JP2009292225A - Drive system for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive system for a hybrid vehicle advantageous for miniaturization of the system and capable of enhancing mountability to the vehicle. <P>SOLUTION: The drive system 2 for the hybrid vehicle 1 gear-shifts motive power from an internal combustion engine 3 and transmits it to a drive wheel 6. The internal combustion engine 3 is connected through a ring gear R1 of a first planetary gear mechanism 20, a ring gear R3 of a third planetary gear mechanism 40 and a clutch 51. A first MG 4 is connected to a sun gear S1 of the first planetary gear mechanism 20 and a second MG5 is connected to a carrier C1 of the first planetary gear mechanism 20, a sun gear S2 of a second planetary gear mechanism 30 and a carrier C3 of the third planetary gear mechanism 40 respectively. An output shaft 7 for transmitting the motive power to the drive wheel 6 is connected to the carrier C2 of the second planetary gear mechanism 30 and the sun gear S3 of the third planetary gear mechanism 40 respectively, and the ring gear R2 of the second planetary gear mechanism 30 is connected to a brake 50. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a drive device for a hybrid vehicle that includes an internal combustion engine, a first electric motor, and a second electric motor, and that shifts power from the internal combustion engine and transmits the power to drive wheels.

  It is mounted on a vehicle equipped with an internal combustion engine, a first motor generator, and a second motor generator, has a plurality of parallel gears and a dog clutch, and changes the combination of these rotating elements to change the power from the internal combustion engine. A transmission system is known (see Patent Document 1). In addition, Patent Documents 2 to 5 exist as prior art documents related to the present invention.

JP 2006-327377 A JP 2007-296880 A JP 2007-83934 A JP 2007-30579 A JP 2004-3549 A

  In the device of Patent Document 1, since the transmission system is configured by a plurality of parallel gears and dog clutches, the size of the transmission system is increased.

  Accordingly, an object of the present invention is to provide a drive device for a hybrid vehicle that is advantageous for downsizing the device and that can be mounted on a vehicle.

  A drive device for a hybrid vehicle of the present invention is a drive device for a hybrid vehicle that includes an internal combustion engine, a first electric motor, and a second electric motor, and shifts power from the internal combustion engine and transmits it to drive wheels. A first planetary gear mechanism, a second planetary gear mechanism, a third planetary gear mechanism, a brake, a clutch capable of interrupting power transmission, and an output member for transmitting power to the drive wheel. The internal combustion engine is connected to the rotating element of either the ring gear or the carrier of the first planetary gear mechanism, and the sun gear of the third planetary gear mechanism among the ring gear or carrier of the third planetary gear mechanism. Is connected to one of the rotating elements to be rotated in the same direction via the clutch, the first electric motor is connected to the sun gear of the first planetary gear mechanism, and the second electric motor is One of the rotating elements of the ring gear or carrier of the first planetary gear mechanism, the sun gear of the second planetary gear mechanism, and the other rotating element of the ring gear or carrier of the third planetary gear mechanism The output members are connected to the carrier of the second planetary gear mechanism and the sun gear of the third planetary gear mechanism, respectively, and the ring gear of the second planetary gear mechanism can be prohibited from rotating by the brake. Thus, the above-described problem is solved by being connected to the brake.

  According to the drive device of the present invention, the power from the internal combustion engine is shifted using only the three planetary gear mechanisms, the brakes, and the clutch, so that the device is smaller than the case where a plurality of parallel gears are used. Can be Therefore, the mounting property to a vehicle can be improved.

  The first planetary gear mechanism and the second planetary gear mechanism are of a single pinion type, the third planetary gear mechanism is of a double pinion type, the ring gear of the first planetary gear mechanism, the internal combustion engine, and the third planetary gear. When the ring gear of the mechanism is connected and the carrier of the first planetary gear mechanism is connected to the second motor, the sun gear of the second planetary gear mechanism, and the carrier of the third planetary gear mechanism, the first to third planets Rotating speed of the ring gear of the second planetary gear mechanism, the output member, the carrier of the second planetary gear mechanism, the rotational speed of the sun gear of the third planetary gear mechanism, Rotational speed of ring gear of first planetary gear mechanism and ring gear of third planetary gear mechanism, carrier of second motor and first planetary gear mechanism, sun gear of second planetary gear mechanism, and third planet Rotational speed of the carrier car mechanism, can be arranged in order of rotational speed of the sun gear of the first motor and the first planetary gear mechanism. In this case, the rotation speed of the first electric motor is changed to 0 by changing the rotation speed of the first electric motor in a state where the rotation of the ring gear of the second planetary gear mechanism is prohibited by the brake and the clutch is released. Can be generated. Further, in a state where the brake is released and the clutch is engaged, a state where the rotation speed of the first motor is 0 and a state where the rotation speed of the second motor is 0 can be generated. As is well known, when the rotational speed of the electric motor is zero, it is not necessary to convert a part of the power of the internal combustion engine into electric power or output the power in the electric motor. Therefore, the theoretical transmission efficiency can be made 1. Therefore, according to this drive device, power transmission efficiency can be improved, and fuel consumption and power performance can be improved.

  In one form of the drive device according to the present invention, the first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism are arranged in a manner close to the internal combustion engine from the first planetary gear mechanism, the third planetary gear mechanism, and the third planetary gear mechanism. The planetary gear mechanism and the second planetary gear mechanism may be arranged in this order (Claim 2). In this case, it is possible to reduce the number of rotation transmitting members that should pass through the insides of the sun gear of the second planetary gear mechanism and the sun gear of the third planetary gear mechanism. Therefore, the size of the second planetary gear mechanism and the third planetary gear mechanism can be further reduced, and the degree of freedom in selecting the gear ratio of these planetary gear mechanisms can be increased.

  In one form of the drive device of the present invention, the first planetary gear mechanism is a double pinion type planetary gear mechanism, and the ring gear of the first planetary gear mechanism includes the second electric motor and the second planetary gear mechanism. A sun gear and a carrier of the third planetary gear mechanism are connected to each other, and the carrier of the first planetary gear mechanism is connected to the internal combustion engine and via the ring gear and the clutch of the third planetary gear mechanism. An auxiliary machine that is connected and driven by using the power of the internal combustion engine may be further connected to the carrier of the first planetary gear mechanism. The first planetary gear mechanism is a double pinion type, the ring gear is connected to the second motor, the sun gear of the second planetary gear mechanism, and the carrier of the third planetary gear mechanism, and the carrier is connected to the internal combustion engine, thereby A connecting member for connecting the ring gear of the first planetary gear mechanism and the second electric motor, the sun gear of the second planetary gear mechanism, and the carrier of the third planetary gear mechanism to one side of the planetary gear mechanism, and the first planetary gear, respectively. Connection members for connecting the carrier of the mechanism to the internal combustion engine can be respectively arranged. In this case, since only the connecting member for connecting the sun gear of the planetary gear mechanism and the first electric motor is disposed on the other side of the first planetary gear mechanism, the power of the internal combustion engine is supplied from the other side via the carrier. Can be taken out. Therefore, the auxiliary machine can be driven using the power of the internal combustion engine.

  As described above, according to the drive device of the present invention, since the power from the internal combustion engine is shifted using only the three planetary gear mechanisms, the brakes, and the clutches, the device can be reduced in size. The mounting property on the vehicle can be improved. In the drive device of the present invention, the state in which the rotation speed of the first motor or the second motor is zero can be generated three times by appropriately operating the brake, the clutch, and the first motor. In this case, since the theoretical transmission efficiency of the drive device is 1, power transmission efficiency can be improved, and fuel consumption and power performance can be improved.

(First form)
FIG. 1 shows an outline of a vehicle in which a drive device according to a first embodiment of the present invention is incorporated. As shown in FIG. 1, the vehicle 1 is configured as a so-called hybrid vehicle. The vehicle 1 is provided with a driving device 2 for traveling. The driving device 2 includes an internal combustion engine 3, a first motor generator (hereinafter sometimes referred to as a first MG) 4 as a first electric motor, and a second motor generator (hereinafter referred to as a second MG) as a second electric motor. 5), an output shaft 7 as an output member for outputting power to the drive wheels 6 of the vehicle 1, and these elements are connected, and the power from the internal combustion engine 3 is shifted and output. And a speed change mechanism 10 that outputs to the shaft 7. The output shaft 7 is connected to a differential device 8 that allows differential rotation of the left and right drive wheels 6.

  The internal combustion engine 3 is configured as a spark ignition type multi-cylinder internal combustion engine. 1st MG4 is comprised so that the function as an electric motor and the function as a generator may be produced. A battery (not shown) is electrically connected to the first MG 4 via an inverter (not shown), and the output torque or regenerative torque of the first MG 4 is appropriately set by controlling the inverter. 1st MG4 has the stator 4a and the rotor 4b which were provided coaxially mutually. The stator 4a is fixed to the casing 9 so as not to rotate. Similarly to the first MG 4, the second MG 5 has a stator 5 a and a rotor 5 b provided coaxially with each other, and the stator 5 a is fixed to the casing 9 so as not to rotate.

  The speed change mechanism 10 includes a first planetary gear mechanism 20, a second planetary gear mechanism 30, a third planetary gear mechanism 40, a brake 50, and a clutch 51 capable of intermittently transmitting and receiving power. The first planetary gear mechanism 20 includes a sun gear S1 as an external gear, a ring gear R1 as an internal gear disposed coaxially with the sun gear S1, and a pinion gear that meshes with the sun gear S1 and the ring gear R1, respectively. 21 and a carrier C1 that holds the sun gear S1 so as to be capable of revolving. Similarly, the second planetary gear mechanism 30 meshes with the sun gear S2 as an external gear, the ring gear R2 as an internal gear disposed coaxially with the sun gear S2, and the sun gear S2 and the ring gear R2. And a carrier C2 that holds the pinion gear 31 so as to be capable of rotating and revolving around the sun gear S2. That is, the first planetary gear mechanism 20 and the second planetary gear mechanism 30 are single pinion type planetary gear mechanisms. On the other hand, the third planetary gear mechanism 40 is a first gear that revolves around the sun gear S3 while meshing with the sun gear S3, a sun gear S3 that is an external gear, a ring gear R3 that is arranged coaxially with the sun gear S3. The pinion gear 41, the second pinion gear 42 that revolves around the sun gear S3 while meshing with the first pinion gear 41 and the ring gear R3, respectively, the first pinion gear 41 and the second pinion gear 42 can rotate, and the sun gear S3 And a carrier C3 that holds the surroundings in a rotatable manner. The third planetary gear mechanism 40 is a double pinion type planetary gear mechanism in which two planetary gears 41 and 42 that mesh with each other between the sun gear S3 and the ring gear R3 are interposed.

  Connections between the rotating elements of the speed change mechanism 10 and the internal combustion engine 3, the first MG4, the second MG5, and the output shaft 7 will be described. As shown in FIG. 1, the internal combustion engine 3 is connected to the ring gear R 1 and is connected to the ring gear R 3 via the clutch 51. Therefore, the ring gear R3 is synchronized with the internal combustion engine 3 when the clutch 51 is engaged, and becomes free when the clutch 51 is released. The rotor 4b of the first MG 4 is connected to the sun gear S1. The rotor 5b of the second MG 5 is connected to the carrier C1, the sun gear S2, and the carrier C3. The output shaft 7 is connected to the carrier C2 and the sun gear S3. The ring gear R2 is connected to the casing 9 via the brake 50. Therefore, the ring gear R2 is prohibited from rotating when the brake 50 is operated and the ring gear R2 and the brake 50 are engaged, and becomes free when the engagement is released.

  Next, with reference to FIGS. 2 to 7, an operation mode that can be executed by combining the operating states of the brake 50 and the clutch 51 in the drive device 2 will be described. In the driving device 2, a low geared low mode, a high geared high mode, and a low-high mode when switching between these modes are selectively executed. FIG. 2 shows an engagement table in which these three operation modes are associated with the operating states of the brake 50 and the clutch 51. As shown in FIG. 2, in the Low mode, the brake 50 is held in the engaged state, and the clutch 51 is held in the released state. In the Low-High mode, both the brake 50 and the clutch 51 are held in the engaged state. In the high mode, the brake 50 is held in the released state, and the clutch 51 is held in the engaged state.

  3 to 7 show examples of collinear charts in the respective modes. The collinear diagram is a well-known one that can represent the rotational speed of each rotating element as a straight line when the rotating elements of a differential mechanism such as a planetary gear mechanism are arranged at intervals based on the gear ratio (speed ratio). . In the following description, “ENG” in the figure means the internal combustion engine 3, “MG1” means the first MG4, “MG2” means the second MG5, and “OUT” means the output shaft 7. In addition, “S1 to S3”, “R1 to R3”, and “C1 to C3” in the drawing are the sun gears S1 to S3, the ring gears R1 to R3, and the carriers C1 to C3 of the planetary gear mechanisms 20, 30, and 40 described above. Each means C3. 3 to 7 indicate the torque acting on the rotating element. Hereinafter, each mode will be described with reference to these drawings in order. 3 to 7, the rotation speed of the internal combustion engine 3 is constant.

  FIG. 3 shows an example of an alignment chart in the Low mode. In the Low mode, the brake 50 is held in the engaged state and the clutch 51 is held in the released state. Therefore, the rotation speed of the ring gear R2 disposed on the leftmost side in the alignment chart of FIG. The The power from the internal combustion engine 3 is transmitted only to the ring gear R1. Therefore, the power from the internal combustion engine 3 is first shifted at a gear ratio between the ring gear R1 of the first planetary gear mechanism 20 and the carrier C1, and then between the sun gear S2 and the carrier C2 of the second planetary gear mechanism 30. And is output to the drive shaft 7. When the rotational speed of the first MG 4 is gradually changed upward in FIG. 3 in this Low mode, the rotational speed of the first MG 4 becomes zero as shown in FIG. FIG. 4 shows another example of the alignment chart in the Low mode. In the state shown in FIG. 4, since the rotational speed of the first MG 4 can be reduced to 0, it is not necessary to convert a part of the power of the internal combustion engine 3 into electric power or output the power by the first MG 4. Therefore, the theoretical transmission efficiency can be made 1. In other words, the input power can be output as it is. Therefore, useless power consumption in the drive device 2 can be prevented. Such a state where the theoretical transmission efficiency is 1 is also called a mechanical point.

  When the rotation speed of the first MG 4 is further changed upward in FIG. 3 in the Low mode, the rotation speeds of the respective rotation elements are arranged on a single straight line as shown in FIG. In this state, the clutch 51 is switched from the released state to the engaged state. That is, FIG. 5 shows an alignment chart in the Low-High mode. Thereafter, in order to increase the rotation speed of the output shaft 7, since the rotation speed of the internal combustion engine 3 is constant, it is necessary to change the rotation speeds of the first MG4 and the second MG5 downward in FIG. Therefore, the brake 50 is switched from the engaged state to the released state. Thereby, the drive device 2 is switched to the High mode.

  FIG. 6 shows an example of a nomograph in the high mode. FIG. 6 shows a state in which the rotational speeds of the first MG 4 and the second MG 5 are changed downward from FIG. 5 from the state of FIG. 5, and the rotational speed of the first MG 4 becomes zero. As in the case of FIG. 4 described above, in this case as well, the rotation speed of the first MG 4 becomes 0, so that unnecessary power consumption in the drive device 2 can be prevented. After that, when the rotation speed of the first MG 4 is further changed downward in FIG. 6 in order to change the rotation speed of the output shaft 7 upward in FIG. 6 from the state of FIG. 6, the next is as shown in FIG. In this state, the rotation speed of the second MG 5 becomes zero. That is, FIG. 7 shows another example of the alignment chart in the high mode. In the state shown in FIG. 7, the rotation speed of the second MG 5 becomes 0. In this case as well, wasteful power consumption in the drive device 2 can be prevented as in the case of FIGS. 4 and 6.

  FIG. 8 is a diagram showing the theoretical transmission efficiency in each operation mode with respect to the total gear ratio, that is, the ratio between the rotational speed of the internal combustion engine 3 and the rotational speed of the output shaft 7. As described above, in the driving device 2, the rotational speed of the first MG 4 or the second MG 5 becomes 0 when the alignment chart is in each state of FIGS. Therefore, when the relationship between the theoretical transmission efficiency and the total gear ratio is shown, three mechanical points MP1, MP2, and MP3 at which the theoretical transmission efficiency becomes 1 are generated. Note that the mechanical point MP1 of FIG. 8 is when the alignment chart is in the state of FIG. 4, and the mechanical point MP2 is when the alignment chart is of the state of FIG. The mechanical point MP3 is when the alignment chart is in the state of FIG.

  As described above, in the drive device 2 of the first embodiment, the power from the internal combustion engine 3 is shifted by the three planetary gear mechanisms 20, 30, and 40, so that the device can be miniaturized. Therefore, the mounting property to the vehicle 1 can be improved. Further, as shown in FIG. 8, in the driving device 2, three mechanical points are generated. Therefore, since the theoretical transmission efficiency can be set to 1 at these mechanical points MP1, MP2, and MP3, fuel consumption and power performance can be improved.

(Second form)
FIG. 9 shows a skeleton diagram of a vehicle in which the drive device according to the second embodiment of the present invention is incorporated. In addition, in this form, the same code | symbol is attached | subjected to a common part with a 1st form, and description is abbreviate | omitted. As shown in FIG. 9, in this embodiment, the first planetary gear mechanism 20, the second planetary gear mechanism 30, and the third planetary gear mechanism 40 are connected to the first planetary gear mechanism 20, the third planetary gear mechanism 40 from the side close to the internal combustion engine 3. The point which is arrange | positioned in order of the planetary gear mechanism 40 and the 2nd planetary gear mechanism 30 differs from a 1st form. Other than that is the same as the first embodiment.

  As apparent from FIG. 9, in the second embodiment, the rotation shaft to be passed through the sun gear S <b> 3 of the third planetary gear mechanism 40 and the sun gear S <b> 2 of the second planetary gear mechanism 30 as compared with the first embodiment. The number can be reduced. Therefore, compared with the first embodiment, the size of the second planetary gear mechanism 30 and the third planetary gear mechanism 40 can be further reduced, and the degree of freedom in selecting the gear ratio of these planetary gear mechanisms 30 and 40 can be increased. Can do.

(Third form)
FIG. 10 shows a skeleton diagram of a vehicle in which a driving apparatus according to the third embodiment of the present invention is incorporated. In addition, in this form, the same code | symbol is attached | subjected to the part which is common in each form mentioned above, and description is abbreviate | omitted. In the third embodiment, the first planetary gear mechanism 20 is a double pinion type planetary gear mechanism in which the first pinion gear 21 and the second pinion gear 22 are interposed between the sun gear S1 and the ring gear R1. Different from each form. Thus, by changing the 1st planetary gear mechanism 20 to the double pinion type planetary gear mechanism, the rotation directions of the carrier C1 and the ring gear R1 are opposite to those of the above-described embodiments. Therefore, in the third embodiment, the carrier C1 is connected to the internal combustion engine 3, and the ring gear R1 is connected to the rotor 5b of the second MG5, the sun gear S2, and the carrier C3. The connection of the rotation elements other than that is the same as that of each form mentioned above. In this way, the carrier C1 and the ring gear R1 of the first planetary gear mechanism 20 are connected to the other rotating elements of the driving device 2, thereby rotating the carrier C1 outside the first planetary gear mechanism 20 as shown in FIG. Can be taken out. Therefore, in this embodiment, a mechanical oil pump 60 that is an auxiliary machine of the internal combustion engine 3 is further connected to the carrier C1. Since this mechanical oil pump 60 is a known one that is driven by the power of the internal combustion engine 3, a detailed description thereof will be omitted.

  FIG. 11 shows an example of a collinear diagram of the driving apparatus 2 according to the third embodiment. FIG. 11 is a diagram corresponding to FIG. 3 of the first embodiment. That is, an example of an alignment chart in the Low mode is shown. As shown in FIG. 10, in this embodiment, the first planetary gear mechanism 20 is a double pinion type planetary gear mechanism, the carrier C1 is connected to the internal combustion engine 3, and the ring gear R1 is the rotor 5b and the carrier C3 of the second MG5. Are connected to each other. Therefore, as shown in FIG. 11, in the collinear diagram of this embodiment, the position of the ring gear R1 and the position of the carrier C1 are reversed with respect to FIG. The rest is the same as FIG. That is, the alignment chart of this embodiment is obtained by reversing the position of the ring gear R1 and the position of the carrier C1 in the alignment charts of FIGS. Therefore, also in this embodiment, three mechanical points at which the rotation speed of the first MG 4 or the second MG 5 is 0 can be generated.

  According to the drive device according to the third embodiment, the power of the internal combustion engine 3 can be taken out via the carrier C1 of the first planetary gear mechanism 20, so that the mechanical oil pump 60 is connected to the carrier C1. Can do. Further, as shown in FIG. 10, the mechanical oil pump 60 can be disposed between the first MG 4 and the second MG 5. In this case, since the mechanical oil pump 60 can be prevented from projecting outside of these MGs 4 and 5, the mountability to the vehicle 1 can be further improved. The auxiliary machine connected to the carrier C1 is not limited to the mechanical oil pump 60, and various auxiliary machines that are driven using the power of the internal combustion engine 3 may be connected.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the third planetary gear mechanism may be a single pinion type. In this case, since the rotating element to be rotated in the same direction as the sun gear of the carrier or ring gear of the third planetary gear mechanism is the carrier, the carrier of the third planetary gear mechanism is the ring of the internal combustion engine and the first planetary gear mechanism. Connected to each gear. The ring gear of the third planetary gear mechanism is connected to the second MG, the carrier of the first planetary gear mechanism, and the sun gear of the second planetary gear mechanism. Even in this case, the drive device can have three mechanical points as in the above-described embodiments.

The figure which shows the outline of the vehicle incorporating the drive device which concerns on the 1st form of this invention. The figure which shows the engagement table with which the operation mode and the operation state of the brake and the clutch were matched. The figure which shows an example of the alignment chart in Low mode. The figure which shows the other example of the alignment chart in Low mode. The figure which shows the alignment chart in Low-High mode. The figure which shows an example of the alignment chart in High mode. The figure which shows another example of the alignment chart in High mode. The figure which showed theoretical transmission efficiency of each operation mode regarding the total gear ratio. The figure which shows the outline of the vehicle incorporating the drive device which concerns on the 2nd form of this invention. The figure which shows the outline of the vehicle incorporating the drive device which concerns on the 3rd form of this invention. The figure which shows an example of the alignment chart of the drive device which concerns on the 3rd form of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive apparatus 3 Internal combustion engine 4 1st motor generator (1st electric motor)
5 Second motor generator (second electric motor)
6 Driving wheel 7 Output shaft (output member)
20 First planetary gear mechanism 30 Second planetary gear mechanism 40 Third planetary gear mechanism 50 Brake 51 Clutch 60 Mechanical oil pump (auxiliary machine)
S1 Sun gear of the first planetary gear mechanism R1 Ring gear of the first planetary gear mechanism C1 Carrier of the first planetary gear mechanism S2 Sun gear of the second planetary gear mechanism R2 Ring gear of the second planetary gear mechanism C2 Carrier of the second planetary gear mechanism S3 Sun gear of the third planetary gear mechanism R3 Ring gear of the third planetary gear mechanism C3 Carrier of the third planetary gear mechanism

Claims (3)

A drive device for a hybrid vehicle comprising an internal combustion engine, a first electric motor, and a second electric motor, wherein the power from the internal combustion engine is shifted and transmitted to drive wheels,
A first planetary gear mechanism, a second planetary gear mechanism, a third planetary gear mechanism, a brake, a clutch capable of interrupting power transmission, and an output member for transmitting power to the drive wheel,
The internal combustion engine is connected to a rotating element of either the ring gear or the carrier of the first planetary gear mechanism, and the sun gear of the third planetary gear mechanism among the ring gear or carrier of the third planetary gear mechanism; Connected with one of the rotating elements to be rotated in the same direction via the clutch,
The first electric motor is connected to a sun gear of the first planetary gear mechanism;
The second electric motor is any one of a ring gear or a carrier of the first planetary gear mechanism, a sun gear of the second planetary gear mechanism, and a ring gear or carrier of the third planetary gear mechanism. Each connected with the other rotating element,
The output member is connected to the carrier of the second planetary gear mechanism and the sun gear of the third planetary gear mechanism;
A hybrid vehicle drive device, wherein a ring gear of the second planetary gear mechanism is connected to the brake so that rotation can be prohibited by the brake.   The first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism are the first planetary gear mechanism, the third planetary gear mechanism, and the second planetary gear mechanism from the side close to the internal combustion engine. The drive device of the hybrid vehicle of Claim 1 arrange | positioned in order. The first planetary gear mechanism is a double pinion type planetary gear mechanism,
The ring gear of the first planetary gear mechanism is connected to the second electric motor, the sun gear of the second planetary gear mechanism, and the carrier of the third planetary gear mechanism,
A carrier of the first planetary gear mechanism is connected to the internal combustion engine and connected to a ring gear of the third planetary gear mechanism via the clutch;
The hybrid vehicle drive device according to claim 1, wherein an auxiliary machine that is driven by using the power of the internal combustion engine is further connected to the carrier of the first planetary gear mechanism.

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