JP2009166793A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device excellent in installation characteristics to a vehicle, capable of improving fuel consumption by reducing a reverse power running of an electric motor. <P>SOLUTION: The hybrid driving device 10 includes an electric differential portion 20 for controlling a differential condition between an input shaft rotational speed and an output shaft rotational speed by controlling a driving condition of a first electric motor MG1 coupled to a reaction force element, and a second electric motor MG2 coupled so as to transmit power to a power transmission path from an output element R0 of the electric differential portion 20 to a wheel 18 through a planetary-gear-type automatic transmission mechanism 22 having two or more speed gears of different transmission ratios. The hybrid driving device 10 includes a power intermitting mechanism C1 for coupling an idle element CA0 in a state where the gear stage of the smallest transmission ratio is established in the planetary-gear-type automatic transmission mechanism 22 and an input shaft of the electric differential portion 20 so as to transmit power. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid drive device, and more particularly to a technique for improving fuel consumption during high-speed traveling in a vehicle including a first electric motor and a second electric motor.

  (a) an input element connected to the prime mover, a reaction force element connected to the first electric motor, and an output element connected to the drive wheel so as to be able to transmit power, and (b) an operating state of the first electric motor By controlling the differential state between the rotational speed of the input element and the rotational speed of the output element, and (c) the drive wheel from the output element of the electrical differential section. There is known a hybrid drive device having a second electric motor connected to a power transmission path up to the above through a planetary gear type automatic transmission mechanism having a plurality of shift stages having different gear ratios. For example, this is the hybrid drive apparatus described in Patent Document 1.

International Publication No. 2005/000620 Pamphlet

  In such a hybrid drive device, the EV operation mode in which the second motor is driven with power running control and the first motor are controlled to generate power, and the second motor is controlled by power using the electric energy obtained by the power generation control. In addition to the assisted driving mode, the power is controlled in the reverse direction of the first motor during high-speed driving, etc., so that the engine speed is maintained at a predetermined low speed determined according to the fuel consumption, etc. It has a plurality of operation modes such as an O / D operation mode in which the shaft rotation speed is greatly increased to perform high-speed traveling.

  By the way, in the O / D operation mode, as described above, the reaction force element of the electric differential unit is used in order to increase the rotation speed of the output shaft connected to the output element of the electric differential unit. It is necessary to perform power running control (reverse power running) in the reverse rotation direction of the rotation speed of the first electric motor connected to. The energy for reverse powering of the first motor is, for example, controlled by power generation by the second motor, or the electric energy stored in the battery in advance is used, resulting in energy circulation or energy take-off, resulting in poor energy efficiency. As a result, fuel consumption deteriorates.

  A technique has been proposed for stopping the reaction force action of the first electric motor, that is, the reverse power running against the deterioration of the fuel consumption. Specifically, for example, (1) a brake for stopping the rotation of the output shaft of the first electric motor or the reaction force element of the electric differential unit is added, or (2) a planetary gear is added to the electric differential unit, for example. Techniques have been proposed in which a pair is added and a brake is added to any of the rotating elements of the added planetary gear pair that exist in the power transmission path from the prime mover to the first electric motor.

  In the case of (1), that is, when a brake for stopping the rotation of the reaction force element of the output shaft of the first electric motor or the electric differential portion is provided, the rotation of the first electric motor is stopped by the brake. In the case of the same engine rotation speed, the output shaft rotation speed becomes lower than that in the case where the first electric motor is rotated in the reverse direction. Therefore, it is necessary to set the gear ratio of the differential gear device higher in order to obtain optimum traveling performance. However, when the gear ratio of the differential gear device is set high, the first motor and the second motor are used to ensure the power performance of the vehicle on which the hybrid drive device is mounted when the rotation of the first motor is not stopped. Needs to be increased. For this reason, a 1st electric motor and a 2nd electric motor will enlarge, and the mounting property to a vehicle will deteriorate. Further, as the output of the first motor and the second motor increases, the thermal performance of these motors may be significantly deteriorated.

  On the other hand, in the case of (2), that is, a planetary gear pair is added to the electric differential unit, and any one of the rotating elements of the added planetary gear pair is present in the power transmission path from the prime mover to the first motor. When the brake is added to the rotating element, any rotating element existing in the power transmission path from the prime mover to the first electric motor is fixed to the transmission housing, for example, so as not to rotate by the added brake. The At this time, the rotational speed of the rotating element to which the first electric motor is connected is determined by the rotational speed of the other rotating elements, and the input element to which the prime mover is connected and the output element to which the output shaft is connected Not involved in power transmission. Therefore, it is not necessary to reversely power the first motor. However, in such an aspect, the hybrid drive device needs to include the planetary gear pair in addition, so that the hybrid drive device becomes large and mountability on the vehicle deteriorates.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to improve fuel efficiency by reducing the reverse power running of the electric motor in a vehicle including the first electric motor and the second electric motor. Therefore, an object of the present invention is to provide a hybrid drive device that can be mounted on a vehicle.

  In order to achieve such an object, the invention according to claim 1 includes: (a) an input element coupled to a prime mover, a reaction force element coupled to a first motor, and a drive wheel coupled to be capable of transmitting power. And (b) an electric differential unit that controls the differential state between the rotational speed of the input element and the rotational speed of the output element by controlling the operating state of the first motor. (C) a power transmission path from the output element of the electric differential unit to the drive wheels is connected to a power transmission path through a planetary gear type automatic transmission mechanism having a plurality of gear stages having different gear ratios so as to transmit power. And (d) a rotating element that does not participate in power transmission in a state where a gear stage having the smallest speed ratio is established in the planetary gear automatic transmission mechanism and an input of the electric differential unit. Power interruption mechanism to selectively connect elements It is characterized by providing.

  According to such a hybrid drive device, the power interrupting mechanism includes the rotating element that does not participate in power transmission and the electrical differential portion in a state in which the speed step with the smallest speed ratio is established in the planetary gear automatic transmission mechanism. In such a case, the reaction force element of the electrical differential section does not participate in power transmission in the electrical differential section. The first electric motor connected to the motor does not need to perform reverse power running, and fuel consumption can be improved.

  Preferably, in the hybrid drive device, (e) the planetary gear automatic transmission mechanism includes a first sun gear connected to the second electric motor, and a second sun gear connected to a non-rotating member via a first brake. And the first sun gear and the second sun gear, which are concentrically connected to each other and are connected to each other in a concentric state, and support the first pinion and the second pinion so that they can rotate and revolve. And a carrier selectively connected to the non-rotating member via the second brake, and a ring gear meshing with the second pinion and connected to the output member. (F) High speed due to the coupling of the first brake A side shift stage is established, and a low-speed side shift stage is established by engagement of the second brake, and (g) the power interrupting mechanism includes the carrier and the input element. Characterized in that it is provided to selectively connect between.

  In this way, the planetary gear type automatic transmission mechanism includes a so-called Ravigneaux type planetary gear device, and there is a rotating element that does not participate in power transmission when the shift stage is established. Therefore, the power interrupting mechanism can transmit power between a rotating element that does not participate in power transmission and an input element of the electrical differential section in a state where the speed step with the smallest speed ratio is established in the planetary gear automatic transmission mechanism. The same effect as in the case of claim 1 can be obtained. Further, the size of the planetary gear type automatic transmission mechanism in the axial direction can be suppressed.

  Preferably, in the hybrid drive device, (h) the electric differential unit includes a planetary gear device, (i) an input element of the electric differential unit is a carrier of the planetary gear device, and The reaction force element of the electric differential unit is a sun gear of the planetary gear unit, and the output element of the electric differential unit is a ring gear of the planetary gear unit.

  In this way, the electric differential unit includes a carrier as an input element connected to a prime mover by a planetary gear device, a ring gear as an output element connected to an output shaft, and a reaction force element connected to the first motor. And the power interrupting mechanism includes a rotating element that does not participate in power transmission in a state where the gear stage having the smallest speed ratio is established in the planetary gear type automatic transmission mechanism. The carrier which is an input element of the electrical differential section can be coupled so as to be able to transmit power, and the same effect as in the case of claim 1 can be obtained.

  Preferably, in the hybrid drive device, (j) the first electric motor, the second electric motor, the planetary gear automatic transmission mechanism, and the electric differential unit are arranged in a common uniaxial direction in a cylindrical housing. (K) The first electric motor and the second electric motor are disposed adjacent to the housing body via an integral partition wall.

  According to this configuration, in the hybrid drive device, the first electric motor, the second electric motor, the planetary gear automatic transmission mechanism, and the electric differential unit are arranged along a common axial direction in the cylindrical housing. Since the first electric motor and the second electric motor are arranged adjacent to each other via an integral partition wall, the first electric motor and the second electric motor are accommodated in the housing. Is possible. For this reason, the number of parts can be reduced to reduce the cost, the rigidity can be improved, and the generation of noise or vibration can be reduced. Further, the assembly of the first motor and the second motor and the assembly of the planetary gear type automatic transmission and / or the planetary gear unit constituting the electric differential unit can be separated, thereby improving productivity. can do.

  Preferably, the first motor and the second motor are a first motor generator and a second motor generator that function as both a generator and an electric motor.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 and 2 are diagrams for explaining a hybrid drive apparatus 10 according to an embodiment of the present invention. FIG. 1 is a view for explaining the outline of the hybrid drive apparatus 10, and FIG. 2 is a first motor generator. FIG. 3 is a diagram for explaining the positional relationship among MG1 and second motor generator MG2, housing 42, automatic transmission 22, and planetary gear unit 26.

  FIG. 1 shows an electric differential unit 20 in which a differential state between an input shaft rotational speed and an output shaft rotational speed is controlled by controlling an operation state of a first motor generator MG1 connected to a reaction force element. The second motor generator MG2 connected to the power transmission path from the output shaft of the electric differential unit 20 to the wheels 18 through the automatic transmission 22 having a plurality of gear stages having different gear ratios so as to be able to transmit power. It is a schematic block diagram which shows an example of the hybrid drive device 10 having these.

  In the hybrid drive device 10 of FIG. 1, the torque of the first driving force generation source 12 that is a main power source is transmitted to an output shaft 14 that functions as an output member, and further from the output shaft 14 via a differential gear device 16. It is transmitted to a pair of left and right drive wheels 18. Further, in this hybrid drive device 10, a second motor generator MG2 capable of selectively executing power running control for outputting driving force for traveling and power generation control for recovering energy is used as a second driving force generation source. The second motor generator MG <b> 2 is connected to the output shaft 14 via the automatic transmission 22. Therefore, the torque capacity transmitted from the second motor generator MG2 to the output shaft 14 depends on the speed ratio γs (= the rotational speed NMG2 / MG2 / the rotational speed NOUT of the output shaft 14) set by the automatic transmission 22. It can be increased or decreased. The second motor generator MG2 corresponds to a second electric motor, and the automatic transmission 22 corresponds to a planetary gear type automatic transmission mechanism.

  The first driving force generation source 12 is mainly composed of an engine 24, a first motor generator MG1, and a planetary gear device 26 for synthesizing or distributing torque between the engine 24 and the first motor generator MG1. Has been. The engine 24 is a known internal combustion engine that outputs power by burning a fuel such as a gasoline engine or a diesel engine, and an electronic control unit (E-ECU) 28 for engine control mainly composed of a microcomputer. The operation state such as the throttle valve opening, the intake air amount, the fuel supply amount, and the ignition timing is electrically controlled so as to achieve high efficiency while satisfying the required driving force. The electronic control unit 28 includes an accelerator operation amount sensor AS that detects the operation amount θACC of the accelerator pedal 27, a brake sensor BS that detects whether the brake pedal 29 is operated, and an engine that detects the rotational speed NE of the engine 24. A detection signal is supplied from the rotation speed sensor 50 or the like.

  The first motor generator MG1 is configured to selectively obtain a function as an electric motor that generates drive torque and a function as a generator, and is connected to a power storage device 32 such as a battery or a capacitor via an inverter 30. It is connected. The inverter 30 is controlled by an electronic control unit (MG-ECU) 34 for controlling the motor generator mainly composed of a microcomputer, thereby adjusting the output torque or the power generation torque (regenerative torque) of the first motor generator MG1. Alternatively, it is set. The electronic control unit 34 is supplied with detection signals from an operation position sensor SS that detects the operation position of the shift lever 35, an MG1 rotation speed sensor 48 that detects the rotation speed NMG1 of the first motor generator MG1, and the like. First motor generator MG1 corresponds to a first electric motor.

  The planetary gear unit 26 rotates the sun gear S0, the ring gear R0 arranged concentrically with the sun gear S0, and the carrier CA0 that supports the sun gear S0 and the pinion gear meshing with the ring gear R0 in a rotatable and revolving manner. It is a single pinion type planetary gear mechanism that is provided as an element and generates a known differential action. The planetary gear device 26 is provided concentrically with the engine 24 and the automatic transmission 22. Since the planetary gear device 26, the automatic transmission 22, the first motor generator MG1, and the second motor generator MG2 are all substantially symmetrical with respect to the center line, in FIG. 1 and FIG. Half are omitted.

  The crankshaft 36 of the engine 24 is connected to the carrier CA0 of the planetary gear device 26 via the damper 38 and the input shaft 25. On the other hand, the first motor generator MG1 is connected to the sun gear S0, and the output shaft 14 is connected to the ring gear R0. Carrier CA0 functions as an input element, sun gear S0 functions as a reaction element, ring gear R0 functions as an output element, and the operating state of first motor generator MG1 connected to sun gear S0, which is a reaction element, is controlled. Thus, the differential state between the input shaft rotational speed, that is, the engine rotational speed NE and the output shaft rotational speed NOUT is controlled. The electric differential unit 20 is configured by the first motor generator MG1 and the planetary gear device 26. The input shaft 25 corresponds to an input member, and the output shaft 14 corresponds to an output member. The connection relationship of the planetary gear unit 26 can be changed as appropriate, and a double pinion type planetary gear unit can be used as the planetary gear unit 26.

  The relative relationship between the rotational speeds of the rotating elements of the single pinion type planetary gear device 26 functioning as a torque combining and distributing mechanism is shown by the alignment chart of FIG. In this alignment chart, the vertical axis S0, the vertical axis CA0, and the vertical axis R0 are axes respectively representing the rotational speed of the sun gear S0, the rotational speed of the carrier CA0, and the rotational speed of the ring gear R0. The distance between the axis CA0 and the vertical axis R0 is such that when the distance between the vertical axis S0 and the vertical axis CA0 is 1, the distance between the vertical axis CA0 and the vertical axis R0 is the gear ratio ρ (the number of teeth ZS of the sun gear S0). / The number of teeth ZR of the ring gear R0).

  In the planetary gear device 26, when the reaction torque from the first motor generator MG1 is input to the sun gear S0 with respect to the output torque TE of the engine 24 input to the carrier CA0, the ring gear R0 serving as an output element is applied to the ring gear R0. Is larger than the torque TE input from the engine 24. Further, when the rotational speed (output shaft rotational speed) NOUT of the ring gear R0 is constant, the rotational speed NE of the engine 24 is continuously (steplessly) changed by changing the rotational speed NMG1 of the first motor generator MG1 up and down. Can be changed). That is, the speed ratio γo (= NE / NOUT) of the engine rotational speed NE with respect to the output shaft rotational speed NOUT can be changed steplessly by controlling the rotational speed NMG1 of the first motor generator MG1. The broken line in FIG. 3 shows a state where the rotational speed NE of the engine 24 decreases when the rotational speed NMG1 of the first motor generator MG1 is lowered from the value indicated by the solid line. Thus, control for setting the rotational speed NE of the engine 24 to, for example, the rotational speed with the best fuel efficiency can be executed by controlling the first motor generator MG1. This type of hybrid type is called mechanical distribution type or split type.

  Returning to FIG. 1, the automatic transmission 22 is mainly composed of a Ravigneaux type four-element planetary gear mechanism, that is, a planetary gear mechanism including a stepped pinion P1 having a small diameter portion and a large diameter portion. . The stepped pinion P1 is rotatably and revolved by a carrier CA1, and the second sun gear S2 and the ring gear R1 are meshed with the large diameter portion, while the first sun gear S1 is meshed with the small diameter portion. ing. The first sun gear S1 is connected to the second motor generator MG2, and the ring gear R1 is connected to the output shaft 14. The second motor generator MG2 is controlled by the electronic control unit (MG-ECU) 34 for controlling the motor generator via the inverter 40, thereby causing it to function as an electric motor or a generator. Regenerative torque) is controlled. The electronic control device 34 is supplied with a detection signal from an MG2 rotational speed sensor 46 that detects the rotational speed NMG2 of the second motor generator MG2. The small diameter portion of the stepped pinion P1 corresponds to the first pinion, and the large diameter portion corresponds to the second pinion.

  The automatic transmission 22 selectively includes a first brake B1 provided between the second sun gear S2 and the transmission housing 42 and a carrier CA1 in order to selectively fix the second sun gear S2. A second brake B2 provided between the carrier CA1 and the transmission housing 42 is provided for fixing. These brakes B1 and B2 are so-called hydraulic friction engagement devices that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are configured such that their torque capacities change continuously according to the engagement pressure generated by a hydraulic actuator or the like, and are engaged via a hydraulic control device (not shown). Controlled release.

  In the automatic transmission 22 configured as described above, the first sun gear S1 functions as an input element, and the ring gear R1 functions as an output element. When the first brake B1 is engaged, a high gear stage Hi with a gear ratio γsh greater than “1” is established, and when the second brake B2 is engaged instead of the first brake B1, the high gear stage Hi is established. A low gear stage Lo having a gear ratio γsl larger than the gear ratio γsh of Hi is established. Further, when both the first brake B1 and the second brake B2 are released, a cut-off state is established in which the second motor generator MG2 is disconnected from the output shaft 14 to cut off power transmission. The speed change between the gear stages Hi and Lo is executed based on the traveling state such as the vehicle speed V, the accelerator operation amount θACC, or the required driving force. More specifically, the gear region is determined in advance as a map (shift diagram), and control is performed so as to set one of the gears according to the detected driving state.

  FIG. 4 is a collinear diagram having four vertical axes S1, vertical axes R1, vertical axes CA1 and S2 of each rotating element of the planetary gear mechanism constituting the automatic transmission 22, The vertical axis S1, the vertical axis R1, the vertical axis CA1, and the vertical axis S2 indicate the rotation speed of the first sun gear S1, the rotation speed of the ring gear R1, the rotation speed of the carrier CA1, and the rotation speed of the second sun gear S2, respectively. Therefore, the relationship between the output shaft rotational speed NOUT and the rotational speed NMG2 of the second motor generator MG2 at each of the gear stages Hi and Lo is shown. That is, the rotational speed NMG2 of the second motor generator MG2 is constant, and the output shaft rotational speed NOUT at each gear stage Hi and Lo is compared and shown. The first brake B1 is engaged and the high gear stage Hi is When established, the output shaft rotation speed NOUT becomes the rotation speed (= NMG2 / γsh) indicated by “Hi”. Further, when the second brake B2 is engaged and the low gear stage Lo is established, the output shaft rotational speed NOUT becomes the rotational speed indicated by “Lo” (= NMG2 / γsl).

  In order to perform the shift control, an electronic control unit (T-ECU) 44 for shift control mainly including a microcomputer is provided, and the brakes B1 and B2 are engaged and disengaged through a hydraulic control unit. To do. The electronic control unit 44 is supplied with a detection signal from an output shaft rotational speed sensor 52 that detects the rotational speed NOUT of the output shaft 14 corresponding to the vehicle speed V, and also the rotational speed NMG2 of the second motor generator MG2 and the accelerator operation. Various signals such as the quantity θACC are read directly or via the electronic control devices 28 and 34.

  Further, in the hybrid drive device 10, a carrier CA0 that is an input element of the electric differential unit 20 and a carrier CA1 of the automatic transmission 22 are coupled so as to be able to transmit power via a clutch C1 as a power interrupting mechanism. Yes. The clutch C1 is a hydraulic friction engagement device, and, like the first brake B1 and the second brake B2 of the automatic transmission 22, is engaged by the shift control electronic control device 44 via the hydraulic control device. Controlled release. Further, as shown in FIG. 1, the clutch C1 is disposed between the electric differential portion 26 and the automatic transmission 22 in the axial direction, and is configured compactly without greatly increasing the axial dimension. ing.

  As described above, the automatic transmission 22 serving as a speed change mechanism has two gear speeds having different gear ratios, that is, the low gear speed Lo and the high gear speed Hi, and is established when the first brake B1 is engaged. , The carrier CA1 transmits power between the sun gear S1 as an input element to which the second motor generator is connected and the ring gear R1 as an output element. It is determined by the rotational speed of the sun gear S1 and the ring gear R1 and the number of teeth. The carrier CA1 in the high gear stage Hi is referred to as a rotating element or idling element that does not participate in power transmission.

  In such a hybrid drive device 10, three types of operation modes, Lo mode, Hi mode, and O / D mode, are possible as shown in FIG. 6, and the electronic control devices 28, 34, 44 are configured as a whole. Are functionally provided with operation mode switching control means 60, Lo mode execution means 62, Hi mode execution means 64, and O / D mode execution means 66 shown in FIG. The operation mode switching control means 60, for example, changes the Lo mode, Hi mode, O / D when changing the operation mode based on the relationship of the gear stage to the running state set in advance by the map (shift diagram) or the like. The Lo mode execution means 62, the Hi mode execution means 64, and the O / D mode execution means 66 corresponding to each mode are executed.

  The Lo mode execution means 62 is for traveling in the Lo mode, and engages the second brake B2 to set the automatic transmission 22 to the low gear stage Lo and to release the clutch C1, and to turn the second motor generator MG2 on. While the power running control is performed to apply the assist driving force to the output shaft 14, the electric energy for power running control of the second motor generator MG2 is provided mainly by the power generation control of the first motor generator MG1, and the remaining capacity SOC of the power storage device 32 is supplied. If necessary, electrical energy is taken out from the power storage device 32 or the power storage device 32 is charged. The Lo mode is executed at a relatively low vehicle speed, and power generation control (regenerative braking) is performed in a state where the first motor generator MG1 is rotated in the same positive rotation direction as the engine 24.

  The Hi mode execution means 64 is for traveling in the Hi mode, and engages the first brake B1 to set the automatic transmission 22 to the high gear stage Hi and release the clutch C1. As in the Lo mode, The second motor generator MG2 is subjected to power running control and assist driving force is applied to the output shaft 14, while the electric energy for power running control of the second motor generator MG2 is mainly provided by power generation control of the first motor generator MG1 to store power. Electrical energy is taken out from the power storage device 32 or the power storage device 32 is charged as necessary due to excess or shortage of the remaining capacity SOC of the device 32. This Hi mode is executed on the higher vehicle speed side than the Lo mode.

  FIG. 7 is a collinear diagram showing an example of the relationship between the rotating elements of the planetary gear device 26 and the automatic transmission 22 when the vehicle travels at a high speed in the Hi mode, and the planetary gear shown in FIG. The collinear diagram of the device 26 and the collinear diagram of the automatic transmission 22 shown in FIG. 4 are represented by a common vertical axis representing the rotational speed, and corresponds to the collinear diagram of the conventional hybrid drive device. As shown in FIG. 7, when the vehicle travels at a high speed, the sun gear S0 of the planetary gear unit 26 needs to rotate in the reverse direction. This is because the first motor generator MG1 connected to the sun gear S0 It means that it is necessary to power in reverse rotation. For this reason, the first motor generator MG1 consumes electrical energy, but the second motor generator MG2 requires power that exceeds the power generation amount even when it is powering or when it is generating power. In this case, since energy is taken out from the battery 32, fuel consumption may be deteriorated.

  On the other hand, in the present embodiment, when the first motor generator MG1 rotates in the reverse direction with the clutch C1 released in the Hi mode, the operation mode switching control means 60 is set to the O / D mode. The O / D mode execution means 66 is executed. That is, the O / D mode execution means 66 in FIG. 5 is for traveling in the O / D mode, and engages the first brake B1 to set the automatic transmission 22 to the high gear stage Hi and the clutch C1. And the carrier CA1, which is a rotating element that rotates idly when the automatic transmission 22 is set to the high gear stage Hi, is directly connected to the carrier CA0, which is an input element of the planetary gear unit 26 that constitutes the electrical differential unit 20. Then, it is driven to rotate integrally with the input shaft 25.

  Here, the carrier CA1 of the automatic transmission 22 rotates in order to transmit the power from the second motor generator MG2 connected to the sun gear S1 to the ring gear R1 in the Hi mode similar to the conventional case where the clutch C1 is released. However, in the present O / D mode in which the clutch C1 is connected, the output of the engine 24 is transmitted from the input shaft 25 to the carrier CA1 of the automatic transmission 22 via the carrier CA0 and the clutch C1. In the ring gear R1 of the automatic transmission 22, the power from the second motor generator MG2 input via the sun gear S1 and the power from the engine 24 input via the carrier CA1 are combined and output.

  In the O / D mode, the power of the engine 24 input to the carrier CA0 of the differential gear device 26 is input to the carrier CA1 of the automatic transmission 22 via the clutch C1, and the ring gear of the differential gear device 26 is also used. Since R0 is rotated by the ring gear R1 that is the output member of the automatic transmission 22, no power is transmitted between the members of the carrier CA0, the ring gear R0, and the sun gear S0 that are the rotating members of the differential gear device 26. . As described above, the carrier CA0 rotates at a rotational speed determined based on the rotational speed of the input shaft 25, that is, the rotational speed of the engine 24, and the ring gear R0 is a ring gear R1 that is an output member of the automatic transmission 22. Therefore, the sun gear S0 rotates at a rotational speed determined by a speed ratio γ0 determined by the relationship between the rotational speed of the ring gear R0 and the number of teeth ZS0 of the sun gear S0 and the number of teeth ZR0 of the ring gear R0. Be made.

  At this time, since power is not transmitted between sun gear S0 and carrier CA0 as described above, first motor generator MG1 connected to sun gear S0 does not need to generate torque. That is, the first motor generator MG1 is controlled so as not to generate torque, and it is not necessary to generate reaction force torque by performing regenerative braking or reverse power running.

  FIG. 8 is a collinear diagram illustrating the operating state of each part when the O / D mode is executed. As shown in FIG. 8, the carrier CA0 of the differential gear unit 26 and the carrier CA1 of the automatic transmission 22 are connected by the clutch C1 and the brake B1 is engaged. The output of the ring gear R1, which is an output member, is determined by the rotational speed of the input shaft 25 input to CA1 and the rotational speed of the second motor generator MG2 input to the sun gear S1. Further, since the ring gear R1 of the automatic transmission 22 and the ring gear R0 of the differential gear device 26 are connected and operated integrally, the sun gear S0 of the differential gear device 26 is changed from an input element to an output element in the differential gear device 26. Regardless of power transmission, the rotational speed of the sun gear S0 is determined based on the rotational speed of the carrier CA0, that is, the rotational speed of the input shaft 25, and the rotational speed of the ring gear R0, that is, the output rotational speed of the automatic transmission 22.

  Thus, according to the hybrid drive device 10 of the present embodiment, the carrier CA1 that is the idling element in the state in which the Hi mode, which is the speed step with the smallest speed ratio, is established in the automatic transmission 22 as the speed change mechanism, and the electric A clutch C1 that is a power interrupting mechanism that couples the input shaft 25 of the mechanical differential unit 20 so as to be capable of transmitting power, and when the clutch C1 is engaged, the differential that constitutes the electrical differential unit 20 Since the sun gear S0, which is the reaction force element of the gear device 26, is not involved in power transmission, the first motor generator MG1, which is the first motor connected to the sun gear S0, does not need to perform reverse power running. Efficiency can be increased, and fuel consumption can be improved particularly during high-speed driving.

  Moreover, according to the hybrid drive device 10 of the present embodiment, the automatic transmission 22 as the planetary gear type automatic transmission mechanism is connected via the first sun gear S1 connected to the second motor generator MG2 and the first brake B1. A second sun gear S2 connected to the transmission housing 42, which is a non-rotating member, and a pinion P1 having a first pinion and a second pinion meshed with each other and concentrically connected to each other. A carrier CA1 that supports the pinion P1 so that it can rotate and revolve and is selectively connected to the housing 42 via the second brake B2, and a ring gear R1 that meshes with the pinion P1 and is connected to the output member 14 And the second motor motor by selective engagement of the first brake B1 and the second brake B2. Since the Nereta MG2 to establish a small shift stage gear ratios, when the gear position of the planetary gear type automatic transmission mechanism is established, there is a rotating element which does not participate in power transmission. The clutch C1 serving as the power interrupting mechanism powers the carrier CA1, which is a rotating element not involved in power transmission in the Hi mode with the smallest gear ratio of the automatic transmission 22, and the input element CA0 of the electrical differential unit 20. The first motor generator MG1 does not need to perform reverse power running. Further, such an effect can be realized while suppressing an increase in the axial size of the planetary gear automatic transmission mechanism.

  Further, according to the hybrid drive device 10 of the present embodiment, the electric differential unit 20 includes the planetary gear unit 26, and the input element of the electric differential unit 20 is the carrier CA0 of the planetary gear unit 26, and the electric type Since the reaction force element of the differential unit 20 is the sun gear S0 of the planetary gear unit 26, and the output element of the electrical differential unit 20 is the ring gear of the planetary gear unit 26, the electrical differential unit 20 is the planetary gear unit 26. The differential action between the carrier CA0 as the input element connected to the prime mover 14, the ring gear R0 as the output element connected to the output shaft 14, and the sun gear S0 as the reaction force element connected to the first motor generator MG1. The clutch C1 is electrically different from the carrier CA1, which is a rotating element not involved in power transmission in the Hi mode of the automatic transmission 22. A carrier CA0 is input element parts 20 can be connected in a power transmission, the first motor generator MG1 is not necessary to perform the reverse power running.

  Further, according to the hybrid drive device 10 of the present embodiment, the first motor generator MG1, the second motor generator MG2, the automatic transmission 22, and the planetary gear device 26 are arranged in the common uniaxial direction in the transmission housing 42. Since the first motor generator MG1 and the second motor generator MG2 are disposed adjacent to each other in the cylindrical first housing member 42a via a partition wall 42e integrated with the first motor generator MG1 and the second motor generator MG2. The first motor generator MG1 and the second motor generator MG2 can be housed in one member. For example, as shown in FIG. 2, the housing 42 includes a first housing member 42a, a partition wall 42c attached to the first housing member 42a by a bolt 43b, a partition wall 42b attached by the bolt 43a, and a partition wall 42d attached by the bolt 43c. Since it is configured, the number of parts of the housing 42 can be reduced compared to the case where the planetary gear unit 26 of the electric differential unit 20 is provided between the first motor generator MG1 and the second motor generator. The rigidity of the hybrid drive device 10 can be improved. At the time of assembly, after the first motor generator MG1 and the second motor generator MG2 are assembled in the first housing member 42a, the partition 42c is attached, and then the automatic transmission 22 and the planetary gear unit 26 are assembled. Since it can be performed and the assembly of the planetary gear device can be separated, the productivity can be improved.

  In the above-described embodiment, the rotation of the sun gear S0 of the planetary gear unit 26 is not prohibited by providing a brake that engages the output shaft of the first motor generator MG1 and the housing 42. The rotational speed of the carrier CA0 to which the engine 24 is connected is not affected by the rotational speed of the sun gear S0, and the engine 24 can be operated with good combustion efficiency.

  In the above-described embodiment, the clutch C1 is disposed as a single clutch in the dead space between the automatic transmission 22 and the planetary gear unit 26 constituting the electrical differential unit 20 in the axial direction. A compact configuration can be achieved without increasing the axial dimension, and mounting on a vehicle is not easily impaired.

  Further, in the above-described embodiment, the carrier CA0, which is the idler element in the state where the high gear stage Hi having the smallest speed ratio of the automatic transmission 22 is established, and the input shaft 25 of the electrical differential section 26 are connected. Since the single clutch C1 is provided as a power interrupting mechanism for connecting the two to each other so that power can be transmitted, the fuel efficiency can be improved at a lower cost than the conventional hybrid drive device.

  In the above-described embodiment, as shown in FIG. 2, the hybrid drive device 10 is assembled with the first motor generator MG1 and the first motor generator MG1 in the axial direction from the front side, that is, from the side close to the engine 24. The two motor generators MG2, the automatic transmission unit 22, and the planetary gear unit 26 are arranged in series in the order of the planetary gear pairs, so that the housing part 42 for housing the first motor generator MG1 and the second motor generator MG2 is integrated. Can be In this way, the cost can be reduced by reducing the number of parts, and the noise and vibration can be reduced by improving the rigidity of the hybrid drive device. Further, since the assembly of the first motor generator MG1 and the second motor generator MG2 and the assembly of the plurality of planetary gear pairs can be separated, the productivity of the hybrid drive device can be improved.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, the engine 34 is used as the input member of the electric differential unit 20, but the engine 34 is applicable to any type of internal combustion engine such as a gasoline engine or a diesel engine. be able to. In addition, a driving force source other than the internal combustion engine such as an electric motor or a motor generator may be employed as the other main driving force source.

  In the above-described embodiment, the electric differential unit 20 is configured using, for example, the single pinion type differential gear device 26, but is not limited thereto. For example, it may be configured with a single planetary gear device of a double pinion type, or may be configured with a plurality of planetary gear devices. Further, various modes are possible, such as a bevel gear type differential device can be used.

  In the above-described embodiments, the first electric motor and the second electric motor are rotary electric machines, and a motor generator capable of selectively obtaining the functions of the electric motor and the generator is preferably used. However, the present invention is not limited, and an electric motor or a generator can be used as one of the electric motors depending on the mode of operation. A 1st electric motor and a 2nd electric motor can also be comprised using both an electric motor and a generator.

  In the above-described embodiment, in the state where Hi, which is the speed step with the smallest speed ratio in the automatic transmission 22, is established, the carrier CA1 is a rotating element that does not participate in power transmission, but is not limited thereto. The other rotating element may not be involved in power transmission.

  In the above-described embodiment, the clutch C1 serving as the power interrupting mechanism is a single clutch, and the rotating element that does not participate in power transmission in a state where the speed ratio with the smallest speed ratio is established in the speed change mechanism, Although it is configured to directly connect the input shaft of the electrical differential section, the present invention is not limited to such a mode. For example, the rotary element that does not participate in power transmission and an input shaft are connected via a gear mechanism such as a planetary gear device, and the power transmission state and the power cutoff state can be switched by a power interrupting mechanism such as a clutch or a brake. Various embodiments are possible, such as the

It is a schematic block diagram of the hybrid drive device to which this invention was applied. FIG. 2 is a diagram for specifically explaining the relationship between the positions of motor generators MG1 and MG2 and the positions of planetary gear pairs such as an automatic transmission and a planetary gear device in the hybrid drive device of FIG. FIG. 6 is a collinear diagram illustrating the operation of the planetary gear device provided in the first driving force generation source of the hybrid drive device of FIG. 1. 2 is a collinear diagram illustrating a plurality of gear stages Lo and Hi of an automatic transmission provided between a second motor generator MG2 and an output shaft in the hybrid drive device of FIG. FIG. 2 is a block diagram illustrating functions provided in a control device that controls the hybrid drive device of FIG. 1 with respect to a plurality of operation modes. It is a figure explaining the engagement state of the engagement apparatus in each of several operation modes and each mode of the hybrid drive device of FIG. FIG. 7 is a collinear diagram illustrating a relationship between rotational speeds of rotating elements of the planetary gear device and the automatic transmission in the Hi mode of FIG. 6. FIG. 7 is a collinear diagram illustrating the relationship between the rotational speeds of the rotating elements of the planetary gear device and the automatic transmission in the O / D mode of FIG. 6.

Explanation of symbols

10: Hybrid drive device (vehicle drive device)
14: Output shaft (output member)
18: Drive wheel (wheel)
20: Electric differential unit 22: Automatic transmission (transmission mechanism)
25: Input shaft (input member)
60: Operation mode switching control means MG1: First motor generator (first electric motor)
MG2: second motor generator (second electric motor)
C1: Clutch (power intermittent mechanism)

Claims (4)

An input element connected to the prime mover, a reaction force element connected to the first electric motor, and an output element connected to the drive wheel so as to be able to transmit power, and the operating state of the first electric motor is controlled An electric differential unit in which a differential state between the rotational speed of the input element and the rotational speed of the output element is controlled;
A second electric motor coupled to a power transmission path from the output element of the electric differential section to the drive wheels via a planetary gear type automatic transmission mechanism having a plurality of gear stages having different gear ratios;
In a hybrid drive device having
A power intermittent mechanism that selectively connects a rotating element that does not participate in power transmission and an input element of the electrical differential section in a state where a gear stage having the smallest gear ratio is established in the planetary gear automatic transmission mechanism; The hybrid drive device characterized by this. The planetary gear type automatic transmission mechanism includes a first sun gear connected to the second electric motor, a second sun gear connected to a non-rotating member via a first brake, and the first sun gear and the second sun gear, respectively. A first pinion and a second pinion that are meshed, concentrically connected to each other and having different numbers of teeth, and support the first pinion and the second pinion so that they can rotate and revolve, and are supported by a non-rotating member via a second brake. A carrier that is selectively connected; and a ring gear that meshes with the second pinion and that is connected to the output member; and a high-speed side shift stage is established by the coupling of the first brake; and by the engagement of the second brake To establish a low-speed gear
The power interrupt mechanism selectively connects between the carrier and the input element.
The hybrid drive device according to claim 1. The electric differential unit includes a planetary gear device,
The input element of the electric differential unit is the carrier of the planetary gear unit, the reaction force element of the electric differential unit is the sun gear of the planetary gear unit, and the output element of the electric differential unit is the The hybrid drive device according to claim 1, wherein the hybrid drive device is a ring gear of a planetary gear device. The first electric motor, the second electric motor, the planetary gear type automatic transmission mechanism, and the electric differential unit are arranged in series in order along a common uniaxial direction in a cylindrical housing,
4. The hybrid drive device according to claim 1, wherein the first electric motor and the second electric motor are disposed adjacent to a housing body via an integral partition wall. 5.

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