JP2009051264A - Power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact power output device with superior vehicle-mountability capable of improving a power performance by setting various driving modes. <P>SOLUTION: This device comprises a power distribution mechanism 4 capable of differentially rotating three elements connected to a first motor MG1, a second motor MG2 and an internal combustion engine 2 relative to each other; a first planetary gear mechanism 32 for gear change capable of differentially rotating a first input element connected to a first element of the power distribution mechanism, a first output element connected to a driving shaft and a first fixing element relative to each other; a second planetary gear mechanism 33 for gear change capable of differentially rotating a second input element connected to a second element of the power distribution mechanism, a second output element connected to the driving shaft and a second fixing element relative to each other; first fixing means for fixing the first fixing element of a first differential rotating mechanism for gear change; second fixing means for fixing the second fixing element of a second differential rotating mechanism for gear change; and a mechanism K3 for integrating the entire second planetary gear mechanism 33 for gear change. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output apparatus using an internal combustion engine and an electric motor as power sources, and more particularly, to a hybrid vehicle capable of distributing the power output from the internal combustion engine to an electric motor having a power generation function and outputting it to a drive shaft. It is related with the power output device which can be used.

  In addition to the internal combustion engine, a power output device using a motor with a power generation function as a power source is used in a hybrid vehicle. With such a configuration, the number of revolutions of the internal combustion engine is controlled by the motor, and the internal combustion engine The engine can be operated at or near the optimal fuel consumption point, and energy can be regenerated by an electric motor. When used in a vehicle, energy efficiency and fuel consumption can be improved. Can be reduced. On the other hand, part of the motive power output from the internal combustion engine may be converted into electric power, and the electric power may be further converted into mechanical power by an electric motor. There is room for improvement in this respect because loss during conversion to power is inevitable.

  An example of an apparatus capable of reducing such power loss is described in Patent Document 1. The power distribution mechanism is constituted by a planetary gear mechanism. The internal combustion engine is connected to the carrier, and the motor / generator is connected to the sun gear and the ring gear. The sun gear and the ring gear are configured to be selectively coupled to an output member such as an output shaft via a clutch mechanism.

  In the apparatus described in Patent Document 1, one motor / generator is operated as a mechanism for a reaction torque with respect to an input torque from the engine, and the other motor / generator is generated by the one motor / generator. It can function as a motor that operates with electric power. That is, each motor / generator can be selectively switched between a reaction force means and a so-called torque assist means to function. For this reason, conversion to electric power is required by selecting a motor / generator as a reaction force means and a motor / generator as a torque assist means in accordance with the required amount of driving force represented by the accelerator opening or the vehicle speed. Energy efficiency can be improved by relatively reducing the power transmission rate.

  However, in the device described in Patent Document 1, if the rotating elements to which the motors and generators are connected are both connected to a drive gear for output, the entire power distribution mechanism rotates as a unit. Therefore, power can be output to the output shaft without conversion to electric power. However, since the power transmission mode without power conversion is limited to one type, even if the power transmission efficiency is good, the fuel consumption of the internal combustion engine is not always good, and a necessary and sufficient driving force can be obtained. There will be more cases.

  Further, the apparatus described in Patent Document 1 is configured to output power to an output shaft arranged in parallel to an axis line in which the internal combustion engine and each motor / generator are arranged. It is difficult to mount on a front and rear wheel drive vehicle (FR vehicle), and when the arrangement is changed so as to be suitable for an engine front and rear wheel drive vehicle, the overall structure may increase.

Japanese Patent Laying-Open No. 2005-125876

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a power output device capable of improving power transmission efficiency without increasing the overall configuration. is there.

  The present invention is a power output device that outputs power to a drive shaft, and is an internal combustion engine, a first motor capable of inputting / outputting power, a second motor capable of inputting / outputting power, and rotation of the first motor. A first element connected to the shaft, a second element to which power is transmitted from the second motor, and a third element to which power is transmitted from the internal combustion engine, and these three elements can be differentially rotated with each other. A power distribution mechanism configured as described above; a first input element connected to the second element in the power distribution mechanism; a first output element connected to the drive shaft; and a first fixed selectively fixed. A first rotation differential rotation mechanism configured to differentially rotate the three elements with each other, a second input element connected to the first element in the power distribution mechanism, Connected to the drive shaft A second shift differential rotation mechanism having an output element and a second fixed element that is selectively fixed and configured so that these three elements can be differentially rotated with each other; and the first shift differential. First fixing means for selectively fixing the first fixing element in the rotation mechanism; second fixing means for selectively fixing the second fixing element in the second differential rotation mechanism for shifting; and the second It is a power output device provided with the integrated mechanism which unifies the whole of the differential rotation mechanism for transmission.

  Preferably, the present invention further includes a third fixing means that is arranged at least partially overlapping in the axial direction on the outer peripheral side of the power distribution mechanism, and selectively fixes the second element in the power distribution mechanism. I have.

  In the present invention, it is preferable that the rotary member integrated with the first element in the power distribution mechanism and the other rotary member integrated with the rotary shaft of the first electric motor be selectively connected. A clutch means is further provided.

  According to the present invention, power can be transmitted from the second element of the power distribution mechanism to the first input element of the first transmission differential rotation mechanism, and from the first element to the second input of the second transmission differential rotation mechanism. Power can be transmitted to the element. Then, the first fixing element of the first transmission differential rotation mechanism can be fixed by the first fixing means, and the second fixing element of the second transmission differential rotation mechanism is fixed by the second fixing means. In addition to this, since the whole of the second transmission differential rotation mechanism can be integrated by the integration mechanism, the first and second transmission differential rotation mechanisms allow the transmission gear ratio to be mutually different. Four different shift states can be set. In these four shift states, the transmission ratio of power accompanied by power conversion by each of the electric motors can be reduced, and power can be transmitted from the internal combustion engine to the drive shaft without power conversion. By setting, power loss can be reduced or suppressed. Therefore, by using the power output device of the present invention for a vehicle, the fuel efficiency of the vehicle can be improved.

  The power output apparatus according to the present invention is configured to output power to the drive shaft. In the vehicle, the drive shaft is a shaft that outputs power to the drive wheels via a propeller shaft, a final reduction gear, or the like. The power output apparatus according to the present invention includes an internal combustion engine and first and second electric motors. Examples of such internal combustion engines include gasoline engines, diesel engines, gasoline-alcohol mixtures and alcohol-fueled engines, and gas-fueled gas engines. It is a heat engine that converts it into a motive power and outputs it. Each electric motor is preferably constituted by a motor / generator having a function as a motor that outputs torque and a function as a generator that is forcedly rotated by an external force to generate an electromotive force. A synchronous motor having a permanent magnet in the rotor can be used.

  These internal combustion engines and the first and second electric motors are connected to a power distribution mechanism. The power distribution mechanism includes first to third rotating elements that rotate differentially with each other, and can be constituted by a double pinion type or single pinion type planetary gear mechanism or planetary roller mechanism as an example. These examples are so-called three-element differential mechanisms. However, in the present invention, the power distribution mechanism can also be configured by a differential mechanism having three or more rotating elements. A simple differential mechanism may be combined to form a composite differential mechanism.

  A rotation shaft of the first electric motor is connected to the first element in the power distribution mechanism. Preferably, the first element and the rotating shaft of the first electric motor are configured to be selectively connected. By configuring in this way, the drive modes that can be set increase. In addition, the power output from the second electric motor is transmitted to the second element. That is, the second element and the rotating shaft of the second electric motor may be directly connected, or a speed reduction mechanism, a speed increasing mechanism, or an appropriate transmission mechanism may be interposed therebetween. Further, the power output from the internal combustion engine is transmitted to the third element of the power distribution mechanism. That is, the third element and the output shaft of the internal combustion engine may be directly connected, but a damper mechanism, a torque converter, or the like may be interposed therebetween.

  Therefore, the power distribution mechanism is configured such that the first element and the second element become elements for causing reaction force to act on the element for output and the torque input from the internal combustion engine. Therefore, the first element is connected to the second transmission differential rotation mechanism, and the second element is connected to the first transmission differential rotation mechanism.

  The first transmission differential rotation mechanism is a differential mechanism including three rotation elements of a first input element, a first output element, and a first fixed element. For example, a double pinion type or a single pinion type This planetary gear mechanism or planetary roller mechanism can be used. The first input element is connected to the second element in the power distribution mechanism described above. Since the second element in the power distribution mechanism is configured to transmit power from the second electric motor as described above, the first input element is also connected to the second electric motor. In addition, the 1st input element and the 2nd element in a power distribution mechanism may be comprised so that it may be selectively connected with an appropriate clutch mechanism other than being always connected.

  Further, the first output element in the first transmission differential rotation mechanism is connected to the drive shaft. The first output element and the drive shaft may be connected via a mechanism capable of transmitting torque in addition to being directly connected. Furthermore, the first fixing element in the first speed-change differential rotation mechanism is selectively connected and fixed to a fixing part such as a casing. For the fixing, a first fixing means is provided, which may be a meshing clutch mechanism. With such a mechanism, no power is consumed for fixing. A brake mechanism such as a multi-plate brake or a band brake can also be used.

  On the other hand, the second transmission differential rotation mechanism may have substantially the same configuration as the first transmission differential rotation mechanism described above, and includes a second input element, a second output element, and a second fixed element. This is a differential mechanism including three rotating elements, and can be constituted by a planetary gear mechanism or a planetary roller mechanism of a double pinion type or a single pinion type as an example. The second input element is connected to the first element in the power distribution mechanism described above. Since the first element in the power distribution mechanism is connected to the rotating shaft of the first motor as described above, power is transmitted from the first motor to the second input element. In addition, the 2nd input element and the 1st element in a power distribution mechanism may be comprised so that it may be selectively connected with an appropriate clutch mechanism other than being always connected. The clutch mechanism may be a mechanism interposed between the first element of the power distribution mechanism and the rotating shaft of the first electric motor.

  Further, the second output element in the second transmission differential rotation mechanism is connected to the drive shaft. Therefore, the second output element is also connected to the first output element in the first speed-change differential rotation mechanism. The second output element and the drive shaft may be connected via a mechanism capable of transmitting torque in addition to being directly connected. Further, the second fixed element in the second speed-change differential rotation mechanism is connected and fixed to a fixed part such as a casing. That is, a second fixing means is provided between the second fixing element and the fixing portion, and the second fixing element is selectively fixed by the second fixing means. The second fixing means may be a meshing clutch mechanism or a brake mechanism such as a multi-plate brake or a band brake.

  Furthermore, the power output apparatus according to the present invention includes an integrated mechanism for integrally rotating the second transmission differential rotation mechanism. The integration mechanism is a mechanism for connecting at least two elements in the second speed-change differential rotation mechanism, and integrates the entire power distribution mechanism by preventing differential rotation of the at least two elements. Mechanism. Specifically, it is constituted by a meshing clutch mechanism or a friction clutch mechanism. When the second transmission differential rotation mechanism is locked by this integrated mechanism and is rotated as a whole, the input rotational speed and output to the so-called transmission unit constituted by the first and second differential rotation mechanisms. It is possible to set a driving state (that is, an operation mode) in which the number of revolutions is the same and no shift occurs in the transmission unit. As a result, the operation mode of the power output device as a whole increases, and it is not necessary to increase the number of differential rotation mechanisms, so that the power transmission efficiency can be improved without increasing the size of the overall configuration. .

  The power output apparatus according to the present invention preferably includes third fixing means for selectively fixing the second element in the power distribution mechanism. Therefore, the power distribution mechanism can function as a transmission that shifts the power output from the internal combustion engine and transmits it to the first transmission differential rotation mechanism or the second transmission differential rotation mechanism. In this case, the power output from the internal combustion engine is converted into electric power, and the electric power is not converted back into mechanical power, so that power loss can be reduced or suppressed. Moreover, since the third fixing means is arranged in an axially overlapping state on the outer peripheral side of the power distribution mechanism, the number of parts arranged side by side in the axial direction is reduced and the axial length as a whole is shortened. be able to.

  Furthermore, since the power output apparatus according to the present invention includes clutch means for selectively connecting the first element of the power distribution mechanism and the first electric motor, the power of the first electric motor is differentially rotated for the second speed change. Various drive modes can be set, such as avoiding the accompanying rotation of the internal combustion engine when it is transmitted to the mechanism and output to the drive shaft.

  An example of a more specific configuration is shown in FIG. FIG. 1 schematically shows an example in which a power output device 1 according to the present invention is mounted on a vehicle. The power output device 1 shown here includes an engine 2 disposed at the front of the vehicle, and an output shaft of the engine 2. A power distribution mechanism (differential rotation mechanism) 4 connected to the crankshaft 3, a motor (motor / generator) MG 1 connected to the power distribution mechanism 4, and a motor MG 1 arranged on the same axis. A motor (motor / generator) MG2 capable of generating electricity connected to the power distribution mechanism 4 via the speed reduction mechanism 5, a transmission mechanism 7 for transmitting the power from the power distribution mechanism 4 to the drive shaft 6, and a power output A hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 8 for controlling the entire apparatus 1 is provided.

  An electronic control unit (hereinafter referred to as “engine ECU”) 9 for controlling the engine 2 is provided. The engine ECU 9 is configured mainly by a microcomputer as an example, and performs calculations based on input data and data stored in advance to control the fuel injection amount, ignition timing, intake air amount, and the like of the engine 2. A command signal is output. The engine ECU 9 communicates with the hybrid ECU 8 and controls the operation of the engine 2 based on the control signal from the hybrid ECU 8, the signal from the sensor, and the like, and hybridizes data related to the operation state of the engine 2 as necessary. It outputs to ECU8.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as generators and can operate as motors, and are connected to a battery 12 that is a secondary battery via inverters 10 and 11. . The power line 13 connecting the inverters 10 and 11 and the battery 12 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 10 and 11, and the electric power generated by one of the motors MG1 and MG2 is supplied to the other. This is supplied to a motor and operated as an electric motor. Therefore, the battery 12 is charged with the electric power generated from either of the motors MG1 and MG2, and is discharged when the electric power is insufficient. Further, when the balance of power in each motor MG1, MG2 is balanced, the battery 12 is not charged / discharged.

  A motor electronic control unit (hereinafter referred to as “motor ECU”) 14 for controlling the motors MG1 and MG2 is provided. The motor ECU 14 receives signals necessary for controlling the motors MG1 and MG2, such as signals from rotational position detection sensors (resolvers) 15 and 16 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and currents not shown in the figure. A phase current applied to the motors MG1 and MG2 detected by the sensor is input, and a switching control signal to the inverters 10 and 11 is output from the motor ECU. The motor ECU 14 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 15 and 16 to calculate the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 14 communicates with the hybrid ECU 8, controls the motors MG1 and MG2 based on a control signal from the hybrid ECU 8, etc., and transmits data related to the operating state of the motors MG1 and MG2 to the hybrid ECU 8 as necessary. It is designed to output.

  The battery 12 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 17. The battery ECU 17 receives signals necessary for managing the battery 12, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 12, and a power line 13 connected to the output terminal of the battery 12. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 18 attached to the battery 12, and the like are input. The battery ECU 17 is configured to output data related to the state of the battery 12 to the hybrid ECU 8 and the engine ECU 9 by communication as necessary. Further, the battery ECU 17 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 12.

  The power distribution mechanism 4 is housed in a transmission case (not shown) together with the motors MG1, MG2, the speed reduction mechanism 5, and the speed change mechanism 7, and is disposed on the same axis as the crankshaft 3 with a predetermined distance from the engine 2. In the example shown in FIG. 1, the power distribution mechanism 4 is configured by a double pinion type planetary gear mechanism. That is, the sun gear S1 that is an external gear and the ring gear R1 that is an internal gear disposed concentrically with the sun gear S1 are meshed with each other, and one meshes with the sun gear S1 and the other meshes with the ring gear R1. And a carrier C1 that holds at least one pair of the pinion gears P11 and P12 so as to rotate and revolve. The three elements of the sun gear S1, the ring gear R1, and the carrier C1 are configured so as to be capable of differential rotation.

  The sun gear S1 in the power distribution mechanism 4 is integrated with a hollow sun gear shaft 19 extending on the opposite side (rear of the vehicle) from the engine 2, and the sun gear shaft 19 is integrated with the rotor of the motor MG1. By selectively connecting to one motor shaft 20, it is connected to the motor MG1. The power output from the engine 2 is transmitted to the ring gear R1. That is, the ring gear shaft 21 integral with the ring gear R1 is disposed on the same axis as the crankshaft 3 of the engine 2, and the ring gear shaft 21 and the crankshaft 3 are connected via the damper 22.

  Further, the carrier C1 can transmit power to and from the motor MG2. That is, the speed reduction mechanism 5 is disposed on the same axis adjacent to the power distribution mechanism 4, and the motor MG <b> 2 is disposed on the same axis between the speed reduction mechanism 5 and the engine 2. The speed reduction mechanism 5 is basically a mechanism that decelerates the power output from the motor MG2 and transmits the power to the carrier C1, and can be constituted by a planetary gear mechanism, a planetary roller mechanism, or the like as an example. In the example shown in FIG. 1, the speed reduction mechanism 5 is constituted by a single pinion type planetary gear mechanism, the carrier C0 is fixed to a fixing portion 23 such as a casing, and the sun gear S0 is connected to the rotor of the motor MG2. ing. The ring gear R0 is connected to the carrier C1 of the power distribution mechanism 4 by the connecting drum 24.

  Therefore, motor MG1 corresponds to the first electric motor of the present invention, and motor MG2 corresponds to the second electric motor of the present invention. On the other hand, the sun gear S1 in the power distribution mechanism 4 corresponds to the first element in the present invention, the carrier C1 corresponds to the second element of the present invention, and the ring gear R1 corresponds to the third element of the present invention.

  As shown in FIG. 1, a switching mechanism (clutch means) K1 for connecting and releasing the connection between the sun gear shaft 19 and the first motor shaft 20 is provided. In short, the switching mechanism K1 is a mechanism that connects the sun gear shaft 19 (sun gear S1) and the first motor shaft 20 (motor MG1) to a state where torque can be transmitted and operates so as to release the connection. It can be constituted by a dog clutch or a multi-plate clutch.

  FIG. 1 shows an example constituted by a dog clutch, in which a hub 25 integrated with the sun gear shaft 19 and a hub 26 integrated with the first motor shaft 20 are arranged adjacent to each other in the axial direction. ing. Spline teeth are formed on the outer peripheral surfaces of these hubs 25, 26, and the hubs 25, 26 are arranged so that a sleeve 27 having spline teeth meshing with the spline teeth can be moved back and forth in the axial direction. Is fitted. The stroke range of the sleeve 27 is between a position where it is spline fitted to both the hubs 25 and 26 and a position where it is spline fitted only to the hub 26 on the first motor shaft 20 side. It is configured to be performed by a type, electromagnetic type or hydraulic type actuator 28.

  Therefore, the switching mechanism K1 connects the sun gear shaft 19 (sun gear S1) and the first motor shaft 20 (motor MG1) in a state where torque can be transmitted by the sleeve 27 being spline fitted to both the hubs 25 and 26. The sleeve 27 is configured to be spline-fitted only to the hub 26 on the first motor shaft 20 side to release the connection. In the state where the switching mechanism K1 releases the connection between the sun gear shaft 19 and the first motor shaft 20, the sun gear S1 can be freely rotated without being connected to other members. Becomes a so-called free state, and as a result, no torque is transmitted via the power distribution mechanism 4, so that the engine 2 is substantially disconnected from the transmission mechanism 7.

  A brake mechanism B0 for fixing the carrier C1 in the power distribution mechanism 4 so as not to rotate is provided. The brake mechanism B0 corresponds to the third fixing means in the present invention, and is configured to selectively fix the carrier C1 by a meshing engagement mechanism, a friction type, or a friction type brake mechanism using a band. Yes. In the example shown in FIG. 1, a meshing engagement mechanism is used, and spline teeth 29A are formed on the outer peripheral surface of the connecting drum 24 integrated with the carrier C1, and the fixing portion 23 is integrated on the outer peripheral side thereof. A fixed spline 29B is provided. A sleeve 30 is disposed between the spline teeth 29A and the fixed spline 29B so as to mesh with the spline teeth 29A and the fixed spline 29B and to disengage the mesh. The sleeve 30 is configured to be moved by the actuator 28. Therefore, the brake mechanism B0 is arranged on the outer peripheral side of the power distribution mechanism 4 so as to partially overlap in the axial direction.

  The first motor shaft 20 extends from the motor MG1 to the opposite side (rear side of the vehicle) from the engine 2 and is configured to be connected to the speed change mechanism 7. A carrier shaft 31 is disposed inside the first motor shaft 20 along the central axis, and an end portion on the engine 2 side penetrates the inside of the sun gear shaft 19 that is a hollow shaft. It is connected to the carrier C1.

  Therefore, in the configuration shown in FIG. 1, the power distribution mechanism 4 is disposed on the same axis as these motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed on the same axis, and the engine 2 is motor MG2. Are disposed on the same axis and face the speed change mechanism 7 with the power distribution mechanism 4 interposed therebetween. That is, in the configuration shown in FIG. 1, components or devices such as the engine 2, the motors MG <b> 1, MG <b> 2, the power distribution mechanism 4, and the transmission mechanism 7 are arranged from the front of the vehicle, the engine 2, the motor MG <b> 2, The power distribution mechanism 4, the motor MG1, and the speed change mechanism 7 are arranged in this order. As a result, the power output apparatus can be made compact and excellent in in-vehicle performance, and in particular, the power output apparatus 1 can be excellent in in-vehicle performance on a so-called engine front and rear wheel drive vehicle.

  In the power output device 1 described above, the sun gear S1 of the power distribution mechanism 4 is connected to the transmission mechanism 7 via the sun gear shaft 19, the switching mechanism K1, and the first motor shaft 20, and the carrier C1 of the power distribution mechanism 4 is the carrier shaft. It is connected to the speed change mechanism 7 via 31. Therefore, in the power output device 1 described above, one of the sun gear S1 and the carrier C1 of the power distribution mechanism 4 is used as a reaction force element that handles the reaction force of the torque output from the engine 2, and the other is used as the transmission mechanism 7. It can be set as the output element which outputs motive power.

  For example, when the sun gear S1 is used as a reaction force element by causing the motor MG1 to function as a generator, the power distribution mechanism 4 transmits power from the engine 2 input via the ring gear R1 to the sun gear S1 side and the carrier C1 side. According to the gear ratio (ratio between the number of teeth of the sun gear S1 and the number of teeth of the ring gear R1). Further, by supplying the electromotive force of the motor MG1 to another motor MG2 and causing it to function as an electric motor, the power from the engine 2 and the power from the motor MG2 functioning as the electric motor are integrated and output from the carrier C1. . That is, power transmission accompanied by power conversion occurs. On the other hand, when the carrier C1 is used as a reaction force element by causing the motor MG2 to function as a generator, the power distribution mechanism 4 transmits the power from the engine 2 input via the ring gear R1 to the sun gear S1 side. And the carrier C1 side according to the gear ratio. Further, by supplying the electromotive force of the motor MG2 to one motor MG1 and causing it to function as an electric motor, the power from the engine 2 and the power from the motor MG1 functioning as an electric motor are integrated and output from the sun gear S1. . That is, power transmission accompanied by power conversion occurs.

  Next, the speed change mechanism 7 will be described. The speed change mechanism 7 shown in FIG. 1 is configured so that the gear ratio can be set in a plurality of stages. In particular, the speed change mechanism 7 has a configuration in which constituent members are arranged on a single axis. Yes. This type of speed change mechanism 7 can be constituted by a planetary gear mechanism or a planetary roller mechanism in which at least three rotating elements rotate differentially with each other. In the example shown in FIG. 1, two sets of planetary gear mechanisms are combined. It is configured as a compound planetary gear mechanism.

  More specifically, two sets of single-pinion type planetary gear mechanisms 32 and 33 are arranged adjacent to each other on the same axis, and the second shifting planetary gear mechanism 33 arranged closer to the motor MG1 is The sun gear S3 connected to the first motor shaft 20 and the ring gear R3, which is an internal gear arranged concentrically with the sun gear S3, corresponds to the second speed change differential rotation mechanism of the present invention; And a carrier C3 holding a pinion gear P3 meshing with the sun gear S3 and the ring gear R3 so as to be rotatable and revolved. The first shifting planetary gear mechanism 32 corresponds to the first shifting differential rotation mechanism of the present invention. The first gear planetary gear mechanism 32 is concentric with the sun gear S2 connected to the carrier shaft 31 and the sun gear S2. It has a ring gear R2 which is an internal gear arranged and a carrier C2 which holds the pinion gear P2 which is arranged between the sun gear S2 and the ring gear R2 and meshes with each other so as to rotate and revolve. . The planetary gear mechanisms 32 and 33 are connected to or shared with the carriers C3 and C2, and the carriers C3 and C2 are connected to the drive shaft 6 together.

  Switching mechanisms K2 and K3 are provided corresponding to the second planetary gear mechanism 33 and the first planetary gear mechanism 32, respectively. These switching mechanisms K2 and K3 are mechanisms for switching the connecting portions of the ring gears R3 and R2 or the mating members to be connected in the planetary gear mechanisms 32 and 33, and are used as the first fixing means and the second fixing means in the present invention. It corresponds. Further, these switching mechanisms K2 and K3 can be constituted by an engagement mechanism of an appropriate type such as a meshing type or a friction type, and in the example shown in FIG. 1, it is constituted by a dog clutch.

  First, one switching mechanism K3 corresponding to the second fixing means will be described. Spline teeth 34 are provided on the outer peripheral portion of the ring gear R3 in the second planetary gear mechanism 33, and a casing or the like is fixed on the outer peripheral side thereof. A fixed spline 35 integrated with the portion 23 is provided. A sleeve 36 is arranged between the spline teeth 34 and the fixed spline 35 so as to be reciprocated in the axial direction by the actuator 28. Spline teeth that mesh with the spline teeth 34 that are integral with the ring gear R3 and the fixed splines 35 are formed on the inner and outer peripheral surfaces of the sleeve 36, respectively. Therefore, in a state where the sleeve 36 is moved to a position where only the one of the spline teeth 34 and the fixed spline 35 is engaged, the ring gear R3 can rotate, and the sleeve 36 can rotate with the spline teeth 34 and the fixed spline 35. In the state where both are engaged, the ring gear R3 is connected to the fixing portion 23 so as to be prevented from rotating, that is, fixed.

  Next, the other switching mechanism K2 corresponding to the first fixing means of the present invention will be described. Spline teeth 37 are provided on the outer peripheral portion of the ring gear R2 in the first planetary gear mechanism 32, and a casing is provided on the outer peripheral side thereof. A fixed spline 38 integrated with the fixed portion 23 is provided. A sleeve 39 is disposed between the spline teeth 37 and the fixed spline 38 so as to be reciprocated in the axial direction by the actuator 28. Spline teeth that mesh with the spline teeth 37 that are integral with the ring gear R2 and the fixed splines 38 are formed on the inner and outer peripheral surfaces of the sleeve 39, respectively. Therefore, in a state where the sleeve 39 is moved to a position where only the one of the spline teeth 37 and the fixed spline 38 is engaged, the ring gear R2 can be rotated, and the sleeve 39 can be rotated with the spline teeth 37 and the fixed spline 38. In the state where both are engaged, the ring gear R2 is connected to the fixing portion 23 so as to be prevented from rotating, that is, fixed.

  The switching mechanism K2 corresponding to the first fixing means of the present invention also serves as a clutch mechanism for connecting the link gear R2 to the carrier C2 and integrating the entire first shifting planetary gear mechanism 32. That is, the carrier C2 or the drive shaft 6 is provided with spline teeth 40 having the same outer diameter as the spline teeth 37 integral with the ring gear R2, and these spline teeth 37, 40 are arranged adjacent to each other. When the sleeve 39 is moved to a position where it engages with both of these spline teeth 37, 40, the sleeve 39 is disengaged from the fixed spline 38 so that the ring gear R2 and the carrier C2 can rotate.

  Further, the switching mechanism K3 that selectively fixes the ring gear R3 in the second shifting planetary gear mechanism 33 also serves as an integrated mechanism that integrates the entire second shifting planetary gear mechanism 33. That is, the carrier C3 in the second shifting planetary gear mechanism 33 is provided with spline teeth 41 having the same outer diameter as the spline teeth 34 integral with the ring gear R3, and these spline teeth 34, 41 are adjacent to each other. Are arranged. When the sleeve 36 moves to the side of the spline teeth 41 integrated with the carrier C3, the sleeve 36 engages with the spline teeth 34 integrated with the spline teeth 41 and the ring gear R3, and the carrier C3 and the ring gear R3 It is configured to engage and connect them. In other words, the two planetary gear mechanisms 33 are integrated by connecting the two rotating elements in the second planetary gear mechanism 33 to each other. Therefore, the switching mechanism K3 may be configured to connect the ring gear R3 and the sun gear S3.

  The drive shaft 6 to which power is transmitted from the speed change mechanism 7 configured as described above is connected to a differential DF that is a final reduction gear, and power is output from the differential DF to the left and right rear wheels RWa and RWb. It is like that.

  The speed change mechanism 7 configured as described above can greatly reduce the axial and radial dimensions as compared with, for example, a parallel shaft type transmission. Further, the first shifting planetary gear mechanism 32 and the second shifting planetary gear mechanism 33 can be arranged on the same axis as the engine 2, the motors MG1, MG2 and the power distribution mechanism 4 on the downstream side. If the transmission mechanism 7 is used, the bearings can be simplified and the number of bearings can be reduced.

  The hybrid ECU 8 is configured as a microprocessor centered on the CPU 42. In addition to the CPU 42, the hybrid ECU 8 includes a ROM 43 that stores a processing program, a RAM 44 that temporarily stores data, an input / output boat and a communication port (not shown). I have. The hybrid ECU 8 detects the ignition signal from the ignition switch (start switch) 45, the shift position SP from the shift position sensor 47 that detects the shift position SP that is the operation position of the shift lever 46, and the depression amount of the accelerator pedal 48. The accelerator opening Acc from the accelerator pedal position sensor 49, the brake pedal position BP from the brake pedal position sensor 51 for detecting the depression amount of the brake pedal 50, and the vehicle speed V from the vehicle speed sensor 52 are input via the input port. As described above, the hybrid ECU 8 is connected to the engine ECU 9, the motor ECU 14, and the battery ECU 17 via the communication port, and communicates various control signals and data with the engine ECU 9, the motor ECU 14, and the battery ECU 17. Yes. The actuator 28 that drives the switching mechanism K1 and the switching mechanisms K3 and K2 of the transmission mechanism 7 is also controlled by the hybrid ECU 8.

  Next, the operation of the power output apparatus 1 configured as described above will be described. FIG. 2 is a chart collectively showing the operating states of the switching mechanisms K1 to K3 and the brake mechanism B0 for setting the operation mode by the power output apparatus 1 described above. “1st” to “4th” described in the left column of FIG. 2 indicate the shift speeds (speed ratios) set by the transmission mechanism 7 described above, and “1st-2nd”, “2nd-3rd”, “ Each of “3rd−4th” indicates a synchronization state between these shift speeds. Further, “4th-MG2lock” indicates that the speed change mechanism 7 is fixed so that the second motor / generator MG2 does not rotate in the fourth speed state.

  Furthermore, “◯” in the “ring fixing” column indicates that the switching mechanisms K2 and K3 are operating so that the ring gears R2 and R3 are fixed, and “○” in the “free” column. Indicates that the switching mechanisms K2 and K3 are operating so that the ring gears R2 and R3 can freely rotate without being connected to any member, and the “O” mark in the “Ring × Carrier” column indicates the ring gear It shows that the switching mechanisms K2 and K3 are operating so that R2 and R3 are connected to the carriers C2 and C3. In the column of the brake mechanism B0 and the switching mechanism K1, “◯” marks indicate an engaged state where the brake mechanism B0 fixes the carrier C1, and the switching mechanism K1 connects the sun gear S1 and the first motor / generator MG1. It shows that it is an engaged state.

  Each operation mode shown in FIG. 2 is an operation mode in a state where the engine 2 outputs power, and the first speed mode (1st) set when the vehicle on which the power output device 1 is mounted is started or at low vehicle speed. ), The ring gear R2 in the first shifting planetary gear mechanism 32 is fixed by the switching mechanism K2, the ring gear R3 in the second shifting planetary gear mechanism 33 is set in the free state, and the sun gear S1 of the power distribution mechanism 4 1 motor MG1 is connected by a switching mechanism K1. In the first speed mode, the first motor MG1 is controlled so as to function as a generator, and the second motor MG2 is controlled so as to function as an electric motor.

  Therefore, in the power distribution mechanism 4, the torque output from the engine 2 acts on the ring gear R1 and the ring gear R1 serves as an input element, and the reaction torque caused by driving the first motor MG1 as a generator on the sun gear S1 is generated. The sun gear S1 acts as a reaction force element, and the carrier C1 serves as an output element, from which torque is input to the sun gear S2 in the first speed planetary gear mechanism 32 via the carrier shaft 31. This state is shown in a collinear diagram in FIG.

  As shown in FIG. 3, the torque transmitted from the engine 2 acts on the ring gear R1, whereas the torque from the first motor MG1 acts on the sun gear S1 in the opposite direction. Therefore, the rotational speed of the engine 2 can be controlled by controlling the rotational speed of the first motor MG1. The electric power generated by the first motor MG1 is supplied to the second motor MG2 and the second motor MG2 outputs torque, which is amplified via the speed reduction mechanism 5 and transmitted to the carrier C1. The That is, a part of the power output from the engine 2 is distributed to the first motor MG1 and transmitted to the carrier C1 with power conversion by the motors MG1 and MG2. As a result, a torque obtained by synthesizing these torques appears on the carrier C1 of the power distribution mechanism 4 and is transmitted to the sun gear S2 in the planetary gear mechanism 32 for the first speed change via the carrier shaft 31.

  In the speed change mechanism 7, the ring gear R2 in the first speed change planetary gear mechanism 32 is fixed by the switching mechanism K2, while the ring speed R3 in the second speed change planetary gear mechanism 33 is in a free state. The transmission planetary gear mechanism 32 performs a speed reducing action. That is, the carrier C2 as the output element rotates at a lower speed than the sun gear S2 as the input element. The gear ratio is a value ((1 + ρ2) /) corresponding to the gear ratio (ratio between the number of teeth of the sun gear S2 and the number of teeth of the ring gear R2) ρ2 of the planetary gear mechanism constituting the first gear planetary gear mechanism 32. ρ2). Then, the torque amplified according to the gear ratio is output from the carrier C2 to the drive shaft 6.

  When the vehicle speed is gradually increased in a state where the engine speed is controlled by the first motor MG1 to a fuel efficient speed, the speed of the second motor MG2 increases and the speed of the first motor MG1 increases. It gradually decreases. Since the first motor MG1 is connected to the sun gear S3 in the second speed changing planetary gear mechanism 33, when the rotational speed of the first motor MG1 decreases, the direction opposite to the carrier C3 rotating with the drive shaft 6 is provided. The rotational speed (absolute rotational speed) of the ring gear R3 that has been rotated gradually decreases (increases in the positive rotational direction, which is the rotational direction of the carrier C3). Finally, the rotation of the ring gear C3 stops. This state is a synchronization state between the first speed mode and the second speed mode (2nd), and this is shown in a collinear diagram in FIG.

  In this state, the output of the reaction torque by the first motor MG1 and the driving torque by the second motor MG2 are stopped. By doing so, there is no difference in rotational speed between the switching mechanisms K2 and K3, and there is no torque action. Therefore, the sleeve 36 in the switching mechanism K3 is moved to move the ring gear R3 in the second speed change planetary gear mechanism 33 from the free state. Switch to the fixed state. Thereafter, the sleeve 39 in the switching mechanism K2 is moved to switch the ring gear R2 in the first shifting planetary gear mechanism 32 from the fixed state to the free state, thereby setting the second speed mode. Therefore, the switching from the first speed mode to the second speed mode is performed by switching the switching mechanisms K2 and K3 in a state where there is no difference in rotational speed between the switching mechanisms K2 and K3 and no torque is applied. Since it is performed by operating, the mode is smoothly switched without causing a shock.

  In the second speed mode, the second motor MG2 is controlled to function as a generator, and the first motor MG1 is controlled to function as an electric motor. Therefore, in the power distribution mechanism 4, the torque output by the engine 2 acts on the ring gear R1 and the ring gear R1 serves as an input element, and the reaction torque caused by driving the second motor MG2 as a generator on the carrier C1 is increased. The carrier C1 acts as a reaction force element, and the sun gear S1 serves as an output element. From here, the sun gear S3 in the planetary gear mechanism 33 for second speed change is transmitted via the sun gear shaft 19, the switching mechanism K1 and the first motor shaft 20. Torque is input to. This state is shown in an alignment chart in FIG.

  As shown in FIG. 5, the torque transmitted from the engine 2 acts on the ring gear R1, whereas the torque from the second motor MG2 acts on the carrier C1 in the opposite direction. Therefore, the rotational speed of the engine 2 can be controlled by controlling the rotational speed of the second motor MG2. Further, the electric power generated by the second motor MG2 is supplied to the first motor MG1 and the first motor MG1 outputs torque, and the torque is transmitted through the first motor shaft 20 to the second speed change planetary gear. It is added to the sun gear S3 in the mechanism 33. That is, part of the motive power output from the engine 2 is distributed to the second motor MG2, and a torque obtained by combining the reaction torque and the torque from the engine 2 appears in the sun gear S1, and further, the first torque is added to the torque. Since the torque output from the motor MG1 is added, a part of the power output from the engine 2 is transmitted to the transmission mechanism 7 with power conversion by the motors MG2 and MG1.

  In the speed change mechanism 7, the ring gear R3 in the second speed change planetary gear mechanism 33 is fixed by the switching mechanism K3. On the other hand, the ring gear R2 in the first speed change planetary gear mechanism 32 is in a free state. The transmission planetary gear mechanism 33 performs a speed reducing action. That is, the carrier C3 as the output element rotates at a lower speed than the sun gear S3 as the input element. The gear ratio is a value ((1 + ρ3) /) corresponding to the gear ratio (ratio between the number of teeth of the sun gear S3 and the number of teeth of the ring gear R3) ρ3 of the planetary gear mechanism constituting the second gearbox planetary gear mechanism 33. ρ3). Then, the torque amplified according to the gear ratio is output from the carrier C3 to the drive shaft 6. The gear ratio ρ3 of the second speed change planetary gear mechanism 33 is set to be larger than the gear ratio ρ2 of the first speed change planetary gear mechanism 32. Therefore, the speed change ratio of the speed change mechanism 7 in the second speed mode is It becomes smaller than the gear ratio in the first speed mode.

  When the vehicle speed is gradually increased in a state where the engine speed is controlled by the second motor MG2 to a speed with good fuel consumption, the speed of the first motor MG1 increases and the speed of the second motor MG2 increases. It gradually decreases. Since the first motor MG1 is connected to the sun gear S3 in the second shifting planetary gear mechanism 33, and the second motor MG2 is connected to the sun gear S2 in the first shifting planetary gear mechanism 32, each motor MG1, Due to the above-described change in MG2, the rotation speed of the sun gear S3 in the second speed change planetary gear mechanism 33 increases, and the rotation speed of the sun gear S2 in the first speed change planetary gear mechanism 32 decreases. In the process of changing the rotational speed, the rotational speed of the sun gear S2 in the first speed change planetary gear mechanism 32 coincides with the rotational speed of the carrier C2 connected to the drive shaft 6, and at the same time, the rotation of the ring gear R2. The number matches the number of rotations of the sun gear S2 and the carrier C2. In other words, the entire first speed change planetary gear mechanism 32 rotates as a unit. This state is a synchronized state between the second speed mode and the third speed mode (3rd), and this is shown in a collinear diagram in FIG.

  In this state, the output of the reaction torque by the first motor MG1 and the driving torque by the second motor MG2 are stopped. By doing so, there is no difference in rotational speed between the switching mechanisms K2 and K3, and there is no torque action. Therefore, the sleeve 39 in the switching mechanism K2 is moved, and the ring gear R2 and the carrier C2 in the first transmission planetary gear mechanism 32 are moved. And Thereafter, the sleeve 36 in the switching mechanism K3 is moved to switch the ring gear R3 in the second shifting planetary gear mechanism 33 from the fixed state to the free state, thereby setting the third speed mode (3rd). Therefore, the switching from the second speed mode to the third speed mode is performed by switching the switching mechanism K2 in a state where there is no rotational speed difference in each switching mechanism K2 and no torque is applied. Since this is performed by switching the mechanism K3 to the released state and releasing the fixation of the ring gear R3 while no torque is applied, the mode is smoothly switched without causing a shock.

  In the third speed mode, the first motor MG1 is controlled to function as a generator, and the second motor MG2 is controlled to function as an electric motor. Therefore, in the power distribution mechanism 4, the torque output from the engine 2 acts on the ring gear R1 and the ring gear R1 serves as an input element, and the reaction torque associated with driving the first motor MG1 as a generator to the sun gear S1 is generated. The sun gear S1 acts as a reaction force element and the carrier C1 serves as an output element, from which torque is input to the sun gear S2 in the planetary gear mechanism 32 for the first speed change via the carrier shaft 31. This state is shown in an alignment chart in FIG.

  As shown in FIG. 7, in the power distribution mechanism 4, the torque transmitted from the engine 2 acts on the ring gear R1, whereas the torque from the first motor MG1 acts on the sun gear S1 in the opposite direction. Therefore, the rotational speed of the engine 2 can be controlled by controlling the rotational speed of the first motor MG1. The electric power generated by the first motor MG1 is supplied to the second motor MG2, and the second motor MG2 outputs torque, which is amplified by the speed reduction mechanism 5 and transmitted to the carrier C1. That is, a part of the power output from the engine 2 is distributed to the first motor MG1 and transmitted to the carrier C1 with power conversion by the motors MG1 and MG2. As a result, a torque obtained by synthesizing these torques appears on the carrier C1 of the power distribution mechanism 4 and is transmitted to the sun gear S2 in the planetary gear mechanism 32 for the first speed change via the carrier shaft 31.

  In the speed change mechanism 7, the ring gear R2 and the carrier C2 in the first speed change planetary gear mechanism 32 are connected by the switching mechanism K3, and the entire first speed change planetary gear mechanism 32 rotates integrally. Since the ring gear R2 in the second transmission planetary gear mechanism 33 is in a free state, the torque transmitted to the sun gear S2 in the first transmission planetary gear mechanism 32 is output to the drive shaft 6 as it is. Therefore, the gear ratio is “1”.

  When the vehicle speed is gradually increased in a state where the engine speed is controlled by the first motor MG1 to a fuel efficient speed, the speed of the second motor MG2 increases and the speed of the first motor MG1 increases. It gradually decreases. In the process, the rotation speeds of the motors MG1 and MG2 coincide. Since the first motor MG1 is connected to the sun gear S3 in the second shifting planetary gear mechanism 33, and the second motor MG2 is connected to the sun gear S2 in the first shifting planetary gear mechanism 32, each motor MG1, When the rotation speed of MG2 matches, the rotation speeds of the sun gears S2 and S3 match. In the third speed mode, since the rotation speeds of the sun gear S2 and the carrier C2 in the first shift planetary gear mechanism 32 match, if the rotation speeds of the sun gears S2 and S3 match, the second shift planetary gears. The rotation speed of each rotation element in the mechanism 33 becomes the same, and the whole rotates integrally. That is, the entire planetary gear mechanisms 32 and 33 for shifting that constitute the shifting mechanism 7 rotate integrally. This state is a synchronized state between the third speed mode and the fourth speed mode (4th), and this is shown in an alignment chart in FIG.

  In this state, the output of the reaction torque by the first motor MG1 and the driving torque by the second motor MG2 are stopped. By doing so, there is no difference in rotational speed between the switching mechanisms K2 and K3, and no torque is applied. Therefore, the sleeve 36 in the switching mechanism K3 is moved, and the ring gear R3 and the carrier C3 in the second speed change planetary gear mechanism 33 are moved. And After that, the sleeve 39 in the switching mechanism K2 is moved to disconnect the ring gear R2 and the carrier C2 in the first transmission planetary gear mechanism 32, and the ring gear R3 is switched to the free state to set the fourth speed mode. Therefore, the switching from the third speed mode to the fourth speed mode is performed by switching the switching mechanism K3 in a state where there is no rotational speed difference in each switching mechanism K3 and no torque is applied. This is performed by switching the mechanism K2 to a released state and releasing the connection between the ring gear R2 and the carrier C2 in a state where no torque is applied, so that the mode is smoothly switched without causing a shock.

  In the fourth speed mode, the second motor MG2 is controlled to function as a generator, and the first motor MG1 is controlled to function as an electric motor. Therefore, in the power distribution mechanism 4, the torque output by the engine 2 acts on the ring gear R1 and the ring gear R1 serves as an input element, and the reaction torque caused by driving the second motor MG2 as a generator on the carrier C1 is increased. The carrier C1 acts as a reaction force element, and the sun gear S1 serves as an output element. From here, the sun gear S3 in the planetary gear mechanism 33 for second speed change is transmitted via the sun gear shaft 19, the switching mechanism K1 and the first motor shaft 20. Torque is input to. This state is shown in the alignment chart in FIG.

  As shown in FIG. 9, in the power distribution mechanism 4, the torque transmitted from the engine 2 acts on the ring gear R1, while the torque from the second motor MG2 acts on the carrier C1 in the opposite direction. Therefore, the rotational speed of the engine 2 can be controlled by controlling the rotational speed of the second motor MG2. Further, the electric power generated by the second motor MG2 is supplied to the first motor MG1 and the first motor MG1 outputs torque, and the torque is transmitted through the first motor shaft 20 to the second speed change planetary gear. It is added to the sun gear S3 in the mechanism 33. That is, part of the motive power output from the engine 2 is distributed to the second motor MG2, and a torque obtained by combining the reaction torque and the torque from the engine 2 appears in the sun gear S1, and further, the first torque is added to the torque. Since the torque output from the motor MG1 is added, a part of the power output from the engine 2 is transmitted to the transmission mechanism 7 with power conversion by the motors MG2 and MG1.

  Since the entire transmission mechanism 7 rotates as a whole as described above, the transmission ratio remains “1”. In this state, the second motor MG2 travels while controlling the engine speed to a fuel efficient speed, and when the vehicle speed gradually increases, the speed of the first motor MG1 increases and the second motor MG2 increases. The number of revolutions gradually decreases. Finally, the rotation speed of the second motor MG2 becomes zero. In this state, by switching the aforementioned brake mechanism B0 to the engaged state, the second motor MG2 and the carrier C1 of the power distribution mechanism 4 to which the second motor MG2 is connected are fixed so as not to rotate. The state is shown in a collinear diagram in FIG. 10, which is an operation mode in which the second motor MG2 is locked in the fourth speed mode.

  In this operation mode, the second motor MG2 is fixed, so that power transmission accompanied by power conversion does not occur, and the power distribution mechanism 4 functions as a speed increasing mechanism. That is, the sun gear S1 as an output element rotates at a higher speed than the ring gear R1 as an input element connected to the engine 2, and the speed change mechanism from the sun gear S1 through the sun gear shaft 19, the switching mechanism K1 and the first motor shaft 20 is rotated. Power is transmitted to 7. Since the entire transmission mechanism 7 rotates as a whole, the power input to the sun gear S3 is output to the drive shaft 6 as it is.

  The switching mechanism K1, which is disposed between the sun gear S1 and the first motor MG1 in the power distribution mechanism 4 and selectively connects them, drives the engine 2 as described above for so-called engine traveling. In some cases, it is always engaged. Therefore, without providing this switching mechanism K1, a configuration in which the first motor MG1 is always connected to the sun gear S1 or a so-called direct connection configuration can be achieved. On the other hand, if the switching mechanism K1 is provided so that the connection between the sun gear S1 and the first motor MG1 can be released, the engine 2 and the second motor 2 can be used when traveling with the power of the first motor MG1. The motor MG2 can be avoided from being rotated, and the first motor MG1 can be prevented from being rotated when the vehicle is driven by the power of the second motor MG2. Thus, power loss during so-called EV traveling that travels with the power of the motors MG1 and MG2 can be prevented or suppressed.

  As described above, according to the above-described power output apparatus 1 according to the present invention, the first transmission gear ratio is different depending on the transmission mechanism 7 mainly composed of two sets of the planetary gear mechanisms 32 and 33 for transmission. A speed mode or a fourth speed mode can be set, and in these operation modes, the motors MG1 and MG2 are alternately switched between the reaction force means and the torque assist means. Moreover, in the fourth speed mode, power can be transmitted from the engine 2 to the drive shaft 6 without power conversion. Therefore, by switching the operation mode according to the vehicle speed, the transmission ratio of power accompanied by power conversion in a state where the engine speed is maintained at a high fuel efficiency is reduced. In other words, since the ratio of the direct torque transmitted from the engine 2 to the drive shaft 6 only by so-called mechanical means is increased, the loss of power accompanying the power change is reduced and the overall power transmission efficiency is improved. Can do. In particular, in the operation mode in which the second motor MG2 is fixed in the fourth speed mode, the power output from the engine 2 is not converted into electric power, so that the power transmission efficiency at a high vehicle speed is improved, and the power output device 1 described above is used. The high-speed fuel consumption of vehicles equipped with can be improved.

  Moreover, since the power output device 1 according to the present invention requires only two sets of differential rotation mechanisms that constitute the speed change mechanism 7, it is possible to avoid or suppress an increase in the size of the power output device 1 as a whole. Can be improved. Furthermore, since the brake mechanism B0 is disposed so as to at least partially overlap the outer peripheral side of the power distribution mechanism 4 in the axial direction, an operation mode for locking the second motor MG2 can be set, and the entire As a result, the increase in the axial length can be avoided or suppressed to improve the on-vehicle performance.

  Furthermore, according to said motive power output device 1, the enlargement of differential DF can be prevented or suppressed. More specifically, the second motor MG2 and the carrier C1 connected to the second motor MG2 can be fixed and the power distribution mechanism 4 can function as a speed increasing mechanism. By configuring with a planetary gear mechanism of about 0.45 to 0.6, the gear ratio of the power distribution mechanism 4 in the operation mode in which the second motor MG2 is locked is 0.45 to 0.6. . On the other hand, considering the characteristics of the normal engine 2, the total gear ratio of the vehicle as a whole including the reduction ratio (difference ratio) of the differential DF in the so-called overdrive stage is preferably about 1.8. When the differential ratio is obtained under these conditions, the differential ratio is (1.8 / 0.6 = 3.0) because it is (total transmission ratio / highest speed transmission ratio). The differential having a differential ratio of this level is a differential that is normally used in a normal FR vehicle (front engine rear-wheel drive vehicle). Therefore, the differential DF has a high differential gear ratio and a high differential DF. Strengthening and enlargement can be avoided or suppressed.

  The present invention is not limited to the specific examples described above. For example, any of the gears described above can be configured by a roller, a double pinion type mechanism can be replaced with a single pinion type mechanism, and a single pinion type mechanism can be replaced with a double pinion type mechanism. You can also. An example thereof is shown in FIG. 11, and the example shown here is an example in which the planetary gear mechanism for second speed change 33 is replaced with a single pinion type planetary gear mechanism and is constituted by a double pinion type planetary gear mechanism.

  The double pinion type planetary gear mechanism can be described as having a configuration in which the positions of the carrier and the ring gear on the collinear diagram are interchanged with the single pinion type planetary gear mechanism. Therefore, the example shown in FIG. Then, the ring gear R3 in the second transmission planetary gear mechanism 33 is connected to the carrier C2 in the first transmission planetary gear mechanism 32. The switching mechanism K3 is configured to selectively fix the carrier C3 in the second speed change planetary gear mechanism 33 and to selectively connect the carrier C3 to the ring gear R3. The other configuration is the same as the configuration shown in FIG. 1, and accordingly, the same reference numerals as those in FIG. In FIG. 11, the mechanism from the second motor MG2 to the drive shaft 6 is shown by a skeleton, and other configurations are omitted.

  Therefore, even in the power output mechanism 1 configured as shown in FIG. 11, the first speed mode to the fourth speed mode, and the operation mode fixed so as not to rotate the second motor MG2 in the fourth speed mode, It can be set similarly to the power output apparatus 1 shown in FIG. The operating states of the switching mechanisms K1 to K3 and the brake mechanism B0 for setting these operation modes are set to “ring fixing” in the column of “second gear planetary gear mechanism 33” in the chart shown in FIG. Replaced by “carrier fixed”, otherwise the display is the same as in FIG. Therefore, the description of each operation mode is substantially the same as the description of the power output apparatus 1 shown in FIG. 1 described above, in which the carrier C3 and the ring gear R3 in the second gear shift planetary gear mechanism 33 are replaced. Since it can be easily understood from the above description, the description of each of these operation modes is omitted to avoid duplication.

It is a schematic structure figure showing typically an example of a power output device concerning this invention. It is a table | surface which shows collectively the operation state of the switching mechanism for setting each operation mode or the differential rotation mechanism for transmission. It is a collinear diagram for demonstrating the operation state in 1st speed mode. It is a collinear diagram for demonstrating the operation state in the synchronous state of 1st speed mode and 2nd speed mode. It is a collinear diagram for demonstrating the operation state in 2nd speed mode. It is a collinear diagram for demonstrating the operation state in the synchronous state of 2nd speed mode and 3rd speed mode. It is a collinear diagram for demonstrating the operation state in 3rd speed mode. It is a collinear diagram for demonstrating the operation state in the synchronous state of 3rd speed mode and 4th speed mode. It is a collinear diagram for demonstrating the operation state in 4th speed mode. It is a collinear diagram for demonstrating the operation state in the operation mode which fixed the 2nd motor in 4th speed mode. It is a skeleton figure which shows typically the other example of the power output device which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power output device, 2 ... Engine, 3 ... Crankshaft, 4 ... Power distribution mechanism (differential rotation mechanism), 5 ... Deceleration mechanism, 6 ... Drive shaft, 7 ... Transmission mechanism, 14 ... Electronic control unit for motors, DESCRIPTION OF SYMBOLS 19 ... Sun gear shaft, 20 ... 1st motor shaft, 21 ... Ring gear shaft, 23 ... Fixed part, 25, 26 ... Hub, 27, 30 ... Sleeve, 28 ... Actuator, 29A ... Spline tooth, 20B ... Fixed spline, 31 ... Carrier shaft 32, 33 ... planetary gear mechanism for speed change, 34 ... spline teeth, 35 ... fixed spline, 36 ... sleeve, 37 ... spline teeth, 38 ... fixed spline, 39 ... sleeve, 40 ... spline teeth, 41 ... spline teeth MG1, MG2 ... motor (motor / generator), S0, S1, S3, S2 ... sun gear, R0, R1, R3, R2 ... ring gear, C0, C1, C3, C2 ... carrier, K1, K3, K2 ... switching mechanism, B0 ... brake mechanism.

Claims (3)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
The first element connected to the rotating shaft of the first motor, the second element to which power is transmitted from the second motor, and the third element to which power is transmitted from the internal combustion engine, and these three elements A power distribution mechanism configured to be capable of differential rotation with each other;
The power distribution mechanism has a first input element connected to the second element, a first output element connected to the drive shaft, and a first fixed element that is selectively fixed, and these three elements A first transmission differential rotation mechanism configured to be capable of differential rotation with each other;
The power distribution mechanism has a second input element connected to the first element, a second output element connected to the drive shaft, and a second fixed element that is selectively fixed, and these three elements A second differential rotation mechanism configured to be capable of differential rotation with each other;
First fixing means for selectively fixing the first fixing element in the first transmission differential rotation mechanism;
Second fixing means for selectively fixing the second fixing element in the second speed change differential rotation mechanism;
A power output apparatus comprising: an integrated mechanism for integrating the entire second differential rotation mechanism for shifting.   2. The apparatus according to claim 1, further comprising third fixing means that is arranged at least partially overlapping in an axial direction on an outer peripheral side of the power distribution mechanism and selectively fixes the second element in the power distribution mechanism. The power output apparatus described.   The clutch means which selectively connects the rotating member integrated with the 1st element in the power distribution mechanism and the other rotating member integrated with the rotating shaft of the 1st electric motor is further provided. The power output apparatus according to 1.

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