the input shaft of the hybrid drive device 100 employed in the first embodiment. ing.
This planetary gear mechanism P6 is a double pinion type planetary gear mechanism having a sun gear s6 and a carrier c6 axis in common and having a pair of pinions and a ring gear r6 that mesh with each other.
The sun gear s6 of the planetary gear mechanism P6 is provided on the output shaft O and rotates integrally therewith. The carrier c6 rotates integrally with the ring gear r3 of the third planetary gear mechanism P3. On the other hand, the ring gear r6 is configured such that its rotation is stopped by the engagement of the fourth brake B4.

FIG. 16 shows the engagement / disengagement state of the friction engagement element in this embodiment. The first to fourth modes and the reverse mode (REV) are the same as those in the first embodiment.
The fifth mode is a mode (fifth mode) in which deceleration is performed in the drive transmission state of the added three-element structure. As shown in FIG. 16, in the fifth mode, only the fourth brake B4 is engaged.

FIG. 17 shows a velocity diagram in the fifth mode.
As can be seen from the figure, a drive transmission state of a three-element structure is formed by the first planetary gear mechanism P1 between the first electric motor MG1, the engine E, and the second electric motor MG2.
Since the ring gear r6 of the sixth planetary gear mechanism P6 is stopped by the fourth brake B4, it is input from the sun gear s2 of the second planetary gear mechanism P2, and the second planetary gear mechanism P2 and the third planetary gear mechanism P3. The rotation is transmitted to the output shaft O in a decelerated state via the sixth planetary gear mechanism P6.

Fourth Embodiment FIG. 18 shows a skeleton diagram of the gear train of this embodiment.
In the fourth embodiment, the fifth mode is formed by adding a seventh planetary gear mechanism P7 and a fourth brake B4 to the second embodiment described above.

As shown in FIG. 18, the seventh planetary gear mechanism P7 is arranged on the most inferior side (opposite to the engine) in the power transmission direction of the input shaft of the hybrid drive device 100 employed in the second embodiment. Yes.
This planetary gear mechanism P7 is a double pinion type planetary gear mechanism having a sun gear s7 and a carrier c7 axis in common and having a pair of pinions and a ring gear r7 that mesh with each other.
The sun gear s7 of the planetary gear mechanism P7 is provided on the output shaft O and rotates integrally therewith. The carrier c7 rotates integrally with the sun gear s5 of the fifth planetary gear mechanism P5. On the other hand, the ring gear r7 is configured such that its rotation is stopped by the engagement of the fourth brake B4.

  The engagement / disengagement state of the friction engagement element of this embodiment is the same as that shown in FIG. 16 described above. As shown in FIG. 16, in the fifth mode, only the fourth brake B4 is engaged.

Also in this embodiment, a drive conduction state of a three-element structure is formed by the first planetary gear mechanism P1 between the first electric motor MG1, the engine E, and the second electric motor MG2.
Then, since the ring gear r7 of the seventh planetary gear mechanism P7 is stopped by the fourth brake B4, the second planetary gear mechanism P2 and the fourth planetary gear mechanism P4 are input from the sun gear s2 of the second planetary gear mechanism P2. The rotation is transmitted to the output shaft O in a decelerated state via the fifth planetary gear mechanism P5 and the seventh planetary gear mechanism P7.
In the fourth embodiment, the seventh planetary gear mechanism P7 and the fourth brake B4 are added to the above-described second embodiment to reduce the speed while realizing a drive transmission state of a further three-element structure. The mode is realized. In this example, the gear ratio is set so that further deceleration is performed with respect to the first mode, which is the deceleration mode in which the vehicle is decelerated in the drive transmission state of the three-element structure.

Fifth Embodiment FIG. 19 shows a skeleton diagram of the gear train of this embodiment.
In the fifth embodiment, a further three-element acceleration mode is realized by adding an eighth planetary gear mechanism P8 and a fifth brake B5 to the first embodiment described above. In this example, the gear ratio is set so that further speed increase is performed with respect to the fourth mode in which the speed is increased in the drive transmission state of the three-element structure.

As shown in FIG. 19, in the hybrid drive device 100 employed in the first embodiment, an eighth planetary gear mechanism P8 is disposed between the second electric motor MG2 and the third planetary gear mechanism P3.
This planetary gear mechanism P8 is a double pinion type planetary gear mechanism having a sun gear s8 and a carrier c8 shaft in common and having a pair of pinions and a ring gear r8 that mesh with each other.
The sun gear s8 of the planetary gear mechanism P8 is provided on the connection shaft S and rotates integrally therewith. The carrier c8 rotates integrally with the sun gear s3 of the third planetary gear mechanism P3. As in the first embodiment, the carrier c8 is configured such that its rotation is stopped by the engagement of the second brake B2. On the other hand, the ring gear r8 is configured such that its rotation is stopped by the engagement of the fifth brake B5.

FIG. 20 shows the engaged / disengaged state of the frictional engagement element in this embodiment. The first to fourth modes and the reverse mode (REV) are the same as those in the first embodiment.
The sixth mode is a mode in which the speed is increased in the drive transmission state of the added three-element structure. As shown in FIG. 20, in the sixth mode, only the fifth brake B5 is engaged.

FIG. 21 shows a velocity diagram in the sixth mode.
As can be seen from the figure, a drive conduction state of a three-element structure is formed by the first planetary gear mechanism P1 between the first electric motor MG1, the engine E, and the second electric motor MG2.
Then, the ring gear r8 of the eighth planetary gear mechanism P8 is stopped by the fifth brake B5, so that the second planetary gear mechanism P2 and the third planetary gear mechanism P3 are input from the sun gear s2 of the second planetary gear mechanism P2. And the gear is configured by the eighth planetary gear mechanism P8, and the rotation is transmitted to the output shaft O in the accelerated state.

Sixth Embodiment FIG. 22 shows a skeleton diagram of the gear train of this embodiment.
In the sixth embodiment, a mode in which speed is increased in the drive transmission state of a further three-element structure is realized by adding a ninth planetary gear mechanism P9 and a fifth brake B5 to the second embodiment described above. It is a thing. In this example, the gear ratio is set so that further speed increase is performed with respect to the fourth mode in which the speed is increased in the drive transmission state of the three-element structure.

As shown in FIG. 22, the ninth planetary gear mechanism P9 is arranged between the second electric motor MG2 and the fourth planetary gear mechanism P4 in the hybrid drive apparatus 100 employed in the second embodiment.
This planetary gear mechanism P9 is a double pinion type planetary gear mechanism having a sun gear s9 and a carrier c9 axis in common and having a pair of pinions and a ring gear r9 that mesh with each other.
The sun gear s9 of the planetary gear mechanism P9 is configured to rotate integrally with the carrier c4 of the fourth planetary gear mechanism P4. The carrier c9 is configured to rotate integrally with the sun gear s4 of the fourth planetary gear mechanism P4, and is configured to rotate integrally with the connection shaft S by engagement of the second clutch C2, and further, the carrier c9. As in the second embodiment, the rotation is stopped by the engagement of the second brake B2. On the other hand, the ring gear r9 is configured such that its rotation is stopped by the engagement of the fifth brake B5.

  The state of engagement / disengagement of the friction engagement element of this embodiment is the same as that shown in FIG. 20 described above. As shown in FIG. 20, in the sixth mode, only the fifth brake B5 is engaged.

Also in this embodiment, in the sixth mode, a conduction state of a three-element structure is formed by the first planetary gear mechanism P1 between the first electric motor MG1, the engine E, and the second electric motor MG2.
Then, since the ring gear r9 of the ninth planetary gear mechanism P9 is stopped by the fifth brake B5, the second planetary gear mechanism P2 and the fourth planetary gear mechanism P4 are input from the sun gear s2 of the second planetary gear mechanism P2. , And transmitted through the fifth planetary gear mechanism P5 and the ninth planetary gear mechanism P9 in an accelerated state to the output shaft O.
[Another embodiment]
(1) In the embodiment described so far, the drive transmission state of the three-element structure is formed, the first mode is changed in the three-element deceleration mode in which the output is decelerated and transmitted to the output member, and the drive transmission state of the four-element structure is changed. The second mode is formed in the four-element direct connection mode in which the output is directly transmitted to the output member, and the third mode is formed in the three-element direct connection mode in which the drive transmission state of the three-element structure is formed and the output is directly transmitted to the output member. Although the example in which the third mode is the fourth mode in the three-element acceleration mode in which the drive transmission state of the three-element structure is formed and the output is increased and transmitted to the output member has been shown. In the relationship between the first to fourth modes, it is sufficient that the reduction ratio is small in the high mode, and as the drive transmission state, the order of three-element structure, four-element structure, three-element structure, and three-element structure is maintained. The purpose of multi-stage can be achieved The

(2) In the above-described embodiment, the fifth mode is provided on the side with the larger reduction ratio with respect to the first mode. However, there is an additional operation between the first mode and the second mode in the present application. A mode may be formed.
Similarly, with respect to the fourth mode, the sixth mode is provided on the side with a smaller reduction ratio, but an additional mode may be formed between the second mode and the fourth mode referred to in the present application. .
(3) In the above-described embodiment, an example in which the fifth mode and the sixth mode are separately provided has been described, but both of these modes may be provided.

  In the hybrid drive device, it is possible to obtain a hybrid drive device that can be further multi-moded and that has a reverse mode independently and can cope with a sudden change in driving force in switching between a plurality of travel modes. did it.

Skeleton diagram of gear train of hybrid drive device of first embodiment Table showing the operation of each friction engagement element in the first embodiment Speed diagram for normal switching Diagram showing changes in rotation speed of each element during normal switching The figure which shows the change of the torque of each element in normal switching Diagram showing changes in the output of each element during normal switching The figure which shows the coverage area of each mode in normal switching Speed diagram for 2-4 switching The figure which shows the change of the rotational speed of each element in 2-4 switching The figure which shows the change of the torque of each element in 2-4 switching The figure which shows the change of the output of each element in 2-4 switching The figure which shows the cover area | region of each mode in 2-4 switching Speed diagram in reverse mode Skeleton diagram of gear train of hybrid drive device of second embodiment Skeleton diagram of gear train of hybrid drive device of third embodiment Table showing the operation of each friction engagement element in the third embodiment Velocity diagram in the fifth mode Skeleton diagram of gear train of hybrid drive device of fourth embodiment Skeleton diagram of gear train of hybrid drive device of fifth embodiment Table showing the operation of each friction engagement element in the fifth embodiment Velocity diagram in the sixth mode Skeleton diagram of gear train of hybrid drive device of sixth embodiment

Explanation of symbols

B1 1st brake B2 2nd brake B3 3rd brake B4 4th brake B5 5th brake C1 1st clutch C2 2nd clutch D Damper E Engine I Input shaft M Intermediate shaft (input member)
O Output shaft (output member)
MG1 first motor MG2 second motor P1 first planetary gear mechanism P2 second planetary gear mechanism P3 third planetary gear mechanism P4 fourth planetary gear mechanism P5 fifth planetary gear mechanism P6 sixth planetary gear mechanism P7 seventh planetary gear mechanism P8 Eighth planetary gear mechanism P9 Ninth planetary gear mechanism S Connection shaft c Carrier s Sun gear st Stator r Ring gear rt Rotor

Claims (11)

An input member that receives driving force from the engine;
An output member that outputs drive output to the wheels;
A first electric motor and a second electric motor;
A hybrid drive device comprising a gear unit,
A first motor is connected to the first gear element of the gear unit, a connection shaft for transmitting power to the output member and the second motor are connected to the second gear element, and an input member is connected to the third gear element. A first mode in which the drive transmission state of the three-element structure is set;
A second mode in which a drive transmission state of a four-element structure in which the input member, the output member, the first electric motor, and the second electric motor are independently connected to the four gear elements of the gear unit;
A third mode for forming a drive transmission state of the three-element structure having a reduction ratio smaller than the reduction ratio of the first mode;
A hybrid drive device having a fourth mode for forming a three-element structure drive transmission state in which the reduction ratio is smaller than that in the third mode and is in an overdrive state.   In the third mode, the rotation of the second gear element is output to the output member at the same speed, and in the fourth mode, the rotation of the second gear element is increased and the output is performed in an overdrive state. The hybrid drive device according to claim 1, wherein the hybrid drive device is output to a member. The hybrid drive device according to claim 2, wherein in the first mode, the rotation of the second gear element is decelerated and output to the output member.   Regarding the second mode, the third mode, and the fourth mode, the normal mode for switching the modes in ascending order or descending order, and the third mode between the second mode and the fourth mode. The hybrid drive unit according to any one of claims 1 to 3, wherein the hybrid drive unit is configured to be capable of performing 2-4 switching, which is omitted and mutually performs mode switching. The hybrid drive device according to claim 1, comprising a reverse mode. The gear unit includes a first planetary gear mechanism that is a three-element planetary gear mechanism and a five-element gear device,
Regarding the three gear elements of the first planetary gear mechanism, the first gear element is connected to the rotor of the first motor, and the second gear element is connected to the connecting shaft and the rotor of the second motor. In the configuration in which the driving force from the input member is transmitted to the third gear element,
The second gear element of the first planetary gear mechanism is connected to the first gear element of the gear device, and the third gear element of the first planetary gear mechanism is connected to the second gear element of the gear device. The third gear element of the gear device is connected to the output member, and is configured to be engageable / non-engageable via one clutch.
2. The hybrid drive device according to claim 1, wherein the drive transmission state of the three-element structure is formed by disengagement of the first clutch and the drive transmission state of the four-element structure is formed by engagement of the first clutch. . The hybrid drive apparatus according to any one of claims 1 to 6, further comprising a fifth mode having a reduction ratio larger than that of the first mode and forming a drive transmission state of a three-element structure. The hybrid drive apparatus according to any one of claims 1 to 7, further comprising a sixth mode that is in an overdrive state, has a reduction ratio smaller than that of the fourth mode, and forms a drive transmission state of a three-element structure. Each mode is formed with a plurality of frictional engagement elements, with any one frictional engagement element engaged and the remaining frictional engagement elements disengaged. The hybrid drive device as described in any one of Claims. An input member that receives driving force from the engine;
An output member that outputs drive output to the wheels;
A first electric motor and a second electric motor;
A hybrid drive device comprising a connecting shaft for transmitting the output of the second electric motor to an output member, and a gear unit,
The gear unit includes a first planetary gear mechanism that is a three-element planetary gear mechanism, and a five-element gear device,
Regarding the first planetary gear mechanism, a rotor of a first electric motor is connected to a first gear element, the connecting shaft is connected to a second gear element, and an input member is connected to a third gear element. The gear device is configured as a planetary gear device that constitutes the first, second, third, fourth, and fifth rotating elements in order of rotational speed,
The first rotating element is selectively fixed to the case by a first brake;
The second rotating element may output an output rotation to the output member;
The third rotating element is selectively transmitted by the first clutch to rotate the input member;
The fourth rotating element is transmitted with the rotation of the connecting shaft,
The hybrid drive device, wherein the fifth rotating element is selectively fixed to the case by a second brake. An input member that receives driving force from the engine;
An output member that outputs drive output to the wheels;
A first electric motor and a second electric motor;
A hybrid drive device comprising a connecting shaft for transmitting the output of the second electric motor to an output member, and a gear unit,
The gear unit includes a first planetary gear mechanism and a gear device;
Regarding the first planetary gear mechanism, a rotor of a first electric motor is connected to a first gear element, the connecting shaft is connected to a second gear element, and an input member is connected to a third gear element. And
The gear device includes a first gear element connected to the connection shaft, a second gear element connected to the output member, and a third gear element connected to a first friction engagement element that stops rotation. A fourth gear element and a fifth gear element,
A second friction engagement element connecting the input member and a fourth gear element of the gear device;
A third friction engagement element connecting two gear elements of the gear device;
A hybrid drive device comprising a fourth friction engagement element that stops the rotation of the fifth gear element of the gear device in order to rotate the rotation speed of the output member faster than the rotation speed of the connecting shaft.

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