JP2010234830A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device for achieving an electric traveling mode in such a state that an energy loss is suppressed while suppressing increase in size of an entire device or increase of manufacturing costs. <P>SOLUTION: The hybrid driving device H includes: an input member I; an output member O; a rotary electrical machine MG; and a differential gear unit PG1 having four rotary elements from the first to the fourth in the order of rotating speed. The differential gear unit PG1, in which the first rotary element is connected to the rotary electrical machine MG to be driven and in which the third rotary element is connected to the output member O to be driven, includes: a brake B2 for selectively fixing the second rotary element to a non-rotary member; and a clutch C1 for selectively connecting the fourth rotary element to the input member I for driving. The hybrid driving device includes a stepped shift mode in which the rotating speed of the input member I is shifted by a prescribed shift rate corresponding to each shift stage to be transmitted to the output member O, and an electric traveling mode in which the torque of the rotary electric machinery MG is transmitted to the output member O in such a state that the brake B2 is put in an engaged state and the input member I is separated from the output member O. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid drive device including an input member drivingly connected to an engine, an output member, a rotating electrical machine, and a differential gear device having at least four rotating elements.

  In recent years, hybrid vehicles equipped with engines and rotating electrical machines (motors and generators) as driving force sources have attracted attention from the viewpoint of energy saving and environmental problems, and various configurations have been proposed for hybrid driving devices used therefor. . As one of such hybrid drive devices, for example, a device described in Patent Document 1 below is already known. This device is a hybrid drive device including an input shaft that is drivingly connected to an engine, an output shaft that is drivingly connected to a wheel, first and second planetary gear devices, and a rotating electrical machine. In this hybrid drive device, the rotating electrical machine is disposed at a position between the engine and the first and second planetary gear devices, and the engine and the rotating electrical machine can be selectively connected to each other via the engine clutch. It has become. In this hybrid drive device, when the electric travel mode is required, the engine clutch is disengaged, and the torque of the rotating electrical machine is transmitted to the output member in a state where the engine is not rotated, so that the vehicle travels. Let On the other hand, when the parallel mode is required, the engine clutch is engaged, and the torque of both the engine and the rotating electrical machine is transmitted to the output member to drive the vehicle.

  By the way, as a general automatic transmission device for a vehicle having only an engine as a driving force source, which has been filed by the applicant of the present application and already published, for example, a device described in Patent Document 2 below is known. Yes. This automatic transmission includes an input shaft that is drivingly connected to an engine, an output shaft, a torque converter, a first differential gear device that is constituted by a Ravigneaux type planetary gear device, and a double pinion type planetary gear device. And a second differential gear device configured. And the torque of an input shaft is transmitted via a torque converter. Further, in this automatic transmission, the rotating elements of the first differential gear device and the second differential gear device are connected to each other via a clutch as one of a plurality of friction engagement elements, or a brake is applied. A plurality of shift speeds can be switched, and the rotational speed of the input shaft is shifted at a predetermined speed ratio according to each shift speed and transmitted to the output shaft. ing.

JP 2008-179235 A (paragraphs 0024 to 0026, FIG. 1) International Publication WO2005 / 026579 Pamphlet (FIGS. 3 and 7)

  In the hybrid drive device described in Patent Document 1, in order to eliminate the accompanying rotation of the engine when the vehicle is driven in the electric driving mode and suppress the energy loss due to the frictional resistance inside the engine, the hybrid driving device is provided between the engine and the rotating electrical machine. It is necessary to provide the engine clutch. For this reason, when an attempt is made to construct a hybrid drive device using a general vehicle automatic transmission device having only the engine as described in Patent Document 2 as a drive power source, there are many additional changes. There is a problem that it cannot be obtained. That is, even when the rotating electrical machine is disposed at a position where the torque converter of the automatic transmission is disposed, it is necessary to separately provide an engine clutch as an additional configuration at a position between the engine and the rotating electrical machine. Therefore, the structure is likely to be complicated compared to the conventional automatic transmission, and disadvantageous in terms of cost, size, weight, and the like.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to realize an electric travel mode in a state where energy loss is suppressed while suppressing an increase in the size of the entire device and an increase in manufacturing cost. It is to provide a hybrid drive device.

  In order to achieve the above object, according to the present invention, an input member drivingly connected to an engine, an output member drivingly connected to a wheel, a rotating electrical machine, and at least a first rotating element and a second rotating element in order of rotational speed And a differential gear device having a third rotating element and a fourth rotating element, wherein the differential gear device is configured such that the first rotating element is drivingly connected to the rotating electrical machine. A brake for drivingly connecting the third rotating element to the output member, and selectively fixing the second rotating element to the non-rotating member; and a clutch for selectively drivingly connecting the fourth rotating element to the input member; A plurality of shift speeds by switching engagement and disengagement of a plurality of engagement elements including the brake and the clutch, and at least the input at a predetermined speed ratio according to each shift speed. A stepped transmission mode in which the rotational speed of the material is changed and transmitted to the output member; and the torque of the rotating electrical machine is output in the state where the brake is engaged and the input member is disconnected from the output member. And an electric travel mode transmitted to the member.

In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or It is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. However, the term “drive connection” for each rotating element of each differential gear mechanism refers to a state in which the three rotating elements included in the differential gear mechanism are connected to each other without intervening other rotating elements. Shall.
Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
Further, in the present application, the “order of rotational speed” is either the order from the high speed side to the low speed side, or the order from the low speed side to the high speed side, and can be any depending on the rotational state of the differential gear device. In either case, the order of the rotating elements does not change.

According to this characteristic configuration, a differential gear device having four rotating elements generally used as an automatic transmission device for a vehicle including only an engine as a driving force source is used. By devising the connection relationship, it is possible to configure the hybrid drive device with a small change in the arrangement configuration. Therefore, an increase in manufacturing cost can be suppressed using an existing automatic transmission.
In the stepped speed change mode, the engagement and disengagement of a plurality of engagement elements including the brake and the clutch are switched, and the plurality of speed stages are switched to change the gear ratio at an appropriate speed ratio according to the required driving force and the vehicle speed. The rotational speed of the input member thus transmitted can be transmitted to the output member to drive the vehicle.
Further, in the electric travel mode, the brake is engaged and the second rotating element is selectively fixed to the non-rotating member, and the torque of the rotating electrical machine is output to the output member while the input member is disconnected from the output member. Can be transmitted to the vehicle. At this time, since the input member is separated from the output member, the engine is not accompanied during the electric travel mode, and energy loss due to frictional resistance inside the engine can be suppressed. Therefore, it is not necessary to provide a separate engine clutch as an additional configuration in order to avoid such a situation, and the size of the apparatus and the manufacturing cost are not increased.
Therefore, it is possible to provide a hybrid drive device that can realize the electric travel mode in a state where energy loss is suppressed while suppressing an increase in the size of the entire device and an increase in manufacturing cost.

  Here, it is preferable that the brake is configured as an engagement element having a structure in which the engagement state is maintained when the operation pressure is not supplied and the release state is set when the operation pressure is supplied.

  According to this configuration, the brake can be maintained in the engaged state regardless of the operating pressure generated by the torque of the input member, etc., so that the electric travel mode can be appropriately realized regardless of the vehicle condition. Can do. Here, in the drive device having a configuration in which the engagement and release states of the plurality of engagement elements are switched by the hydraulic oil having a predetermined hydraulic pressure discharged from the oil pump driven by the torque of the input member, the oil pump is usually In addition, there is often an electric oil pump that discharges hydraulic oil in a state where the engine as a driving force source stops and torque is not transmitted from the input member. However, in the above configuration, the electric travel mode can be realized without providing such an electric oil pump. Further, even when the electric oil pump is provided, the driving time of the electric oil pump can be shortened, so that the life of the electric oil pump can be extended.

  Further, the rotational speed and torque of the rotating electrical machine are set in a state where the brake is released and the clutch is engaged, and the torque of the input member is input to the fourth rotating element of the differential gear device. It is preferable to further include a first continuously variable transmission mode in which the rotational speed of the input member is steplessly changed and transmitted to the output member by controlling the above.

  According to this configuration, by controlling the rotational speed and torque of the rotating electrical machine in a state where the torque of the input member is input to the fourth rotating element, an appropriate gear ratio according to the required driving force, the vehicle speed, and the like is obtained. Thus, the vehicle can be driven by transmitting the rotational speed of the input member, which is steplessly changed, to the output member. At this time, among the four rotating elements of the differential gear device, the first rotating element on one side in the order of the rotating speed is the rotating electrical machine, the third rotating element that is intermediate in the order of the rotating speed, the output member, and the rotating speed In this order, the input member is drivingly connected to the fourth rotating element on the other side. Therefore, in the above configuration, the torque of the input member and the torque of the rotating electrical machine can be combined and the amplified torque can be transmitted to the output member. Accordingly, particularly when a large driving force is required for the output member, an appropriate driving force can be output using both the torque of the input member that is drivingly connected to the engine and the torque of the rotating electrical machine. .

  The plurality of engagement elements further include a second clutch that selectively drives and connects the second rotation element of the differential gear device to an input member, and the brake and the clutch are in a disengaged state. The rotation speed of the input member is steplessly controlled by controlling the rotation speed and torque of the rotating electrical machine with the second clutch engaged and the torque of the input member being input to the second rotation element. It is preferable to further include a second continuously variable transmission mode in which the speed is changed and transmitted to the output member.

  According to this configuration, by controlling the rotational speed and torque of the rotating electrical machine in a state where the torque of the input member is input to the second rotating element, an appropriate gear ratio according to the required driving force, the vehicle speed, and the like is obtained. Thus, the vehicle can be driven by transmitting the rotational speed of the input member, which is steplessly changed, to the output member. At this time, among the four rotating elements of the differential gear device, the first rotating element on one side in the order of the rotating speed is the rotating electrical machine, the second rotating element that is intermediate in the order of the rotating speed, the input member, and the rotating speed In this order, the output member is drivingly connected to the third rotating element on the other side. Therefore, in the above configuration, the torque of the input member can be distributed to the rotating electrical machine and the output member, and the attenuated torque can be transmitted to the output member. In this state, the rotational speed of the rotating electrical machine in the positive direction is decreased (increased in the negative direction), whereby the rotational speed of the input member can be increased and transmitted to the output member. Therefore, particularly when the output member requires high-speed rotation, it is possible to increase the output while suppressing the rotation speed of the input member drivingly connected to the engine to an appropriate rotation speed.

  The rotating electrical machine further includes an auxiliary rotating electrical machine that is drive-coupled to the engine without using the differential gear device, and the rotating electrical machine and the auxiliary rotating electrical machine are electrically connected so as to be able to transfer electric power, In the step shifting mode or the second continuously variable shifting mode, when the rotating electrical machine consumes electric power according to the rotational speed and torque, the rotating electrical machine generates electric power generated by the auxiliary rotating electrical machine by the rotational driving force of the engine. It is preferable that the rotary electric machine is driven to supply the motor.

  According to this configuration, since the rotating electrical machine is driven by the electric power generated by the auxiliary rotating electrical machine in a state where the rotating electrical machine consumes electric power, a power storage device such as a battery that is normally provided so as to be able to exchange power with the rotating electrical machine The first continuously variable transmission mode and the second continuously variable transmission mode can be executed for a long time regardless of the amount of stored power. Moreover, since power loss generally occurs when charging and discharging the power storage device, as described above, the power generated by the auxiliary rotating electrical machine is directly supplied to the rotating electrical machine without going through the power storage device, and the rotating electrical machine is driven. Thus, power loss associated with charging and discharging of the power storage device can be suppressed and energy efficiency can be improved.

  In the first continuously variable transmission mode or the second continuously variable transmission mode, when the rotating electrical machine generates power according to the rotational speed and torque, the electric power generated by the rotating electrical machine is supplied to the auxiliary rotating electrical machine. It is preferable that the auxiliary rotating electrical machine is driven to assist the driving force of the engine.

  Depending on the amount of power stored in the power storage device, part of the power generated by the rotating electrical machine may be wasted due to heat generation without being stored in the power storage device. However, according to the above configuration, the auxiliary rotating electric machine is driven by the electric power generated by the rotating electric machine to assist the driving force of the engine. Therefore, the electric power generated by the rotating electric machine is effectively used to improve energy efficiency and fuel. The consumption rate can be improved. In addition, by supplying the power generated by the rotating electrical machine directly to the auxiliary rotating electrical machine without going through the power storage device and driving the auxiliary rotating electrical machine, the power loss associated with charging and discharging of the power storage device can be suppressed to improve energy efficiency. Can be planned.

  Further, the stepped transmission mode has a parallel mode in which the rotating electrical machine is caused to perform power running or power generation while changing the rotational speed of the input member at a predetermined speed ratio corresponding to each gear and transmitting the speed to the output member. A configuration is preferable.

  According to this configuration, by switching between a plurality of shift speeds, the rotational speed of the input member that is shifted at an appropriate gear ratio according to the required driving force, the vehicle speed, etc. is transmitted to the output member, and in accordance with the traveling state of the vehicle. Thus, it is possible to drive the vehicle while powering the rotating electrical machine to perform torque assist, or generating electric power in the rotating electrical machine and storing electric power in the power storage means. Therefore, the vehicle can be efficiently driven using both the torque of the input member that is drivingly connected to the engine and the torque of the rotating electrical machine.

  Further, it is preferable that the rotational speed of the rotating electrical machine is changed in the opposite direction to the direction in which the rotational speed of the input member changes when switching the gear position in the parallel mode.

  According to this configuration, when the shift speed is switched, the inertia torque of the engine that is drivingly connected to the input member and the inertia torque of the rotating electrical machine act in a direction that cancels each other. Therefore, it is possible to suppress the vibration of the apparatus at the time of switching the shift speed, and it is possible to smoothly switch the shift speed with less impact.

  Further, when switching the gear position in the parallel mode, the torque of the rotating electrical machine is controlled so that the fluctuation range of the torque transmitted from the input member and the rotating electrical machine to the output member is within a predetermined range. It is preferable.

  According to this configuration, it is possible to suppress fluctuations in torque transmitted to the output member when the gear position is switched. Therefore, it is possible to suppress a change in the behavior of the vehicle at the time of changing the gear position, and it is possible to smoothly and quickly change the gear position. Further, by performing such control, it is not necessary to switch the frictional engagement elements while sliding the frictional engagement elements at the time of changing the gear position, so that the load on the frictional engagement elements can be reduced. It is possible to reduce the capacity and extend the life.

  In addition, it is preferable that the stepped speed change mode further includes an engine running mode in which torque of the input member is transmitted to the output member in a state where the rotation of the rotating electrical machine is stopped.

  According to this configuration, the rotation of the rotating electrical machine can be stopped, and the vehicle can be driven using only the engine torque transmitted through the input member. Therefore, in a steady running state where the fluctuation of the required driving force is small, it is possible to suppress the energy loss caused by driving the rotating electrical machine and efficiently run the vehicle.

  Further, it is preferable that the engine travel mode has a speed increasing stage that increases the rotational speed of the input member and transmits the speed to the output member.

  According to this configuration, when rotating the rotating electrical machine and driving the vehicle using only the engine torque transmitted through the input member, the rotational speed of the input member is increased and transmitted to the output member. can do. Therefore, especially in a high-speed traveling state where the fluctuation of the required driving force is small, energy loss due to driving the rotating electrical machine can be suppressed, and the rotational speed of the engine can be suppressed low, so that the vehicle can travel efficiently. Is possible.

  Further, in the electric travel mode, when the rotating electrical machine is rotating, one of the plurality of engaging elements is engaged, thereby transmitting the torque of the rotating electrical machine to the input member. It is preferable that the engine is started.

  According to this configuration, when traveling in the electric travel mode in which only the rotating electrical machine is operated to travel the vehicle, one of the plurality of engagement elements is brought into the engaged state, thereby causing the vehicle to travel. The engine can be started by increasing the rotational speed of the engine. Here, the timing at which the engagement element is brought into the engagement state is arbitrary, and the vehicle starts running while the engagement element is engaged from the stop state of the vehicle, or the engagement is performed while running in the electric travel mode. It is also possible to engage the elements while sliding them. In any case, the engine can be started when the rotational speed of the engine becomes a certain value or more.

  Further, it is preferable that the electric travel mode has a reverse travel mode in which the forward rotation of the rotating electrical machine is reversed and transmitted to the output member while the brake is engaged.

  According to this configuration, in the electric travel mode, by appropriately switching the rotation direction of the rotating electrical machine, the rotation direction of the output member can be set to the negative rotation direction, and the vehicle can be moved backward. Therefore, it is possible to reverse the vehicle without using a differential gear device and a plurality of engagement elements including a brake and a clutch to separately form a reverse gear. Therefore, it is possible to partially simplify the connection structure of the differential gear device and the plurality of engagement elements.

  Further, when the engine is stopped, one of the plurality of engaging elements is engaged, and the rotating electric machine is driven and connected to the input member without the differential gear device. It is preferable to further include an engine start mode in which the rotational drive force of the rotating electrical machine is transmitted to the input member without being transmitted to the output member, and the engine is started.

  According to this configuration, the engine can be started by powering the rotating electrical machine without transmitting torque to the output member from the stopped state of the engine. Therefore, for example, even when the vehicle is in a stopped state, the engine can be started without changing the behavior of the vehicle.

  In the configuration of the hybrid drive device described so far, the brake and the clutch are a second brake and a first clutch, respectively, and the plurality of engagement elements further include a first brake and a second clutch, In the differential gear device, the first rotating element is selectively fixed to a non-rotating member via a first brake, and the second rotating element is selectively fixed to a non-rotating member via a second brake. In addition, it is preferable that the fourth member is selectively driven and connected to the input member via a second clutch, and the fourth rotating element is selectively driven and connected to the input member via the first clutch. is there.

  According to this configuration, the hybrid drive device according to the present application can be used without adding an engagement element to a configuration of an automatic transmission that is already known, for example, having four forward speeds and one reverse speed. A differential gear device can be configured. Then, the torque converter of such an automatic transmission is removed, and the rotating electrical machine is added to be connected to the first rotating element of the differential gear device, and the second brake is engaged with the second in the electric travel mode. The hybrid drive device according to the present invention is configured by selectively fixing the rotating element to the non-rotating member, and transmitting the torque of the rotating electrical machine to the output member with the first clutch in a released state to drive the vehicle. Can do.

  In the above configuration, the plurality of engagement elements further include a predetermined fifth engagement element, the first rotation element of the differential gear device, and the fifth engagement element in an engaged state. Thus, it is preferable that the input member is selectively driven and connected.

  According to this configuration, the engine start mode can be realized in a state where the fifth engagement element is engaged and the first rotation element of the differential gear device and the input member are drivingly connected. Further, in the stepped transmission mode, the reverse speed can be formed by cooperation with the engagement of the second brake.

  Alternatively, in the stepped shift mode, each of the shift stages is formed by any two of the first clutch, the second clutch, the first brake, and the second brake being engaged. It is preferable to adopt a configuration.

  According to this configuration, each shift stage in the stepped transmission mode is formed only by switching between engagement and release of the four engagement elements of the first clutch, the second clutch, the first brake, and the second brake. Therefore, for example, it can be set as the structure which does not provide the clutch for selectively drive-connecting the 1st rotation element of a differential gear apparatus to an input member. Therefore, it becomes possible to reduce the size of the entire apparatus and reduce the manufacturing cost.

  As a specific configuration for realizing each of the above-described configurations, the differential gear device is configured by a Ravigneaux type planetary gear device having four rotating elements of a first sun gear, a second sun gear, a carrier, and a ring gear. The first rotating element is constituted by a first sun gear, the second rotating element is constituted by a carrier, the third rotating element is constituted by a ring gear, and the fourth rotating element is constituted by a second sun gear. A configuration is preferable.

  Alternatively, the differential gear device is composed of a Ravigneaux type planetary gear device having four rotational elements of a first sun gear, a second sun gear, a carrier, and a ring gear, and the first rotational element is composed of a second sun gear. The second rotating element is preferably constituted by a ring gear, the third rotating element is constituted by a carrier, and the fourth rotating element is preferably constituted by a first sun gear.

  In the present application, regarding a “planetary gear mechanism” having three rotating elements of a sun gear, a carrier, and a ring gear, a device obtained by combining the planetary gear mechanism alone or a plurality of planetary gear mechanisms is referred to as a “planetary gear unit”. Call it. And this planetary gear apparatus is an example of the differential gear apparatus in this application.

  According to these configurations, the hybrid drive device according to the present application can be configured using a Ravigneaux type planetary gear device that is generally used as an automatic transmission device for a vehicle including only the engine as a drive force source.

  The first rotating element of the differential gear device is preferably connected to a cylindrical rotating member having a brake on the outer periphery.

  According to this configuration, while realizing a configuration in which the first rotating element of the differential gear device is selectively fixed to the non-rotating member via the brake, the cylindrical rotating member is extended to It can be appropriately connected to the first rotating element of the differential gear device.

It is a skeleton figure of the hybrid drive device concerning a first embodiment of the present invention. It is a schematic diagram which shows the system configuration | structure of the hybrid drive device which concerns on 1st embodiment. It is a figure which shows the action | operation table | surface of the friction engagement element which concerns on 1st embodiment. It is a velocity diagram in the parallel mode according to the first embodiment. It is a speed diagram in the engine running mode according to the first embodiment. It is a speed diagram in the electric travel mode according to the first embodiment. It is a speed diagram in the first continuously variable transmission mode according to the first embodiment. It is a speed diagram in the second continuously variable transmission mode according to the first embodiment. It is a speed diagram in the engine starting mode which concerns on 1st embodiment. It is explanatory drawing which shows the change of the speed diagram at the time of switching the gear stage of parallel mode and engine driving mode which concerns on 1st embodiment. Parallel mode. Explanatory drawing which shows the change of the speed diagram at the time of shifting to the regenerative braking by electric drive mode during driving It is explanatory drawing which shows the change of the speed diagram at the time of transfering to the regenerative braking by electric drive mode during driving | running | working by engine drive mode. It is a skeleton figure of the hybrid drive device concerning a second embodiment of the present invention. It is a figure which shows the action | operation table | surface of the friction engagement element which concerns on 2nd embodiment. It is a velocity diagram in the parallel mode according to the second embodiment. It is a speed diagram in the engine running mode according to the second embodiment. It is a speed diagram in the engine starting mode which concerns on 2nd embodiment. It is a skeleton figure of the hybrid drive device concerning a third embodiment of the present invention. It is a figure which shows the action | operation table | surface of the friction engagement element which concerns on 3rd embodiment. It is a velocity diagram in the parallel mode which concerns on 3rd embodiment. It is a speed diagram in engine running mode concerning a third embodiment. It is a speed diagram in the electric travel mode according to the third embodiment. It is a speed diagram in the first continuously variable transmission mode according to the third embodiment. It is a speed diagram in the engine starting mode which concerns on 3rd embodiment. It is a skeleton figure of the hybrid drive device concerning a 4th embodiment of the present invention. It is a figure which shows the action | operation table | surface of the friction engagement element which concerns on 4th embodiment. It is a velocity diagram in the parallel mode which concerns on 4th embodiment. It is a speed diagram in engine running mode concerning a 4th embodiment. It is a speed diagram in the electric travel mode according to the fourth embodiment. It is a speed diagram in the first continuously variable transmission mode according to the fourth embodiment. It is a speed diagram in the second continuously variable transmission mode according to the fourth embodiment. It is a speed diagram in the engine starting mode which concerns on 4th embodiment. It is a skeleton figure of the hybrid drive device concerning a 5th embodiment of the present invention. It is a figure which shows the action | operation table | surface of the friction engagement element which concerns on 5th embodiment. It is a velocity diagram in the parallel mode which concerns on 5th embodiment. It is a skeleton figure of the hybrid drive device concerning a 6th embodiment of the present invention. It is a figure which shows the action | operation table | surface of the friction engagement element which concerns on 6th embodiment. It is a velocity diagram in the parallel mode and engine driving mode which concern on 6th embodiment.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 1, the lower half configuration symmetrical to the central axis of the hybrid drive device H is omitted. FIG. 2 is a schematic diagram showing a system configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 2, the double solid line indicates the transmission path of the rotational driving force, the double broken line indicates the power transmission path, and the white arrow indicates the flow of the hydraulic oil. Also, solid arrows indicate various information transmission paths.

  As shown in these drawings, the hybrid drive apparatus H according to this embodiment includes an input shaft I that is drivingly connected to the engine E, an output shaft O that is drivingly connected to the wheels W, a motor generator MG, One differential gear device PG1 and a second differential gear device PG2 are provided. Further, these configurations are housed in a drive device case Dc (hereinafter simply referred to as “case Dc”) as a non-rotating member fixed to the vehicle body. In the hybrid drive device H, each device is arranged in the order of the motor / generator MG, the second differential gear device PG2, and the first differential gear device PG1 from the engine E side along the rotational axis direction of the input shaft I. The output shaft O is arranged on the side opposite to the engine E. In the present embodiment, the motor / generator MG corresponds to the “rotary electric machine” in the present invention. The input shaft I corresponds to the “input member” in the present invention, and the output shaft O corresponds to the “output member” in the present invention. The first differential gear device PG1 corresponds to the “differential gear device” in the present invention.

  The hybrid drive device H has a device configuration that uses the configuration of a conventional automatic transmission device used in a vehicle having only an engine as a driving force source with a small change. The conventional automatic transmission which is the subject here is an apparatus having eight forward speeds and two reverse speeds described in FIG. 3 of WO 2005/026579. The hybrid drive apparatus H according to the present embodiment removes the torque converter from such an automatic transmission, arranges the motor / generator MG at the position where the torque converter is arranged, and sets the rotor Ro to the first position. The differential gear device PG1 is connected to the first sun gear s1, which is the first rotating element. In such an automatic transmission, the one-way clutch provided on the carrier of the Ravigneaux type planetary gear device corresponding to the first differential gear device PG1 is removed, and the carrier ca1 is opposite to the rotation direction of the input shaft I. It can be rotated in the direction. And this hybrid drive unit H is a step-change mode (parallel mode and engine travel mode), electric travel mode, as will be described later, with only a small change to the configuration of such a conventional automatic transmission. A plurality of modes (see FIGS. 3 to 9) useful as a hybrid drive device such as a continuously variable transmission mode (a first continuously variable transmission mode and a second continuously variable transmission mode) and an engine start mode are realized.

1-1. Configuration of Each Part of Hybrid Drive Device As shown in FIGS. 1 and 2, the input shaft I is drivingly connected to the engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and for example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, the input shaft I is drivingly connected so as to rotate integrally with an output rotation shaft such as a crankshaft of the engine E. It is also preferable that the input shaft I is drivingly connected to the output rotation shaft of the engine E via a damper, a clutch, or the like. As shown in FIG. 2, the output shaft O is drivingly connected to the wheel W through a differential device 17 or the like so as to be able to transmit a rotational driving force. In this example, the input shaft I and the output shaft O are arranged on the same axis. Such a configuration is suitable when the hybrid drive device H according to the present invention is applied to, for example, an FR (front engine / rear drive) vehicle drive device.

  As shown in FIG. 1, the motor / generator MG includes a stator St fixed to the case Dc, and a rotor Ro that is rotatably supported on the radially inner side of the stator St. The rotor Ro of the motor / generator MG is drivingly connected so as to rotate integrally with a brake drum Dr provided on the outer periphery of the second differential gear device PG2. As shown in FIG. 2, the motor / generator MG is electrically connected to a battery 11 as a power storage device via an inverter 12. Note that the battery 11 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination. The motor / generator MG performs both a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. When the motor / generator MG functions as a generator, the generated power is supplied to the battery 11 and charged. When the motor / generator MG functions as a motor, the motor / generator MG receives power supplied from the battery 11 and performs powering. Such an operation of the motor / generator MG is performed via the inverter 12 in accordance with a control command from the control unit ECU.

  As shown in FIG. 1, in the present embodiment, the first differential gear device PG <b> 1 is configured by a Ravigneaux type planetary gear device arranged coaxially with the input shaft I. Here, the Ravigneaux type planetary gear device is configured such that a set of single pinion type planetary gear mechanisms and a set of double pinion type planetary gear devices share a carrier and a ring gear. . Specifically, the first differential gear device PG1 includes two sun gears, a first sun gear s1 and a second sun gear s2, a ring gear r1, a long pinion gear that meshes with both the first sun gear s1 and the ring gear r1, and this long gear. Four rotation elements are provided with a common carrier ca1 that supports a pinion gear and a short pinion gear that meshes with the second sun gear s2. In the present embodiment, these four rotating elements of the first differential gear device PG1 are defined as a first rotating element e1, a second rotating element e2, a third rotating element e3, and a fourth rotating element e4 in the order of rotational speed. The first sun gear s1 corresponds to the first rotation element e1, the carrier ca1 corresponds to the second rotation element e2, the ring gear r1 corresponds to the third rotation element e3, and the second sun gear s2 corresponds to the fourth rotation element e4. It corresponds to.

  The first sun gear s1 of the first differential gear device PG1 is connected to the brake drum Dr. Here, the brake drum Dr is a cylindrical rotating member disposed on the engine E side with respect to the first differential gear device PG1, and the first brake B1 is provided on the outer periphery. A third clutch C3 and a fourth clutch C4 are provided on the inner periphery of the brake drum Dr, and a second differential gear device PG2 and a first clutch C1 are disposed further radially inward. ing. The brake drum Dr is drivingly connected so as to rotate integrally with the first sun gear s1 at the end on the output shaft O side, and rotates integrally with the rotor Ro of the motor / generator MG at the end on the engine E side. Drive coupled. As a result, the first sun gear s1, which is the first rotating element e1 of the first differential gear device PG1, is drivingly connected via the brake drum Dr so as to rotate integrally with the rotor Ro of the motor / generator MG. The first sun gear s1 is selectively fixed to the case Dc via the first brake B1. Further, the first sun gear s1 is selectively driven and connected to the ring gear r3 of the second differential gear device PG2 via the third clutch C3, and the carrier of the second differential gear device PG2 via the fourth clutch C4. It is selectively coupled to ca3. The carrier ca1 is selectively fixed to the case Dc via the second brake B2, and is selectively drivingly connected to the input shaft I via the second clutch C2. The ring gear r1 is drivingly connected so as to rotate integrally with the output shaft O. The second sun gear s2 is selectively connected to the ring gear r3 of the second differential gear device PG2 via the first clutch C1.

  Therefore, the first sun gear s1 that is the first rotation element e1 of the first differential gear device PG1 is engaged with the second clutch through the third clutch C3. The torque of the input shaft I transmitted from the carrier ca3 of the gear device PG2 to the ring gear r3 is input. Further, the torque of the input shaft I is input to the first sun gear s1 through the fourth clutch C4 by engaging the fourth clutch C4. In the present embodiment, one or both of the third clutch C3 and the fourth clutch C4 correspond to the “fifth engagement element” in the present invention. Further, when the second clutch C2 is engaged, the torque of the input shaft I is input to the carrier ca1, which is the second rotating element e2 of the first differential gear device PG1, via the second clutch C2. Is done. The carrier ca1 is rotatable in the direction opposite to the rotation direction of the input shaft I. Further, the second sun gear s2, which is the fourth rotating element e4 of the first differential gear device PG1, is engaged with the second clutch gear through the first clutch C1. The torque of the input shaft I transmitted from the carrier ca3 of the device PG2 to the ring gear r3 is input.

  On the other hand, the second differential gear device PG2 is constituted by a double pinion type planetary gear mechanism arranged coaxially with the input shaft I. That is, the second differential gear device PG2 includes three rotating elements: a carrier ca3 that supports a plurality of sets of pinion gears, and a sun gear s3 and a ring gear r3 that respectively mesh with the pinion gears. Assuming that these three rotating elements of the second differential gear device PG2 are a first rotating element e1, a second rotating element e2, and a third rotating element e3 in the order of rotational speed, in this embodiment, the sun gear s3 is the first rotating element e1. It corresponds to one rotation element e1, the ring gear r3 corresponds to the second rotation element e2, and the carrier ca3 corresponds to the third rotation element e3. In the present embodiment, the second differential gear device PG <b> 2 is disposed so as to fit inside the brake drum Dr in the radial direction.

  The sun gear s3 of the second differential gear device PG2 is fixed to the case Dc. The ring gear r3 is selectively driven and connected to the second sun gear s2 of the first differential gear device PG1 via the first clutch C1, and the first rotation that rotates integrally with the brake drum Dr via the third clutch C3. It is selectively drive-coupled to the first sun gear s1 of the differential gear device PG1. The carrier ca3 is drivingly connected so as to rotate integrally with the input shaft I, and is selectively connected to the brake drum Dr and the first sun gear s1 of the first differential gear device PG1 rotating integrally therewith via the fourth clutch C4. Is connected to the drive.

  As described above, the hybrid drive device H includes the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first brake B1, and the second brake B2 as friction engagement elements. Yes. As these friction engagement elements, a multi-plate clutch or a multi-plate brake that can be operated by hydraulic pressure can be preferably used. In the present embodiment, the second brake B2 is maintained in an engaged state at the time of non-supply in which no hydraulic pressure is supplied, and is in a released state at the time of supply in which hydraulic pressure is supplied. The friction engagement element is a so-called normal close system. On the other hand, the friction engagement elements other than the second brake B2, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the first brake B1 are not supplied with hydraulic pressure. A release state is maintained at the time of supply, and a friction engagement element having a structure (a so-called normal open method) that is engaged at the time of supply, which is a state in which hydraulic pressure is supplied.

  In FIG. 2, the respective frictional engagement elements are not shown because they are included in the first differential gear device PG1 and the second differential gear device PG2, but as shown in FIG. The hydraulic pressure supplied to the combination element (that is, the first differential gear device PG1 and the second differential gear device PG2) is controlled by a hydraulic control device 13 that operates according to a control command from the control device ECU. The hydraulic oil is supplied to the hydraulic control device 13 by the mechanical oil pump 14 while the engine E is operating, and by the electric oil pump 15 while the engine E is stopped. Here, the mechanical oil pump 14 is driven by the rotational driving force of the input shaft I. The electric oil pump 15 is driven by electric power (supply path is not shown) from the battery 11 supplied via the electric oil pump inverter 16. Note that the plurality of engagement elements do not necessarily need to be operated by hydraulic pressure as long as the engagement and release can be switched according to the operating pressure based on the control command. It is good also as a formula engagement element.

1-2. Configuration of Control System for Hybrid Drive Device As shown in FIG. 2, the control device ECU uses information acquired by sensors Se1 to Se6 provided in each part of the vehicle, and uses an engine E, a motor / generator MG, and a hydraulic control. The friction engagement elements C1, C2, C3, C4, B1, and B2 (see FIG. 1) of the first differential gear device PG1 and the second differential gear device PG2 through the device 13, the electric oil pump 15, etc. Control the operation. As these sensors, a motor / generator rotation sensor Se1, an engine rotation sensor Se2, a battery state detection sensor Se3, a vehicle speed sensor Se4, an accelerator operation detection sensor Se5, and a brake operation detection sensor Se6 are provided in this example.

  Here, the motor / generator rotation sensor Se1 is a sensor for detecting the rotation speed of the rotor Ro of the motor / generator MG. The engine rotation sensor Se2 is a sensor for detecting the rotation speed of the output rotation shaft of the engine E. Here, since the input shaft I rotates integrally with the output rotation shaft of the engine E, the rotation speed of the engine E detected by the engine rotation sensor Se2 matches the rotation speed of the input shaft I. The battery state detection sensor Se3 is a sensor for detecting a state such as a charge amount of the battery 11. The vehicle speed sensor Se4 is a sensor for detecting the rotational speed of the output shaft O in order to detect the vehicle speed. The accelerator operation detection sensor Se5 is a sensor for detecting the operation amount of the accelerator pedal 18. The brake operation detection sensor Se6 is a sensor for detecting an operation amount of the brake pedal 19 interlocked with a wheel brake (not shown).

  The control unit ECU includes an engine control unit 31, a motor / generator control unit 32, a battery state detection unit 33, a motor / generator rotation detection unit 34, a vehicle speed detection unit 35, a switching control unit 36, an electric oil pump control unit 37, An engine rotation detecting means 38, a mode / shift stage selecting means 39, and a required driving force detecting means 40 are provided. Each of these means in the control unit ECU includes an arithmetic processing unit such as a CPU as a core member, and a functional unit for performing various processes on input data is performed by hardware or software (program) or both. Implemented and configured.

  The engine control means 31 performs operation control such as operation start, stop, rotation speed control, and output torque control of the engine E. The motor / generator control means 32 performs operation control such as rotation speed control and output torque control of the motor / generator MG via the inverter 12. The battery state detection means 33 detects the state of the battery 11 such as the amount of charge based on the output of the battery state detection sensor Se3. The motor / generator rotation detection means 34 detects the rotation speed of the motor / generator MG based on the output of the motor / generator rotation sensor Se1. The vehicle speed detecting means 35 detects the vehicle speed based on the output from the vehicle speed sensor Se4. The switching control means 36 controls the operation of the hydraulic control device 13 to thereby engage the respective frictional engagement elements C1, C2, C3, C4, B1, and B2 (see FIG. 1) of the hybrid drive device H. Alternatively, release (engagement release) is performed, and control for switching the operation mode of the hybrid drive device H and the gear stage of each operation mode is performed. The electric oil pump control means 37 controls the operation of the electric oil pump 15 via the electric oil pump inverter 16. The engine rotation detection means 38 detects the rotation speed of the output rotation shaft of the engine E and the input shaft I based on the output from the engine rotation sensor Se2.

  The mode / shift stage selection means 39 selects an appropriate operation mode according to a predetermined control map in accordance with traveling conditions such as vehicle speed and required driving force. That is, the mode / gear stage selection means 39 obtains information on the vehicle speed from the vehicle speed detection means 35 and also obtains information on the required driving force from the required driving force detection means 40. Then, the mode / shift stage selection means 39 selects an operation mode and a shift stage that are defined according to the acquired vehicle speed and the required driving force according to a predetermined control map. Here, as the operation mode to be selected, as will be described later, a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, a continuously variable transmission mode (a first continuously variable transmission mode and a second continuously variable transmission). Mode) and engine start mode. Further, each of the parallel mode and the engine running mode is provided so that a plurality of shift speeds can be switched. In addition to the vehicle speed and the required driving force, it is also preferable to use various conditions such as the battery charge amount, the cooling water temperature, and the oil temperature as the running conditions referred to when selecting the operation mode and the gear position. is there. The required driving force detection means 40 calculates and acquires the required driving force required for the vehicle according to the driver's operation based on the outputs from the accelerator operation detection sensor Se5 and the brake operation detection sensor Se6.

1-3. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 3 is an operation table showing operation states of the friction engagement elements C1, C2, C3, C4, B1, and B2 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. In this figure, “circle” (●) indicates that each friction engagement element is in an engaged state, and “no mark” indicates that each friction engagement element is in a released (disengaged) state. Is shown. Note that the “broken circle” in the electric travel mode indicates a friction engagement element that is engaged to start the engine E when the vehicle travels forward or reverse in the electric travel mode. As shown in this figure, the hybrid drive device H according to the present embodiment has five operation modes: a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, a continuously variable transmission mode, and an engine start mode. It is prepared to be switchable. Further, the parallel mode is provided so that eight shift speeds of the first speed, the third to seventh speeds, the first reverse speed, and the second reverse speed can be switched. In addition, the engine travel mode is provided so that two speed stages, the second speed stage and the eighth speed stage, can be switched.

  In FIG. 3, “1st” is the first speed, “2nd” is the second speed, “3rd” is the third speed, “4th” is the fourth speed, “5th” is the fifth speed, and “6th” Sixth speed, “7th” indicates the seventh speed, “8th” indicates the eighth speed, “Rev1” indicates the first reverse speed, and “Rev2” indicates the second reverse speed. In the present embodiment, the names of the respective speeds are made to be continuous names by combining the speeds included in the two modes of the parallel mode and the engine running mode, and the rotation of the engine E (input shaft I). The first gear, the second gear,... The eighth gear are set in order from the largest gear ratio when the speed is transmitted to the output shaft O. This point is the same for the reverse gear, and the reverse gear 1 and reverse gear 2 are set in order from the largest gear ratio. Therefore, the names of these gears coincide with the names of gears having the same gear ratio in the conventional automatic transmission.

  4 to 12 show velocity diagrams of the first differential gear device PG1 and the second differential gear device PG2. 4 is a speed diagram in the parallel mode, FIG. 5 is a speed diagram in the engine travel mode, FIG. 6 is a speed diagram in the electric travel mode, and FIGS. 7 and 8 are speeds in the continuously variable transmission mode. FIG. 9 and FIG. 9 show speed diagrams in the engine start mode, respectively. FIG. 10 is an explanatory diagram showing changes in the speed diagram when the rotational speed of the output shaft O is constant and the shift speed of the parallel mode and the engine travel mode is switched. FIG. 11 is an explanatory diagram showing a change in the speed diagram when shifting to regenerative braking in the electric travel mode while traveling in the parallel mode. FIG. 12 is an explanatory diagram showing changes in the velocity diagram when shifting to regenerative braking in the electric travel mode while traveling in the engine travel mode. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the first differential gear device PG1 and the second differential gear device PG2. That is, “s1”, “ca1”, “r1”, and “s2” described above each vertical line are the first sun gear s1, the carrier ca1, the ring gear r1, the second of the first differential gear device PG1, respectively. Corresponding to the sun gear s2, “s3”, “ca3”, and “r3” respectively correspond to the sun gear s3, the carrier ca3, and the ring gear r3 of the second differential gear device PG2. As is clear from these drawings, in FIGS. 4 to 12, the speed diagram of the second differential gear device PG2 is shown side by side on the left side of the speed diagram of the first differential gear device PG1.

  Also, the interval between the vertical lines corresponding to each rotating element is the gear ratio of the first differential gear device PG1 and the second differential gear device PG2 (the gear ratio between the sun gear and the ring gear = [the number of teeth of the sun gear]). / [Number of teeth of ring gear]). 4 to 12, the gear ratio of the single pinion type planetary gear mechanism including the first sun gear s1, the carrier ca1, and the ring gear r1 constituting the first differential gear device PG1 is shown as λ1 (λ1 <λ 1), and the gear ratio of the double pinion type planetary gear mechanism including the second sun gear s2, the ring gear r1, and the carrier ca1 is specified as λ2 (λ2 <1). The gear ratio of the second differential gear device PG2 is clearly shown as λ3 (λ3 <1). In these velocity diagrams, “Δ” represents the rotational speed of the input shaft I (engine E), “☆” represents the rotational speed of the output shaft O, “◯” represents the rotational speed of the motor / generator MG, and “× "Indicates a fixed state to the case Dc as a non-rotating member.

  Each operation mode and shift stage of the hybrid drive device H is selected by the mode / shift stage selection means 39, and switching to the selected operation mode and shift stage is performed according to each friction engagement by a control command from the control unit ECU. This is done by selectively engaging or releasing elements C1, C2, C3, C4, B1, B2. At this time, the control unit ECU also controls the rotation speed and output torque of the motor / generator MG by the motor / generator control means 32, and controls the rotation speed and output torque of the engine E by the engine control means 31. Hereinafter, the operation state of the hybrid drive device H in each operation mode and shift speed will be described in detail.

1-4. Parallel Mode Next, operation states of the first differential gear device PG1 and the second differential gear device PG2 in the parallel mode will be described with reference to FIG. In the parallel mode, a plurality of shift stages are set by selectively engaging any two of the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the second brake B2. In this mode, the motor / generator MG powers or generates power while driving the vehicle while shifting the rotational speed of the input shaft I at a predetermined gear ratio according to each gear and transmitting it to the output shaft O. is there. In the present embodiment, as shown in FIG. 3, the parallel mode is provided so that eight shift speeds of the first speed, the third to seventh speed, the first reverse speed, and the second reverse speed can be switched.

  FIG. 4 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the parallel mode. As shown in the velocity diagram on the left side of FIG. 4, the second differential gear device PG <b> 2 is in a common state for all of the plurality of shift stages included in the parallel mode. That is, in the second differential gear device PG2, the carrier ca3 on one side in the order of the rotational speed rotates integrally with the input shaft I, and the sun gear s3 on the other side in the order of the rotational speed is fixed to the case Dc. . At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the carrier ca3 via the input shaft I. Then, in the second differential gear device PG2, the rotation of the ring gear r3 that is intermediate in the order of the rotational speed is transmitted to the second sun gear s2 of the first differential gear device PG1 in the engaged state of the first clutch C1, In the engaged state of the third clutch C3, it is transmitted to the first sun gear s1 of the first differential gear device PG1. Further, the rotation of the carrier ca3 of the second differential gear device PG2 that rotates integrally with the input shaft I is transmitted to the carrier ca1 of the first differential gear device PG1 in the engaged state of the second clutch C2, and the fourth clutch C4. Is transmitted to the first sun gear s1 of the first differential gear device PG1. Therefore, if the gear ratio of the second differential gear device PG2 is λ3 = 0.4, the engagement of the third clutch C3 is engaged with the second sun gear s2 of the first differential gear device PG1 in the engaged state of the first clutch C1. In the combined state, the rotational speed of the input shaft I is reduced to 0.6 times in the first sun gear s1 of the first differential gear device PG1, and the torque Te of the input shaft I (engine E) is increased to about 1.67 times. Amplified and transmitted. On the other hand, in the engaged state of the second clutch C2, the rotational speed and torque Te of the input shaft I are transmitted as they are to the carrier ca1 of the first differential gear device PG1, and in the engaged state of the fourth clutch C4, The rotational speed and the torque Te are transmitted as they are to the first sun gear s1 of the first differential gear device PG1.

  As shown in the speed diagram on the right side of FIG. 4, in the parallel mode, any one of the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the second brake B2 is selected. By selectively engaging the two, the state of the velocity diagram of the first differential gear device PG1 changes. Then, by combining the first differential gear device PG1 and the second differential gear device PG2, the rotational speed of the input shaft I is changed at a predetermined gear ratio corresponding to each of the plurality of gear speeds, and the output shaft O It will be in the state to transmit to. The states of the speed diagrams of the first differential gear device PG1 and the second differential gear device PG2 are basically the same as the states of the speed diagrams at the corresponding shift stages in the conventional automatic transmission. . However, in this parallel mode, the motor / generator MG is drive-coupled so as to rotate integrally with the first sun gear s1 of the first differential gear device PG1, and the vehicle travels while powering or generating power by the motor / generator MG. It is different from the conventional automatic transmission in that it can be made. That is, in this parallel mode, when the torque Te of the input shaft I (engine E) is insufficient with respect to the required driving force of the vehicle, such as when the vehicle is accelerating, the motor / generator MG powers the input shaft. I torque Te can be assisted. On the other hand, regenerative braking can be performed by generating power when the vehicle decelerates. Even when the vehicle is in a steady running state, power is generated when the amount of charge of the battery 11 is insufficient, and when the amount of charge of the battery 11 is full, powering is performed, thereby changing the state of charge of the battery 11. It can also be adjusted. Hereinafter, the state of the first differential gear device PG1 at each shift speed in the parallel mode will be described.

  As shown in FIG. 3, at the first speed (1st), the first clutch C1 and the second brake B2 are engaged. As shown in FIG. 4, at the first speed, the first clutch C1 is engaged, and as described above, the second differential gear device PG1 has the second sun gear s2 to the second differential gear PG2. The rotation of the input shaft I (engine E) decelerated by the dynamic gear device PG2 is transmitted. Further, when the second brake B2 is engaged, the rotational speed of the second sun gear s2 is reduced by the first differential gear device PG1 and transmitted to the output shaft O. That is, at the first speed, the rotational speed of the input shaft I is decelerated by both the second differential gear device PG2 and the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the first speed is the largest among all the gears in the parallel mode and the engine travel mode. Specifically, if the gear ratio of the first differential gear device PG1 is λ2 = 0.4, the rotation of the input shaft I after being decelerated 0.6 times by the second differential gear device PG2 as described above. Is further reduced by a factor of 0.4 by the first differential gear device PG1 and transmitted to the output shaft O. Therefore, in this example, at the first speed, the rotational speed of the input shaft I is reduced to 0.24 times (the transmission ratio is about 4.17) and transmitted to the output shaft O. Therefore, at the first speed, the torque Te of the input shaft I is amplified about 4.17 times and transmitted to the output shaft O. At the first speed, the absolute value of the rotational speed of the motor / generator MG is also decelerated and transmitted to the output shaft O. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the absolute value of the rotational speed of the motor / generator MG is increased by 0.5 times by the first differential gear device PG1. Decelerated and transmitted to the output shaft O. Therefore, at the first speed, the torque Tmg of the motor / generator MG is amplified twice and transmitted to the output shaft O.

  As shown in FIG. 3, at the third speed (3rd), the first clutch C1 and the third clutch C3 are engaged. As shown in FIG. 4, at the third speed, the first clutch C1 and the third clutch C3 are engaged, and as described above, the first sun gear s1 of the first differential gear device PG1. The rotation of the input shaft I (engine E) decelerated by the second differential gear device PG2 is transmitted to the second sun gear s2. In addition, since the first clutch C3 and the third clutch C3 are simultaneously engaged, the entire first differential gear device PG1 is brought into a directly connected state, and is decelerated by the second differential gear device PG2. The rotation of the input shaft I is transmitted to the output shaft O as it is. The gear ratio from the input shaft I to the output shaft O at the third gear is smaller than the gear ratio of the first gear and the second gear of the engine running mode described later. Specifically, as described above, the rotation of the input shaft I after being decelerated 0.6 times by the second differential gear device PG2 is transmitted to the output shaft O as it is. Therefore, in this example, at the third speed, the rotational speed of the input shaft I is reduced to 0.6 times (the gear ratio is about 1.67) and transmitted to the output shaft O. Therefore, at the third speed, the torque Te of the input shaft I is amplified about 1.67 times and transmitted to the output shaft O. At the third speed, the rotation speed of the motor / generator MG is transmitted to the output shaft O while maintaining the same speed. Therefore, at the third speed, the torque Tmg of the motor / generator MG is also transmitted to the output shaft O as it is.

  As shown in FIG. 3, at the fourth speed (4th), the first clutch C1 and the fourth clutch C4 are engaged. As shown in FIG. 4, at the fourth speed, the fourth clutch C4 is engaged, and as described above, the input shaft I is connected to the first sun gear s1 of the first differential gear device PG1. The rotation of (Engine E) is transmitted as it is. Further, when the first clutch C1 is engaged, the rotational speed of the first sun gear s1 is reduced by the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the fourth gear is smaller than the gear ratio at the third gear. Specifically, when the gear ratio of the first differential gear device PG1 is λ1 = 0.5 and λ2 = 0.4, the rotation of the input shaft I is about 0.73 times by the first differential gear device PG1. The gear ratio is reduced to about 1.36 and transmitted to the output shaft O. Therefore, at the fourth speed, the torque Te of the input shaft I is amplified about 1.36 times and transmitted to the output shaft O. At the fourth speed, the rotational speed of the motor / generator MG is also decelerated at the same speed ratio as the input shaft I and transmitted to the output shaft O. Specifically, the rotational speed of the motor / generator MG is reduced by about 0.73 times by the first differential gear device PG1 and transmitted to the output shaft O. Therefore, at the fourth speed, the torque Tmg of the motor / generator MG is amplified about 1.36 times and transmitted to the output shaft O.

  As shown in FIG. 3, at the fifth speed (5th), the first clutch C1 and the second clutch C2 are engaged. As shown in FIG. 4, at the fifth speed, the second clutch C2 is engaged, and as described above, the carrier ca1 of the first differential gear device PG1 is connected to the input shaft I (engine The rotation of E) is transmitted as it is. Further, when the first clutch C1 is engaged, the rotational speed of the carrier ca1 is reduced by the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the fifth gear is smaller than the gear ratio at the fourth gear. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5 and λ2 = 0.4, the rotation of the input shaft I is 0.84 times ( The speed ratio is reduced to about 1.19) and transmitted to the output shaft O. Therefore, at the fifth speed, the torque Te of the input shaft I is amplified about 1.19 times and transmitted to the output shaft O. At the fifth speed, the rotational speed of the motor / generator MG is also reduced and transmitted to the output shaft O. Specifically, the rotational speed of the motor / generator MG is reduced to 0.64 times by the first differential gear device PG1 and transmitted to the output shaft O. Therefore, at the fifth speed, the torque Tmg of the motor / generator MG is amplified about 1.57 times and transmitted to the output shaft O.

  As shown in FIG. 3, at the sixth speed (6th), the second clutch C2 and the fourth clutch C4 are engaged. As shown in FIG. 4, at the sixth speed, the second clutch C2 and the fourth clutch C4 are engaged, and as described above, the first sun gear s1 of the first differential gear device PG1. The rotation of the input shaft I (engine E) is transmitted to the carrier ca1 as it is. Further, when the second clutch C2 and the fourth clutch C4 are engaged at the same time, the entire first differential gear device PG1 is brought into a directly connected state in which the first differential gear device PG1 rotates integrally. The rotation of I is not shifted and is transmitted to the output shaft O as it is. Therefore, in this example, the gear ratio from the input shaft I to the output shaft O at the sixth gear is smaller than the gear ratio at the fifth gear, the gear ratio is 1, and the rotational speed of the input shaft I is the same. It is transmitted to the output shaft O at a high speed. Therefore, at the sixth speed, the torque Te of the input shaft I is also transmitted to the output shaft O as it is. At the sixth speed, the rotational speed of the motor / generator MG is transmitted to the output shaft O while maintaining the same speed. Therefore, at the sixth speed, the torque Tmg of the motor / generator MG is also transmitted to the output shaft O as it is.

  As shown in FIG. 3, at the seventh speed (7th), the second clutch C2 and the third clutch C3 are engaged. As shown in FIG. 4, at the seventh speed, the second clutch C2 is engaged, and as described above, the carrier ca1 of the first differential gear device PG1 is connected to the input shaft I (engine The rotation of E) is transmitted as it is. Further, when the third clutch C3 is engaged, the rotational speed of the carrier ca1 is increased by the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the seventh gear is smaller than the gear ratio at the sixth gear. Specifically, assuming that the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation of the input shaft I is 1.2 times by the first differential gear device PG1 (the transmission ratio is about 0.00). 83) and transmitted to the output shaft O. Therefore, at the seventh speed, the torque Te of the input shaft I is attenuated by about 0.83 times and transmitted to the output shaft O. At the seventh speed, the rotational speed of the motor / generator MG is also increased and transmitted to the output shaft O. Specifically, the rotational speed of the motor / generator MG is increased by a factor of two by the first differential gear device PG1 and transmitted to the output shaft O. Therefore, at the seventh speed, the torque Tmg of the motor / generator MG is attenuated 0.5 times and transmitted to the output shaft O.

  As shown in FIG. 3, at the first reverse speed (Rev1), the third clutch C3 and the second brake B2 are engaged. As shown in FIG. 4, in the first reverse speed, the third clutch C3 is engaged, and as described above, the second sun gear s1 of the first differential gear device PG1 is moved to the second sun gear s1. The rotation of the input shaft I (engine E) decelerated by the differential gear device PG2 is transmitted. Further, when the second brake B2 is engaged, the rotation speed of the first sun gear s1 is reduced by the first differential gear device PG1, and the rotation direction is reversed and transmitted to the output shaft O. That is, at the first reverse speed, the rotational speed of the input shaft I is reduced by both the second differential gear device PG2 and the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the first reverse speed is larger than the gear ratio at the second reverse speed. Specifically, when the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation of the input shaft I after being reduced by a factor of 0.6 by the second differential gear device PG2 as described above. However, the speed is further reduced by 0.5 times by the first differential gear device PG1 and the rotation direction is reversed and transmitted to the output shaft O. Therefore, in this example, at the first reverse speed, the rotational speed of the input shaft I is decelerated by an absolute value of 0.3 (speed ratio is about 3.33) and the rotational direction is reversed to the output shaft O. Communicated. Therefore, at the first reverse speed, the torque Te of the input shaft I is amplified about 3.33 times and transmitted to the output shaft O. At the first reverse speed, the absolute value of the rotational speed of the motor / generator MG is also decelerated and transmitted to the output shaft O. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation speed of the motor / generator MG is reduced by 0.5 times by the first differential gear device PG1. It is transmitted to the output shaft O. Accordingly, at the first reverse speed, the torque Tmg of the motor / generator MG is amplified by a factor of 2 and transmitted to the output shaft O.

  As shown in FIG. 3, at the second reverse speed (Rev2), the fourth clutch C4 and the second brake B2 are engaged. As shown in FIG. 4, in the second reverse speed, the fourth clutch C4 is engaged, and as described above, the first sun gear s1 of the first differential gear device PG1 is connected to the input shaft. The rotation of I (engine E) is transmitted as it is. Further, when the second brake B2 is engaged, the rotation speed of the first sun gear s1 is reduced by the first differential gear device PG1, and the rotation direction is reversed and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the second reverse speed is smaller than the gear ratio at the first reverse speed. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation of the input shaft I is multiplied by 0.5 (the gear ratio is 2) by the first differential gear device PG1. The speed is reduced and the rotation direction is reversed and transmitted to the output shaft O. Therefore, at the second reverse speed, the torque Te of the input shaft I is amplified by a factor of 2 and transmitted to the output shaft O. At the second reverse speed, the absolute value of the rotational speed of the motor / generator MG is also decelerated and transmitted to the output shaft O. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation speed of the motor / generator MG is reduced by 0.5 times by the first differential gear device PG1. It is transmitted to the output shaft O. Therefore, at the second reverse speed, the torque Tmg of the motor / generator MG is amplified by a factor of 2 and transmitted to the output shaft O.

  As described above, in the parallel mode, the torque Te of the input shaft I (engine E) is shifted at a gear ratio corresponding to each gear and transmitted to the output shaft O, and the motor / generator MG is used as necessary. To assist the torque Te of the input shaft I, or cause the motor / generator MG to generate electric power for regenerative braking, battery charging, or the like. Therefore, this parallel mode is suitable as a mode used during medium to high speed driving after the vehicle is started in the electric driving mode and the first continuously variable transmission mode described later. By releasing the frictional engagement elements other than the first clutch C1 from the state of the first speed and the third to fifth speeds, which are the shift speeds at which the first clutch C1 is engaged in the parallel mode, Transition to the continuously variable transmission mode is possible. Further, by releasing the frictional engagement elements other than the second clutch C2 from the state of the fifth to seventh speed, which is the shift speed at which the second clutch C2 is engaged in this parallel mode, The shift mode can be entered. Moreover, it is possible to shift to the electric travel mode by releasing the friction engagement elements other than the second brake B2 from the state of the first speed in the parallel mode, the first reverse speed, or the second reverse speed.

1-5. Engine Travel Mode Next, operation states of the first differential gear device PG1 and the second differential gear device PG2 in the engine travel mode will be described with reference to FIG. The engine travel mode is a mode in which the first brake B1 is engaged to stop the rotation of the motor / generator MG, and the torque of the input shaft I is transmitted to the output shaft O to travel the vehicle. In the present embodiment, as shown in FIG. 3, the engine running mode is such that the first brake B1 is engaged and the first clutch C1 and the second clutch C2 are selectively engaged, Two gear stages, the second speed stage and the eighth speed stage, are provided so as to be switchable. Of these two shift speeds, the second speed stage is a speed reduction stage that reduces the rotational speed of the input shaft I and transmits it to the output shaft O, and the eighth speed stage increases the rotational speed of the input shaft I. It is a speed increasing stage that transmits to the output shaft O at high speed.

  FIG. 5 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the engine running mode. As shown in the velocity diagram on the left side of FIG. 5, the second differential gear device PG2 is in a common state for a plurality of (two) gear speeds in the engine travel mode, and is also common to the parallel mode described above. It becomes a state. In other words, the second differential gear device PG2 is in a common state for all the shift stages included in the two modes of the parallel mode and the engine running mode. Then, the rotation of the ring gear r3 that is intermediate in the order of the rotation speed in the second differential gear device PG2 is transmitted to the second sun gear s2 of the first differential gear device PG1 when the first clutch C1 is engaged. . The rotation of the carrier ca3 of the second differential gear device PG2 that rotates integrally with the input shaft I is transmitted to the carrier ca1 of the first differential gear device PG1 when the second clutch C2 is engaged. Therefore, if the gear ratio of the second differential gear device PG2 is λ3 = 0.4, the rotational speed of the input shaft I is equal to the second sun gear s2 of the first differential gear device PG1 when the first clutch C1 is engaged. The speed Te is reduced by 0.6 times, and the torque Te of the input shaft I (engine E) is amplified by about 1.67 times and transmitted. On the other hand, in the engaged state of the second clutch C2, the rotational speed and torque Te of the input shaft I are transmitted as they are to the carrier ca1 of the first differential gear device PG1.

  Further, as shown in the speed diagram on the right side of FIG. 5, in the engine running mode, the first brake B1 is engaged and either the first clutch C1 or the second clutch C2 is selectively engaged. As a result, the state of the velocity diagram of the first differential gear device PG1 changes. Then, by combining the first differential gear device PG1 and the second differential gear device PG2, the rotational speed of the input shaft I is changed at a predetermined gear ratio corresponding to each of a plurality of (two) gear stages. Thus, the state is transmitted to the output shaft O. In this engine running mode, the rotor Ro of the motor / generator MG is fixed to the case Dc by the first brake B1, and the motor / generator MG does not operate. Therefore, the state of the speed diagram of the first differential gear device PG1 and the second differential gear device PG2 in this engine travel mode is the same as the state of the speed diagram at each corresponding gear stage in the conventional automatic transmission. The same. Hereinafter, the state of the first differential gear device PG1 at each gear position in the engine travel mode will be described.

  As shown in FIG. 3, at the second speed (2nd), the first brake B1 and the first clutch C1 are engaged. Then, as shown in FIG. 5, at the second speed, the first clutch C1 is engaged, and as described above, the second differential gear device PG1 has the second difference in the second sun gear s2. The rotation of the input shaft I (engine E) decelerated by the dynamic gear device PG2 is transmitted. Further, when the first brake B1 is engaged, the rotation of the motor / generator MG is stopped, and the rotation speed of the second sun gear s2 is reduced by the first differential gear device PG1, so that the output shaft O Is transmitted to. That is, at the second speed, the rotational speed of the input shaft I is decelerated by both the second differential gear device PG2 and the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the second gear is smaller than the gear ratio of the first gear in the parallel mode. Specifically, when the gear ratio of the first differential gear device PG1 is λ1 = 0.5 and λ2 = 0.4, after being reduced by a factor of 0.6 by the second differential gear device PG2 as described above. The rotation of the input shaft I is further reduced by about 0.67 times by the first differential gear device PG1 and transmitted to the output shaft O. Therefore, in this example, at the second speed, the rotational speed of the input shaft I is reduced to 0.4 times (transmission ratio is 2.5) and transmitted to the output shaft O. Therefore, at the second speed, the torque Te of the input shaft I is amplified 2.5 times and transmitted to the output shaft O.

  As shown in FIG. 3, at the eighth speed (8th), the first brake B1 and the second clutch C2 are engaged. As shown in FIG. 5, at the eighth speed, the second clutch C2 is engaged, and as described above, the carrier ca1 of the first differential gear device PG1 is connected to the input shaft I (engine The rotation of E) is transmitted as it is. In addition, when the first brake B1 is engaged, the rotation of the motor / generator MG is stopped, and the rotation speed of the carrier ca1 is increased by the first differential gear device PG1 to the output shaft O. Communicated. The gear ratio from the input shaft I to the output shaft O at the eighth gear is smaller than the gear ratio at the seventh gear in the parallel mode. Specifically, assuming that the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation of the input shaft I is 1.5 times by the first differential gear device PG1 (the gear ratio is about 0.00). 67) and transmitted to the output shaft O. Therefore, at the eighth speed, the torque Te of the input shaft I is attenuated by about 0.67 times and transmitted to the output shaft O.

  As described above, in the engine running mode, the rotation of the motor / generator MG is stopped, and only the torque Te of the input shaft I (engine E) is shifted at a gear ratio corresponding to each gear stage to the output shaft O. The vehicle can be run by transmission. Therefore, this engine travel mode is suitable as a mode used in a travel state in which there is little need for assistance or regenerative braking by the motor / generator MG during high-speed cruise or the like. That is, in this engine travel mode, the vehicle can be traveled only by the engine E, so that energy loss caused by driving the motor / generator MG can be suppressed. In particular, since the eighth speed in the engine running mode increases the rotational speed of the input shaft I (engine E) and transmits it to the output shaft O, the rotational speed of the engine E can be kept low. Therefore, it is possible to efficiently drive the vehicle during high-speed cruising and improve fuel efficiency. By releasing the first brake B1, which is a friction engagement element other than the first clutch C1, from the state of the second speed in the engine running mode, it is possible to shift to the first continuously variable transmission mode. Further, by releasing the first brake B1, which is a friction engagement element other than the second clutch C2, from the state of the eighth speed in the engine running mode, it is possible to shift to the second continuously variable transmission mode.

1-6. Electric travel mode Next, the operation states of the first differential gear device PG1 and the second differential gear device PG2 in the electric travel mode will be described with reference to FIG. The electric travel mode is a mode in which the vehicle travels by transmitting the torque of the motor / generator MG to the output shaft O in a state where the second brake B2 is engaged and the input shaft I is disconnected from the output shaft O. At that time, by causing the motor / generator MG to power or generate electric power, the torque of the motor / generator MG can be transmitted to the output shaft O while the engine E is stopped, and the vehicle can travel. In the present embodiment, as shown in FIG. 3, basically only the second brake B2 is engaged in the electric travel mode. In the present embodiment, the second brake B2 is a so-called normally closed friction engagement element as described above. Therefore, the second brake B2 can be maintained in the engaged state even when the mechanical oil pump 14 and the electric oil pump 15 are not driven. For example, the electric oil pump 15 is driven from a state where the vehicle is stopped. The vehicle can be started easily in the electric travel mode. Further, by saving the driving time of the electric oil pump 15 in this way, it is possible to extend the life of an electric motor (not shown) for driving the electric oil pump 15.

  When starting the engine E from the electric travel mode and shifting to the parallel mode, the motor / generator MG is rotating, and one of a plurality of engagement elements according to the traveling direction of the vehicle, Specifically, the engine E can be started by transmitting the torque Tmg of the motor / generator MG to the input shaft I by engaging the first clutch C1 or the third clutch C3. A “dashed circle” in FIG. 3 indicates a friction engagement element that is engaged to start the engine E as described above. In addition, it is good also as a structure which provides the starter for starting the engine E separately, and starts the engine E with the said starter. In this manner, the mechanical oil pump 14 is driven by the driving force of the engine E to generate hydraulic pressure, and the mode can be changed with the predetermined friction engagement element engaged. In that case, the electric oil pump 15 can be eliminated.

  FIG. 6 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the electric travel mode. In this figure, the alternate long and short dash line shows a speed diagram of the first differential gear device PG1 in a state where the rotational speed of the output shaft O is zero (that is, the vehicle is stopped), and the solid line shows the output shaft O more than the state of the dashed dotted line. Is a speed diagram of the first differential gear device PG1 in a state where the rotational speed of the vehicle is high (that is, the vehicle speed is high) and the vehicle is moving forward and backward. As shown in the velocity diagram on the left side of FIG. 6, in the electric travel mode, the second differential gear device PG2 is basically separated from the rotating elements of the first differential gear device PG1, and the engine E Is stopped and the rotation speed of the input shaft I becomes zero.

  Further, as shown in the speed diagram on the right side of FIG. 6, in the electric travel mode, the first differential gear device PG1 reduces the rotational speed of the motor / generator MG and amplifies the torque Tmg to output the output shaft. To O. That is, in this electric travel mode, the first differential gear device PG1 is in a state where only the single pinion type planetary gear mechanism including the first sun gear s1, the carrier ca1, and the ring gear r1 functions. In this planetary gear mechanism, the motor / generator MG is drivingly connected to the first sun gear s1 on one side in the order of rotational speed, and the output shaft O is drivingly connected to the ring gear r1 on the other side in order of rotational speed. The carrier ca1 that is intermediate in the order of the rotation speed is fixed to the case Dc by the second brake B2. As a result, the rotation direction of the motor / generator MG is reversed and transmitted to the output shaft O. Therefore, in a state where the motor / generator MG outputs the torque Tmg in the negative direction and the rotational speed is negative (the rotational direction is negative), the output shaft O has a positive rotational speed (the rotational direction is positive), and the vehicle Advance. On the other hand, when the motor / generator MG outputs the torque Tmg in the positive direction and the rotational speed is positive (the rotational direction is positive), the output shaft O has a negative rotational speed (the rotational direction is negative), and the vehicle Go backwards. Thus, in the present embodiment, the electric travel mode includes both the forward travel mode and the reverse travel mode according to the torque Tmg and the rotational speed direction of the motor / generator MG. At this time, the rotational speed of the motor / generator MG is reduced according to the gear ratio λ1 of the first differential gear device PG1, and the torque Tmg is amplified and transmitted to the output shaft O. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the absolute value of the rotational speed of the motor / generator MG is increased by 0.5 times by the first differential gear device PG1. Decelerated and transmitted to the output shaft O. Therefore, the torque Tmg of the motor / generator MG is amplified twice and transmitted to the output shaft O.

  In this electric travel mode, the motor / generator MG is caused to perform power running or power generation according to the required driving force of the vehicle. That is, at the time of acceleration of the vehicle or steady running, the motor / generator MG powers the vehicle to transmit the torque Tmg to the output shaft O, thereby driving the vehicle. On the other hand, at the time of deceleration of the vehicle, the motor / generator MG performs regenerative braking by generating torque in a direction opposite to the direction of the torque of the output shaft O that is rotated by the inertia of the vehicle, thereby regenerating the vehicle. Decelerate. As described above, in the electric travel mode, the vehicle can be traveled only by the torque Tmg of the motor / generator MG while the engine E is stopped. Therefore, this electric travel mode is for high efficiency by stopping the engine E when starting the vehicle, when traveling at a low speed with a sufficient charge amount of the battery 11, or when decelerating while the vehicle is traveling. This mode is suitable for regenerative braking. In addition, when decelerating during traveling in the parallel mode or the engine traveling mode, the operation for stopping the engine E and shifting to the electric traveling mode and performing regenerative braking with high efficiency will be described later with reference to FIGS. This will be described in detail based on the above.

  Moreover, in this electric travel mode, the engine E can be started and it can transfer to parallel mode by making the 1st clutch C1 or the 3rd clutch C3 into an engagement state according to the advancing direction of a vehicle. Specifically, in the forward traveling state in which the motor / generator MG rotates in the direction opposite to the rotation direction of the input shaft I in the electric travel mode, the first clutch C1 is engaged, The engine T can be started by transmitting the torque Tmg of the generator MG to the input shaft I. That is, when the first clutch C1 is engaged while the vehicle is moving forward, the ring gear r3 of the second differential gear device PG2 rotates integrally with the second sun gear s2 of the first differential gear device PG1. Therefore, the input shaft I and the engine E are rotated in the positive direction by the torque Tmg of the motor / generator MG, and the engine E can be started. As described above, in the electric travel mode in which the second brake B2 is engaged, when the first clutch C1 is engaged, it is possible to shift to the first speed of the parallel mode (see FIGS. 3 and 4). ).

  Here, the timing for starting the engine E by engaging the first clutch C <b> 1 can be set according to the charge amount of the battery 11 or the like. Therefore, when starting the engine E after traveling for a while in the electric travel mode, the first clutch C1 of the first differential gear device PG1 is engaged by sliding the first clutch C1 during forward movement in the electric travel mode. The rotational speed of the ring gear r3 of the second differential gear device PG2 can be increased in accordance with the rotational speed of the two sun gear s2. Thus, the engine E can be started by increasing the rotational speed of the input shaft I and the engine E that rotate integrally with the carrier ca3 of the second differential gear device PG2. On the other hand, when the engine E is started immediately after starting in the electric travel mode, the first clutch C1 is kept engaged from the state where the rotational speed of the output shaft O is zero (that is, the vehicle is stopped) The vehicle travels by transmitting torque Tmg of motor generator MG to output shaft O. As a result, the rotational speed of the second sun gear s2 of the first differential gear device PG1 can be increased, so that the rotational speed of the ring gear r3 of the second differential gear device PG2 that rotates integrally with the first sun gear PG2 is increased. The engine E can be started by increasing the rotational speed of the input shaft I and the engine E that rotate integrally with the carrier ca3 of the differential gear device PG2. In any case, the engine can be started when the rotational speed of the engine becomes a certain value or more (for example, 500 rpm or more).

  In the reverse traveling state in which the motor / generator MG rotates in the same direction as the rotation direction of the input shaft I in the electric travel mode, the torque Tmg of the motor / generator MG is brought about by engaging the third clutch C3. Can be transmitted to the input shaft I to start the engine E. That is, when the third clutch C3 is engaged while the vehicle is moving backward, the ring gear r3 of the second differential gear device PG2 rotates integrally with the first sun gear s1 of the first differential gear device PG1. Therefore, the input shaft I and the engine E are rotated in the positive direction by the torque Tmg of the motor / generator MG, and the engine E can be started. Thus, in the electric travel mode in which the second brake B2 is in the engaged state, when the third clutch C3 is in the engaged state, it is possible to shift to the first reverse speed of the parallel mode (FIGS. 3 and 4). reference).

  Here, the timing of starting the engine E by engaging the third clutch C3 can be set according to the charge amount of the battery 11, and the like. Therefore, when starting the engine E after traveling for a while in the electric travel mode, the first differential gear device PG1 of the first differential gear device PG1 is engaged by sliding and engaging the third clutch C3 during reverse travel in the electric travel mode. The rotational speed of the ring gear r3 of the second differential gear device PG2 can be increased in accordance with the rotational speed of the one sun gear s1. Thus, the engine E can be started by increasing the rotational speed of the input shaft I and the engine E that rotate integrally with the carrier ca3 of the second differential gear device PG2. On the other hand, when the engine E is started immediately after starting in the electric travel mode, the third clutch C3 remains engaged from the state where the rotational speed of the output shaft O is zero (that is, the vehicle is stopped) The vehicle travels by transmitting torque Tmg of motor generator MG to output shaft O. As a result, the rotational speed of the first sun gear s1 of the first differential gear device PG1 can be increased, so that the rotational speed of the ring gear r3 of the second differential gear device PG2 that rotates integrally with the first sun gear s1 can be increased. The engine E can be started by increasing the rotational speed of the input shaft I and the engine E that rotate integrally with the carrier ca3 of the differential gear device PG2. In any case, the engine can be started when the rotational speed of the engine becomes a certain value or more (for example, 500 rpm or more). Although not shown in FIG. 3, the engine E can be similarly started by engaging the fourth clutch C4 instead of the third clutch C3. In this case, after the engine E is started, the second reverse speed of the parallel mode is shifted to.

1-7. Next, the operation state of the first differential gear device PG1 and the second differential gear device PG2 in the continuously variable transmission mode will be described with reference to FIGS. In the continuously variable transmission mode, the torque of the input shaft I (engine E) is input to one of the second sun gear s2 that is the fourth rotating element and the carrier ca1 that is the second rotating element of the first differential gear device PG1. In this state, the rotational speed and torque of the motor / generator MG are controlled to change the rotational speed of the input shaft I steplessly and transmit it to the output shaft O. As such a continuously variable transmission mode, the present embodiment has two modes, a first continuously variable transmission mode and a second continuously variable transmission mode.

1-7-1. First Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the first continuously variable transmission mode will be described with reference to FIG. In the first continuously variable transmission mode, the second brake B2 is disengaged and the first clutch C1 is engaged, and the input shaft I is connected to the second sun gear s2 that is the fourth rotating element of the first differential gear device PG1. In this mode, the rotational speed and torque of the motor / generator MG are controlled in a state where the torque of the (engine E) is input, and the rotational speed of the input shaft I is steplessly changed and transmitted to the output shaft O. . In the present embodiment, as shown in FIG. 3, in the first continuously variable transmission mode, only the first clutch C1 is engaged. Therefore, the second sun gear s2 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the ring gear r3 of the second differential gear device PG2, and is transmitted from the carrier ca3 of the second differential gear device PG2 to the ring gear r3. The torque of the input shaft I is input to the second sun gear s2 of the first differential gear device PG1. In this state, the first continuously variable transmission mode is realized by controlling the rotational speed and torque of the motor / generator MG.

  FIG. 7 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the first continuously variable transmission mode. As shown in the speed diagram on the left side of FIG. 7, in the first continuously variable transmission mode, the rotational speed of the input shaft I is reduced and the torque of the input shaft I is amplified by the second differential gear device PG2. Is transmitted to the second sun gear s2 of the first differential gear device PG1. That is, in the second differential gear device PG2, the carrier ca3 on one side in the order of the rotational speed rotates integrally with the input shaft I, and the sun gear s3 on the other side in the order of the rotational speed is fixed to the case Dc. . At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the carrier ca3 via the input shaft I. Then, the rotation of the ring gear r3 that is intermediate in the order of the rotation speed in the second differential gear device PG2 is transmitted to the second sun gear s2 of the first differential gear device PG1 via the first clutch C1. Therefore, if the gear ratio of the second differential gear device PG2 is λ3 = 0.4, the rotational speed of the input shaft I is reduced by a factor of 0.6, and the torque Te of the input shaft I (engine E) is about 1. It is amplified 67 times and transmitted to the second sun gear s2 of the first differential gear device PG1.

  Further, as shown in the speed diagram on the right side of FIG. 7, in the first continuously variable transmission mode, the input shaft I (engine E) amplified by the second differential gear device PG2 and transmitted to the second sun gear s2. The torque Te is further amplified by the first differential gear device PG1 and transmitted to the output shaft O. That is, in the first differential gear device PG1, the torque Te of the input shaft I amplified by the second differential gear device PG2 is input to the second sun gear s2 that is one side in the order of the rotational speed, and the rotational speed The motor / generator MG is drivingly connected to the first sun gear s1 which is the other side in this order. The output shaft O is drivably coupled to the ring gear r1, which is one of the rotation elements that are intermediate in the order of the rotation speed. At this time, the motor / generator MG outputs a torque Tmg in the positive direction and functions as a reaction force receiver for the torque Te of the input shaft I. As a result, the first differential gear device PG1 combines the torque Te of the input shaft I transmitted to the second sun gear s2 and the torque Tmg of the motor / generator MG, and after amplification by the second differential gear device PG2. Torque obtained by further amplifying the torque Te of the input shaft I is transmitted to the output shaft O. Specifically, assuming that the gear ratio of the first differential gear device PG1 is λ1 = 0.5 and λ2 = 0.4, the torque Te of the torque Te of the input shaft I after amplification by the second differential gear device PG2. Since the torque Tmg of the motor / generator MG shares 0.5 times the torque, 1.5 times the torque Te of the input shaft I amplified by the second differential gear device PG2 is transmitted to the output shaft O. Is done.

  Therefore, when the gear ratios of the first differential gear device PG1 and the second differential gear device PG2 are λ1 = 0.5, λ2 = 0.4, and λ3 = 0.4 as described above, In the continuously variable transmission mode, the torque Te of the input shaft I (engine E) is amplified by 2.5 times and transmitted to the output shaft O by both the first differential gear device PG1 and the second differential gear device PG2. Is done. The gear ratios λ1, λ2, and λ3 of the first differential gear device PG1 and the second differential gear device PG2 can be set as appropriate in consideration of the characteristics of the engine E and the motor / generator MG, the vehicle weight, and the like. it can.

  As described above, in the first continuously variable transmission mode, the torque Te of the input shaft I (engine E) can be amplified and transmitted to the output shaft O by causing the motor / generator MG to generate power. Therefore, the first continuously variable transmission mode is suitable as a mode used when a large driving force is required, such as when the vehicle starts. Therefore, in the present embodiment, the first continuously variable transmission mode can start the vehicle when the electric travel mode cannot be realized, such as when the charge amount in the battery 11 is reduced, and the start mode It also has a configuration with the function as. In addition, the speed diagram shown with the dashed-dotted line in FIG. 7 is a speed diagram of 1st differential gear apparatus PG1 in the state (namely, stop state of a vehicle) in which the rotational speed of the output shaft O is zero. In the state where the first continuously variable transmission mode functions as the start mode, the motor / generator MG outputs the torque Tmg in the positive direction to gradually increase the rotational speed of the first sun gear s1 of the first differential gear device PG1. The rotational speed of the output shaft O can be gradually increased and accelerated. Then, when the rotation speed of the carrier ca1 of the first differential gear device PG1 becomes zero, it is possible to shift to the first speed of the parallel mode by engaging the second brake B2. Further, the second brake B2 is further accelerated without being engaged, and when the rotational speed of the first sun gear s1 becomes zero, the first brake B1 is engaged to shift to the second speed stage of the engine travel mode. can do. Alternatively, the first brake B1 is further accelerated without being engaged, and the third clutch C3 is engaged when the rotational speed of the first sun gear s1 coincides with the rotational speed of the second sun gear s2. It is also possible to shift to the third gear. It is also possible to further accelerate and shift to the 4th or 5th speed of the parallel mode. The shift stage in the parallel mode from the first continuously variable transmission mode may be determined each time according to the charge amount of the battery 11, or one shift stage may be determined in advance. .

  Further, in the present embodiment, the first continuously variable transmission mode is between the first to fifth gears that are the gears in which the first clutch C1 is engaged in the parallel mode and the engine running mode. This mode is also realized in the transition process. That is, for example, in the transition process from the first speed in the parallel mode to the second speed in the engine running mode, the second brake B2 is disengaged while the first clutch C1 is engaged, and the first stepless A shift mode is realized. In this state, the rotational speed of the motor / generator MG is gradually increased, and when the rotational speed becomes zero, the first brake B1 is engaged to form the second speed stage of the engine travel mode. Further, for example, in the transition process from the second speed stage of the engine running mode to the third speed stage of the parallel mode, the first brake B1 is released while the first clutch C1 remains engaged, and the first continuously variable A shift mode is realized. In this state, the rotational speed of the motor / generator MG is gradually increased, and when the rotational speed becomes equal to the rotational speed of the engine E after being decelerated by the second differential gear device PG2, the third clutch C3 is used. Is engaged to form the third speed of the parallel mode. The same applies to the transition process from the third speed to the fourth speed in the parallel mode and the transition process from the fourth speed to the fifth speed in the parallel mode. Such switching of the shift speed is a synchronous switching in which the engaging members on both sides of the friction engagement element engaged at the time of switching are engaged in the same state. Therefore, smooth switching can be performed without generating an impact associated with the engagement of the frictional engagement elements when switching between such shift speeds.

  By the way, in the first continuously variable transmission mode, the motor / generator MG outputs the torque Tmg in the positive direction. Therefore, for example, when the rotational speed of the first sun gear s1 is negative (the rotational direction is negative), such as when the vehicle starts, the motor / generator MG generates power. On the other hand, in a state where the rotational speed of the first sun gear s1 is positive (the rotational direction is positive), such as when shifting from the second speed in the engine running mode to the third speed in the parallel mode, the motor / generator MG Powers and consumes power.

1-7-2. Second Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the second continuously variable transmission mode will be described with reference to FIG. In the second continuously variable transmission mode, the second brake B2 is disengaged and the second clutch C2 is engaged, and the input shaft I (engine) is applied to the carrier ca1, which is the second rotating element of the first differential gear device PG1. In this mode, the rotational speed and torque of the motor / generator MG are controlled in a state where the torque of E) is input, and the rotational speed of the input shaft I is steplessly changed and transmitted to the output shaft O. In the present embodiment, as shown in FIG. 3, only the second clutch C2 is engaged in the second continuously variable transmission mode. Accordingly, the carrier ca1 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the input shaft I, and the torque of the input shaft I is input to the carrier ca1 of the first differential gear device PG1. In this state, the second continuously variable transmission mode is realized by controlling the rotational speed and torque of the motor / generator MG.

  FIG. 8 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the second continuously variable transmission mode. As shown in FIG. 8, in the second continuously variable transmission mode, the rotational speed and torque of the input shaft I are transmitted as they are to the carrier ca1 of the first differential gear device PG1. At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the carrier ca1 via the input shaft I and the second clutch C2. Then, the torque Te of the input shaft I (engine E) transmitted to the carrier ca1 is attenuated by the first differential gear device PG1 and transmitted to the output shaft O. That is, in the first differential gear device PG1, the motor / generator MG is drivingly connected to the first sun gear s1 that is one side in the order of the rotational speed, and the carrier ca1 that is intermediate in the order of the rotational speed is connected to the carrier ca1. Rotation is input. The output shaft O is drivably coupled to the ring gear r1, which is one of the rotation elements on the other side in the order of the rotation speed. At this time, the motor / generator MG outputs a torque Tmg in the negative direction and functions as a reaction force receiver for the torque Te of the input shaft I. Thereby, the first differential gear device PG1 distributes a part of the torque Te of the input shaft I transmitted to the carrier ca1 to the motor / generator MG, and outputs a torque attenuated with respect to the torque Te of the input shaft I. Transmit to axis O. In the second continuously variable transmission mode, when the rotational speed of the motor / generator MG is smaller than the rotational speed of the engine E, the rotation of the input shaft I (engine E) is accelerated by the first differential gear device PG1. And transmitted to the output shaft O. Therefore, the second continuously variable transmission mode is suitable as a mode used during high-speed cruising.

  Further, in the present embodiment, the second continuously variable transmission mode is between the gears of the fifth to eighth gear speeds that are the gear speeds in which the second clutch C2 is engaged in the parallel mode and the engine running mode. This mode is also realized in the transition process. That is, for example, in the transition process from the sixth gear to the seventh gear in the parallel mode, the second clutch C4 is disengaged while the second clutch C2 is engaged, and the second continuously variable transmission mode is realized. Is done. In this state, the rotational speed of the motor / generator MG is gradually decreased, and when the rotational speed becomes equal to the rotational speed of the engine E after being decelerated by the second differential gear device PG2, the third clutch C3 is used. Is engaged to form the seventh speed stage of the parallel mode. Further, for example, in the transition process from the seventh speed in the parallel mode to the eighth speed in the engine running mode, the third clutch C3 is released while the second clutch C2 is kept engaged, and the second continuously variable A shift mode is realized. In this state, the rotational speed of the motor / generator MG is gradually decreased, and when the rotational speed becomes zero, the first brake B1 is engaged to form the eighth speed of the engine travel mode. The same applies to the transition process from the fifth gear to the sixth gear in the parallel mode. Such switching of the shift speed is a synchronous switching in which the engaging members on both sides of the friction engagement element engaged at the time of switching are engaged in the same state. Therefore, smooth switching can be performed without generating an impact associated with the engagement of the frictional engagement elements when switching between such shift speeds.

  Incidentally, in the second continuously variable transmission mode, the motor / generator MG outputs a torque Tmg in the negative direction. Therefore, for example, when the rotational speed of the first sun gear s1 is negative (the rotational direction is negative), such as during high-speed cruising, the motor / generator MG powers and consumes power. On the other hand, when the rotational speed of the first sun gear s1 is positive (the rotational direction is positive), such as when shifting from the sixth speed to the seventh speed in the parallel mode, the motor / generator MG generates power.

1-8. Engine Start Mode Next, operation states of the first differential gear device PG1 and the second differential gear device PG2 in the engine start mode will be described with reference to FIG. In the engine start mode, the torque Tmg of the motor / generator MG is transmitted to the output shaft O by engaging the third clutch C3 or the fourth clutch C4 with the engine E stopped and causing the motor / generator MG to power. In this mode, the engine is transmitted to the input shaft I and the engine E is started. In the present embodiment, as shown in FIG. 3, only the fourth clutch C4 is engaged in the engine start mode. Therefore, the first sun gear s1 of the first differential gear device PG1 is in a drivingly connected state so as to rotate integrally with the carrier ca3 of the second differential gear device PG2. By causing the motor / generator MG to power in this state, the rotational speeds of the input shaft I and the engine E are increased via the first sun gear s1 of the first differential gear device PG1 and the carrier ca3 of the second differential gear device PG2. The engine E can be started. At this time, the first differential gear device PG1 is in a state in which the rotational speed of the first sun gear s1 can be increased regardless of the rotational speed of the ring gear r1 that is drivingly connected to the output shaft O. The torque Tmg of the generator MG is not transmitted to the output shaft O.

  FIG. 9 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the engine start mode. As shown in the speed diagram on the right side of FIG. 9, in the engine start mode, the motor / generator MG outputs the torque Tmg in the positive direction and increases the rotational speed in the positive direction. As a result, the rotational speed of the first sun gear s1 of the first differential gear device PG1 drivingly connected to the motor / generator MG gradually increases. At this time, in the first differential gear device PG1, since the carrier ca1, the ring gear r1, and the second sun gear s2 other than the first sun gear s1 are not restrained, the ring gear r1 that is drivingly connected to the output shaft O is in the state. Regardless of the rotational speed, the rotational speed of the first sun gear s1 can be increased. FIG. 9 shows an example in which the engine start mode is executed in a state where the rotation speed of the output shaft O is zero (that is, the vehicle is stopped). Since the first sun gear s1 is drivingly connected so as to rotate integrally with the carrier ca3 of the second differential gear device PG2 by the fourth clutch C4, the first sun gear s1 increases with the increase in the rotational speed of the first sun gear s1. The rotational speed of the carrier ca3 of the two differential gear device PG2 also increases. Thereby, the rotational speed of the input shaft I and the engine E that are drivingly connected so as to rotate integrally with the carrier ca3 of the second differential gear device PG2 can be increased, and the engine E can be started. In this case, the engine can be started when the rotational speed of the engine becomes a certain value or more (for example, 500 rpm or more).

  Although not shown in FIGS. 3 and 9, the engine E can be similarly started by engaging the third clutch C3 instead of the fourth clutch C4. In this case, the first sun gear s1 of the first differential gear device PG1 whose rotational speed is increased by the motor / generator MG is driven so as to rotate integrally with the ring gear r3 of the second differential gear device PG2 by the third clutch C3. Since they are connected, the rotational speed of the ring gear r3 of the second differential gear device PG2 increases as the rotational speed of the first sun gear s1 increases. As a result, the rotation of the input shaft I and the engine E, which are connected so as to transmit the rotation from the ring gear r3 of the second differential gear device PG2 to the carrier ca3 and rotate integrally with the carrier ca3 of the second differential gear device PG2. The speed can be increased and the engine E can be started.

  In this engine start mode, the engine E can be started without transmitting the torque Tmg of the motor / generator MG to the output shaft O. Therefore, it is suitable as a mode used when it is desired to start the engine E without transmitting the driving force to the output shaft O, such as when the engine E is started when the vehicle is stopped or when traveling at an extremely low speed due to inertia. .

1-9. Next, switching of the shift speed in the parallel mode and the engine travel mode will be described with reference to FIG. FIG. 10 shows the case where the rotational speed of the output shaft O is constant and the gear position is switched among the first speed in the parallel mode, the second speed in the engine running mode, and the third to fifth speeds in the parallel mode. It is explanatory drawing which shows the change of a velocity diagram. As described above, the first continuously variable transmission mode is realized in the transition process between these gears.

  As shown in this figure, in the 1st to 5th speeds of the parallel mode and the engine travel mode, the rotational speed of the motor / generator MG is changed in the direction in which the rotational speed of the input shaft I (engine E) changes when the gear speed is switched. Changes in the opposite direction. That is, at the time of shifting up, the rotation speed of the motor / generator MG increases and the rotation speed of the input shaft I (engine E) changes. On the other hand, at the time of downshifting, the rotational speed of the motor / generator MG decreases and the rotational speed of the input shaft I (engine E) changes. As a result, when switching the gear speed between the parallel mode and the engine running mode, the inertia torque of the engine E and the inertia torque of the motor / generator MG that are drivingly connected to the input shaft I act in a direction in which they cancel each other. Therefore, the vibration of the hybrid drive device H at the time of shifting the gear is compared with the case where the direction of changing the rotating speed of the motor / generator MG and the direction of changing the rotating speed of the input shaft I are the same when switching the gear. This makes it possible to switch smoothly between gears with less impact. At the 5th to 8th speeds, the direction in which the rotational speed of the motor / generator MG changes and the direction in which the rotational speed of the input shaft I changes are the same when the speed is changed. However, since the change of the gear ratio is small and the change of the rotational speeds of the motor / generator MG and the input shaft I (engine E) is small in the switching of these gear speeds, it is possible to perform a gear change with little vibration and impact. There is no particular problem because there is.

  Further, in the present embodiment, when changing the gear position in the parallel mode and the engine running mode, the fluctuation range of the torque transmitted from the input shaft I and the motor / generator MG to the output shaft O is within a predetermined range. As described above, the torque of the motor / generator MG is controlled. That is, at the time of shift speed change, there is a change amount of torque transmitted to the output shaft O during the shift speed change operation with respect to the torque transmitted to the output shaft O before the shift speed change operation is started. The output torque of the motor / generator MG is controlled so as to be within the predetermined range. Here, the torque transmitted to the output shaft O before the start of the gear change operation is the input shaft I and the motor generator MG to the output shaft O during traveling at the gear before the change. This is the torque that was being transmitted. Further, the torque transmitted to the output shaft O during the gear change operation is opposite to the direction in which the rotation speed changes when the rotation speed of the input shaft I (engine E) is changed. The inertia torque of the operating input shaft I (engine E) and the output torque of the motor / generator MG for changing the rotational speed of the motor / generator MG are the total torque transmitted to the output shaft O. .

  In this hybrid drive device H, since it is difficult to control the inertia torque of the input shaft I, the output torque of the motor / generator MG is controlled to be transmitted to the output shaft O during the shift stage switching operation. Control is performed so that the fluctuation range of the torque is within a predetermined range. At this time, the fluctuation range of the torque is a range of torque that normally changes between before and after the shift stage, that is, a torque that decreases due to a shift up or a torque that increases due to a shift down. It is preferable to be inside. By controlling the torque of the motor / generator MG as described above, it is possible to suppress fluctuations in the torque transmitted to the output shaft O at the time of shift speed change. Therefore, it is possible to switch the gear position smoothly and quickly. Further, by performing such control, it is not necessary to switch the clutches C1 to C4 and the brakes B1 and B2 while switching the gears. Thus, it is possible to reduce the capacity and extend the life of the clutches C1 to C4 and the brakes B1 and B2.

1-10. The engine is stopped from the parallel mode or the engine running mode and the regenerative braking is performed. Next, the operation when the engine E is stopped from the parallel mode or the engine running mode to shift to the electric running mode and the regenerative braking is performed will be described with reference to FIGS. 12 will be described. FIG. 11 is an explanatory diagram illustrating an example of a change in speed diagram when the parallel mode shifts to the regenerative braking in the electric travel mode. FIG. 12 illustrates the case where the engine travel mode shifts to the regenerative braking according to the electric travel mode. It is explanatory drawing which shows the change of a velocity diagram. In these drawings, a one-dot chain line indicates a speed diagram of the first differential gear device PG1 and the second differential gear device PG2 in the parallel mode or the engine travel mode, and a solid line indicates the first differential gear in the electric travel mode. The velocity diagram of apparatus PG1 and 2nd differential gear apparatus PG2 is shown.

  FIG. 11 shows, as an example, a change in the speed diagram when the engine E is stopped and the electric travel mode is shifted to perform the regenerative braking when decelerating while traveling at the seventh speed in the parallel mode. Yes. As shown in FIG. 3, when the engine E is stopped in the electric travel mode, only the second brake B2 is engaged. Therefore, when shifting from the seventh speed of the parallel mode to the electric travel mode, as shown in FIG. 11, the second clutch C2 and the third clutch C3 are released and the second brake B2 is engaged. Specifically, after releasing the second clutch C2 and the third clutch C3, the rotational speed of the motor / generator MG is reduced to engage the second brake B2. At this time, in order to start regenerative braking quickly, it is necessary to rapidly reduce the rotational speed of the motor / generator MG and engage the second brake B2. It is also preferable to engage the second brake B2 while sliding it. Further, after releasing the second clutch C2 and the third clutch C3, the engine E is stopped and the rotational speed of the input shaft I becomes zero. As described above, when the vehicle is decelerated, the motor is switched to the electric travel mode and regenerative braking is performed. Since regenerative braking can be performed by transmitting to the generator MG, energy loss due to frictional resistance inside the engine can be suppressed, and highly efficient power generation (regenerative braking) can be performed. Even when the vehicle decelerates while traveling at another speed in the parallel mode, as in the example shown in FIG. 11, the friction engagement element for forming the speed is released and only the second brake B2 is released. By engaging, regenerative braking in the electric travel mode can be performed.

  In addition, FIG. 12 shows, as an example, a change in a speed diagram when regenerative braking is performed by stopping the engine E and shifting to the electric travel mode when decelerating while traveling at the eighth speed of the engine travel mode. Is shown. When shifting from the eighth speed of the engine travel mode to the engine travel mode, as shown in FIG. 11, the second clutch C2 and the first brake B1 are released and the second brake B2 is engaged. Specifically, after releasing the second clutch C2 and the first brake B1, the rotational speed of the motor / generator MG is reduced to engage the second brake B2. The control at this time can be the same as in the parallel mode described with reference to FIG. Further, after releasing the second clutch C2 and the first brake B1, the engine E is stopped and the rotational speed of the input shaft I becomes zero. As described above, when the vehicle is decelerated, the motor is switched to the electric travel mode and regenerative braking is performed. Since regenerative braking can be performed by transmitting to the generator MG, energy loss due to frictional resistance inside the engine can be suppressed, and highly efficient power generation (regenerative braking) can be performed. Even when the vehicle is decelerating during traveling at another speed (second speed) in the engine travel mode, as in the example shown in FIG. 12, the friction engagement elements for forming the speed are released, By engaging only the second brake B2, regenerative braking in the electric travel mode can be performed.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 13 is a skeleton diagram showing the configuration of the hybrid drive device H according to the present embodiment. FIG. 13 omits the configuration of the lower half symmetrical with respect to the central axis, as in FIG. The configuration of the hybrid drive device H is equal to the configuration in which the fourth clutch C4 is removed from the hybrid drive device H in the first embodiment. And this hybrid drive device H does not include the fourth clutch C4, and therefore, the number of shift stages in the parallel mode is smaller than that in the first embodiment. Other configurations are basically the same as those in the first embodiment. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on differences from the first embodiment.

  As in the first embodiment, the hybrid drive device H also has a device configuration that uses a configuration of a conventional automatic transmission device used in a vehicle including only an engine as a driving force source with few changes. The conventional automatic transmission apparatus which is the subject here is an apparatus having 6 forward speeds and 1 reverse speed described in FIG. 7 of the pamphlet of International Publication No. WO2005 / 026579. Similar to the first embodiment, the hybrid drive device H according to the present embodiment removes the torque converter from such an automatic transmission and replaces the rotor Ro with the first rotation of the first differential gear device PG1. A motor / generator MG is provided so as to be connected to the first sun gear s1, which is an element. Further, the one-way clutch is removed, and the carrier ca1 of the first differential gear device PG1 is configured to be rotatable in the direction opposite to the rotation direction of the input shaft I.

  As shown in FIG. 13, the hybrid drive device H according to this embodiment includes an input shaft I that is drivingly connected to the engine E and an output shaft O that is drivingly connected to the wheels W, as in the first embodiment. And a motor / generator MG, a first differential gear device PG1, and a second differential gear device PG2. However, as described above, in the present embodiment, unlike the first embodiment, the fourth clutch C4 is not provided. Therefore, the carrier ca3, which is the third rotating element e3 of the second differential gear device PG2, is only drive-coupled so as to rotate integrally with the input shaft I, and is brake brake drum via the fourth clutch C4. It is not configured to be selectively connected to Dr. Other connection configurations of the first differential gear device PG1 and the second differential gear device PG2 are the same as those in the first embodiment.

  Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 14 is an operation table showing operation states of the friction engagement elements C1, C2, C3, B1, and B2 at a plurality of operation modes and a plurality of shift stages included in each operation mode. The description method of this figure is the same as that of FIG. 3 according to the first embodiment. As shown in this figure, the hybrid drive apparatus H according to the present embodiment also has five operation modes: a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, a continuously variable transmission mode, and an engine start mode. It is prepared to be switchable. Further, the parallel mode is provided so that five shift speeds of the first speed, the third to fifth speeds, and the reverse speed can be switched. In addition, the engine travel mode is provided so that two speed stages, the second speed stage and the sixth speed stage, can be switched. In FIG. 14, “1st” is the first gear, “2nd” is the second gear, “3rd” is the third gear, “4th” is the fourth gear, “5th” is the fifth gear, and “6th” is the sixth gear. Sixth speed, “Rev” indicates the reverse speed.

  15 to 17 show velocity diagrams of the first differential gear device PG1 and the second differential gear device PG2 in the present embodiment. 15 shows a speed diagram in the parallel mode, FIG. 16 shows a speed diagram in the engine running mode, and FIG. 17 shows a speed diagram in the engine start mode. The speed diagram in the first continuously variable transmission mode is the same as FIG. 7 according to the first embodiment, and the speed diagram in the second continuously variable transmission mode is the diagram according to the first embodiment. Same as 8. Further, the speed diagram in the electric travel mode is the same as that in FIG. 6 according to the first embodiment. However, in the present embodiment, since the fourth clutch C4 does not exist, the engine E is started by engaging the third clutch C3 instead of the fourth clutch C4 when the vehicle is moving backward in the electric travel mode. Let In addition, the description method of these figures is the same as that of FIGS. 4-12 which concerns on said 1st embodiment.

  On the other hand, in this embodiment, since the fourth clutch C4 does not exist, the parallel mode selects any two of the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2. Are configured to switch a plurality of shift speeds by engaging with each other. For this reason, the parallel mode of the present embodiment has a configuration in which the number of shift stages is three less than that of the first embodiment. However, each shift speed in the parallel mode in the present embodiment corresponds to one of the shift speeds in the parallel mode in the first embodiment. Specifically, as shown in FIGS. 14 and 15, the first speed stage (1st), the third speed stage (3rd), the fourth speed stage (4th), the fifth speed stage (5th), and the parallel mode in the present embodiment, The reverse speed (Rev) is 1st speed (1st), 3rd speed (3rd), 5th speed (5th), 7th speed (7th), 1st reverse speed of the parallel mode in the first embodiment, respectively. (Rev1) is supported. That is, the first differential gear in each of the first speed (1st), the third speed (3rd), the fourth speed (4th), the fifth speed (5th), and the reverse speed (Rev) in the parallel mode in the present embodiment. The operation states of the device PG1 and the second differential gear device PG2 are the first speed (1st), the third speed (3rd), the fifth speed (5th), the seventh speed ( 7th) and the operation state of the first differential gear device PG1 and the second differential gear device PG2 in each of the first reverse speed (Rev1).

  Further, the engine travel mode has the same number of shift stages as in the first embodiment, and each shift stage corresponds to any one of the engine travel modes in the first embodiment. Specifically, as shown in FIGS. 14 and 16, the second speed stage (2nd) and the sixth speed stage (6th) of the engine travel mode in the present embodiment are respectively the engine travel mode in the first embodiment. It corresponds to 2nd speed (2nd) and 8th speed (8th). That is, the operating states of the first differential gear device PG1 and the second differential gear device PG2 in the second speed stage (2nd) and the sixth speed stage (6th) of the engine travel mode in the present embodiment are the first state described above. This is the same as the operation state of the first differential gear device PG1 and the second differential gear device PG2 in the second speed stage (2nd) and the eighth speed stage (8th) of the engine travel mode in the embodiment.

  On the other hand, in the present embodiment, since the fourth clutch C4 does not exist, the engine start mode is engaged with the third clutch C3 while the engine E is stopped as shown in FIG. By doing so, the engine E is started. In the engine start mode of the present embodiment, as shown in FIG. 17, the first sun gear s1 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the ring gear r3 of the second differential gear device PG2. It becomes. By causing the motor / generator MG to power in this state, the rotation of the motor / generator MG is transmitted from the first sun gear s1 of the first differential gear device PG1 and the ring gear r3 of the second differential gear device PG2 to the carrier ca3. The rotational speeds of the input shaft I and the engine E can be increased and the engine E can be started. At this time, the first differential gear device PG1 is in a state in which the rotational speed of the first sun gear s1 can be increased regardless of the rotational speed of the ring gear r1 that is drivingly connected to the output shaft O. The torque Tmg of the generator MG is not transmitted to the output shaft O.

  In the present embodiment as well, in the parallel mode and the engine running mode, the first continuously variable transmission is performed during the transition process between the first to fourth speeds, which is the speed stage in which the first clutch C1 is engaged. The mode is realized. Here, in the transition process between these gears, the second brake B2 is released and the first clutch C1 is engaged, and the second sun gear s2 of the first differential gear device PG1 is engaged with With the torque of the input shaft I (engine E) amplified by the two differential gear device PG2 being input, the rotational speed and torque of the motor / generator MG are controlled. At this time, the rotation speed of the motor / generator MG is controlled so that the switching between the respective gears is the synchronous switching. Further, in the parallel mode and the engine running mode, the second continuously variable transmission mode is realized in the transition process between the respective gears of the fourth to sixth gears that are the gears in which the second clutch C2 is engaged. It is the composition which becomes. Here, in the transition process between these gears, the second brake B2 is disengaged and the second clutch C2 is engaged. The rotational speed and torque of the motor / generator MG are controlled with the torque of the (engine E) being input. At this time, the rotation speed of the motor / generator MG is controlled so that the switching between the respective gears is the synchronous switching.

  Further, in the first to fourth speeds of the parallel mode and the engine running mode, the rotational speed of the motor / generator MG is opposite to the direction in which the rotational speed of the input shaft I (engine E) changes when the gear speed is switched. To change. Therefore, the vibration of the hybrid drive device H at the time of shifting the gear is compared with the case where the direction of changing the rotating speed of the motor / generator MG and the direction of changing the rotating speed of the input shaft I are the same when switching the gear. This makes it possible to switch smoothly between gears with less impact. It should be noted that when changing the gear position in the parallel mode and the engine running mode, the motor / generator is set so that the fluctuation range of the torque transmitted from the input shaft I and the motor / generator MG to the output shaft O is within a predetermined range. The point that the torque of MG is controlled is the same as in the first embodiment. Further, the operation when the engine E is stopped from the parallel mode or the engine travel mode to shift to the electric travel mode and regenerative braking is performed can be the same as in the first embodiment.

3. Third Embodiment Next, a third embodiment of the present invention will be described. FIG. 18 is a skeleton diagram showing the configuration of the hybrid drive device H according to the present embodiment. Note that FIG. 18 does not show the configuration of the lower half symmetric with respect to the central axis, as in FIG. The configuration of the hybrid drive device H is a rotation corresponding to the ring gear r3 of the second differential gear device PG2 by removing the second differential gear device PG2 and the fourth clutch C4 from the hybrid drive device H in the first embodiment. This is equivalent to a configuration in which the element rotates integrally with the input shaft I. And this hybrid drive device H is less provided with the 2nd differential gear apparatus PG2 and the 4th clutch C4, and the number of the speed steps of a parallel mode becomes fewer than said 1st embodiment. Yes. Other configurations are basically the same as those in the first embodiment. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on differences from the first embodiment.

  As in the first embodiment, the hybrid drive device H also has a device configuration that uses a configuration of a conventional automatic transmission device used in a vehicle including only an engine as a driving force source with few changes. The conventional automatic transmission which is the subject here is an apparatus having four forward speeds and one reverse speed using a Ravigneaux type planetary gear device. Similar to the first embodiment, the hybrid drive device H according to the present embodiment removes the torque converter from such an automatic transmission and replaces the rotor Ro with the first rotation of the first differential gear device PG1. A motor / generator MG is provided so as to be connected to the first sun gear s1, which is an element. Further, the one-way clutch is removed, and the carrier ca1 of the first differential gear device PG1 is configured to be rotatable in the direction opposite to the rotation direction of the input shaft I.

3-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 18, a hybrid drive device H according to this embodiment includes an input shaft I that is drivingly connected to an engine E, an output shaft O that is drivingly connected to wheels W, and a motor. A generator MG and a first differential gear device PG1 are provided. However, as described above, in the present embodiment, unlike the first embodiment, the second differential gear device PG2 and the fourth clutch C4 are not provided. Therefore, in the present embodiment, the connection relationship of the rotating elements of the first differential gear device PG1 is as follows.

  That is, as shown in FIG. 18, the first sun gear s1 of the first differential gear device PG1 is connected to the brake drum Dr. A first brake B1 is provided on the outer periphery of the brake drum Dr. Further, a third clutch C3 is provided on the inner periphery of the brake drum Dr, and a first clutch C1 is disposed further radially inward. The brake drum Dr is drivingly connected so as to rotate integrally with the first sun gear s1 at the end on the output shaft O side, and rotates integrally with the rotor Ro of the motor / generator MG at the end on the engine E side. Drive coupled. As a result, the first sun gear s1, which is the first rotating element e1 of the first differential gear device PG1, is drivingly connected via the brake drum Dr so as to rotate integrally with the rotor Ro of the motor / generator MG. The first sun gear s1 is selectively fixed to the case Dc via the first brake B1. Furthermore, the first sun gear s1 is selectively connected to the input shaft I through the third clutch C3. The carrier ca1 is selectively fixed to the case Dc via the second brake B2, and is selectively drivingly connected to the input shaft I via the second clutch C2. The ring gear r1 is drivingly connected so as to rotate integrally with the output shaft O. The second sun gear s2 is selectively connected to the input shaft I via the first clutch C1.

  Accordingly, the first sun gear s1 that is the first rotating element e1 of the first differential gear device PG1 is engaged with the torque of the input shaft I via the third clutch C3 by engaging the third clutch C3. Is entered. In the present embodiment, the third clutch C3 corresponds to the “fifth engagement element” in the present invention. In addition, the carrier ca1, which is the second rotating element e2 of the first differential gear device PG1, is engaged with the torque of the input shaft I via the second clutch C2. Is done. The carrier ca1 is not provided with a one-way clutch or the like, and is rotatable in the opposite direction to the rotation direction of the input shaft I. Further, the second sun gear s2, which is the fourth rotating element e4 of the second differential gear device PG2, is engaged with the torque of the input shaft I via the first clutch C1. Entered.

3-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 19 is an operation table showing operation states of the friction engagement elements C1, C2, C3, B1, and B2 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. The description method of this figure is the same as that of FIG. 3 according to the first embodiment. As shown in this figure, the hybrid drive apparatus H according to the present embodiment also has five operation modes: a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, a continuously variable transmission mode, and an engine start mode. It is prepared to be switchable. Further, the parallel mode is provided so that the three shift speeds of the first speed, the third speed, and the reverse speed can be switched. In addition, the engine travel mode is provided so that two shift stages, the second speed stage and the fourth speed stage can be switched. In FIG. 19, “1st” indicates the first speed, “2nd” indicates the second speed, “3rd” indicates the third speed, “4th” indicates the fourth speed, and “Rev” indicates the reverse speed.

  20 to 24 show velocity diagrams of the first differential gear device PG1 in the present embodiment. 20 is a speed diagram in the parallel mode, FIG. 21 is a speed diagram in the engine travel mode, FIG. 22 is a speed diagram in the electric travel mode, and FIG. 23 is a speed line in the first continuously variable transmission mode. 24 and 24 show speed diagrams in the engine start mode, respectively. The description method of these drawings is the same as that of FIGS. 4 to 12 according to the first embodiment. Hereinafter, the operation state of the hybrid drive device H in each operation mode and shift speed will be described in detail.

3-3. Parallel Mode Next, the operation state of the first differential gear device PG1 in the parallel mode will be described with reference to FIG. The parallel mode includes a plurality of shift speeds that can be switched by selectively engaging any two of the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2. In this mode, the rotational speed of the input shaft I is changed at a predetermined speed ratio corresponding to each gear and transmitted to the output shaft O, while the motor / generator MG is powered or generated to drive the vehicle. In the present embodiment, as shown in FIG. 19, the parallel mode is provided so as to be able to switch between three shift speeds of the first speed, the third speed, and the reverse speed.

  As shown in the velocity diagram of FIG. 20, in the parallel mode, any two of the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2 are selectively engaged. As a result, the state of the speed diagram of the first differential gear device PG1 changes, whereby the rotational speed of the input shaft I is changed at a predetermined speed ratio corresponding to each of the plurality of shift speeds, and the output shaft O It will be in the state to transmit to. Further, in this parallel mode, the motor / generator MG is drivingly connected so as to rotate integrally with the first sun gear s1 of the first differential gear device PG1, and the vehicle travels while powering or generating power by the motor / generator MG. Can be made. Hereinafter, the state of the first differential gear device PG1 at each shift speed in the parallel mode will be described.

  As shown in FIG. 19, at the first speed (1st), the first clutch C1 and the second brake B2 are engaged. As shown in FIG. 20, at the first speed, the first clutch C1 is engaged, and as described above, the second sun gear s2 of the first differential gear device PG1 has the input shaft I ( Engine E) is drive coupled. Further, when the second brake B2 is engaged, the rotational speed of the second sun gear s2 is reduced by the first differential gear device PG1 and transmitted to the output shaft O. The gear ratio from the input shaft I to the output shaft O at the first speed is the largest among all the gears in the parallel mode and the engine travel mode. Specifically, when the gear ratio of the first differential gear device PG1 is λ2 = 0.4, the rotation of the input shaft I is 0.4 times (the gear ratio is 2.5) by the first differential gear device PG1. To be transmitted to the output shaft O. Therefore, at the first speed, the torque Te of the input shaft I is amplified about 2.5 times and transmitted to the output shaft O. At the first speed, the absolute value of the rotational speed of the motor / generator MG is also decelerated and transmitted to the output shaft O. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the absolute value of the rotational speed of the motor / generator MG is increased by 0.5 times by the first differential gear device PG1. Decelerated and transmitted to the output shaft O. Therefore, at the first speed, the torque Tmg of the motor / generator MG is amplified twice and transmitted to the output shaft O.

  As shown in FIG. 19, at the third speed (3rd), the first clutch C1 and the second clutch C2 are engaged. Then, as shown in FIG. 20, at the third speed, the first clutch C1 and the second clutch C2 are engaged, and as described above, the first sun gear s1 of the first differential gear device PG1. The input shaft I is drivingly connected to the second sun gear s2. As a result, the input shaft I (engine E) and the motor / generator MG are driven and connected so as to rotate together. Further, when the first clutch C1 and the second clutch C2 are engaged at the same time, the first differential gear device PG1 is brought into a directly connected state in which it integrally rotates, and the input shaft I and the motor / generator MG are rotated. It is transmitted to the output shaft O as it is. Therefore, in this example, the gear ratio from the input shaft I to the output shaft O at the third gear is smaller than the gear ratio of the first gear and the second gear of the engine running mode described later, and the gear ratio is 1. Yes, the rotational speeds of the input shaft I and the motor / generator MG are transmitted to the output shaft O at the same speed. Therefore, at the third speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are also transmitted to the output shaft O as they are.

  As shown in FIG. 19, in the reverse speed (Rev), the third clutch C3 and the second brake B2 are engaged. As shown in FIG. 20, in this reverse speed, the third clutch C3 is engaged, so that the input shaft I is driven to the first sun gear s1 of the first differential gear device PG1 as described above. Connected. As a result, the input shaft I (engine E) and the motor / generator MG are driven and connected so as to rotate together. Further, when the second brake B2 is engaged, the rotation speed of the first sun gear s1 is reduced by the first differential gear device PG1, and the rotation direction is reversed and transmitted to the output shaft O. Specifically, the gear ratio from the input shaft I to the output shaft O in the reverse gear is, specifically, when the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation of the input shaft I is the first. The speed is reduced by a factor of 0.5 by the differential gear device PG1, and the rotation direction is reversed and transmitted to the output shaft O. Therefore, in this example, in the reverse speed, the rotational speed of the input shaft I and the motor / generator MG that rotates integrally therewith is decelerated by an absolute value of 0.5 (speed ratio is 2) and the rotational direction is reversed. It is transmitted to the output shaft O. Therefore, in the reverse speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are amplified by a factor of 2 and transmitted to the output shaft O.

  By releasing the frictional engagement elements other than the first clutch C1 from the state of the first speed and the third speed, which are the shift speeds at which the first clutch C1 is engaged in this parallel mode, The shift mode can be entered. Further, by releasing the frictional engagement element (first clutch C1) other than the second clutch C2 from the state of the third speed, which is the shift stage in which the second clutch C2 is engaged in this parallel mode, Transition to the second continuously variable transmission mode is possible. Moreover, it can transfer to electric drive mode by releasing friction engagement elements other than 2nd brake B2 from the state of the 1st speed stage or reverse stage of parallel mode.

3-4. Engine Travel Mode Next, the operation state of the first differential gear device PG1 in the engine travel mode will be described with reference to FIG. The engine travel mode is a mode in which the first brake B1 is engaged to stop the rotation of the motor / generator MG, and the torque of the input shaft I is transmitted to the output shaft O to travel the vehicle. In the present embodiment, as shown in FIG. 19, the engine travel mode is such that the first brake B1 is engaged, and either the first clutch C1 or the second clutch C2 is selectively engaged. Two speed stages, the second speed stage and the fourth speed stage, can be switched. Of these two shift speeds, the second speed stage is a speed reduction stage that reduces the rotational speed of the input shaft I and transmits it to the output shaft O, and the fourth speed stage increases the rotational speed of the input shaft I. It is a speed increasing stage that transmits to the output shaft O at high speed.

  As shown in the speed diagram of FIG. 21, in the engine travel mode, the first brake B1 is engaged, and either the first clutch C1 or the second clutch C2 is selectively engaged, The state of the speed diagram of the differential gear device PG1 changes, whereby the rotational speed of the input shaft I is changed at a predetermined speed ratio corresponding to each of the plurality (two) of speed stages to output the output shaft O. It will be in the state to transmit to. In this engine running mode, the rotor Ro of the motor / generator MG is fixed to the case Dc by the first brake B1, and the motor / generator MG does not operate. Hereinafter, the state of the first differential gear device PG1 at each gear position in the engine travel mode will be described.

  As shown in FIG. 19, at the second speed (2nd), the first brake B1 and the first clutch C1 are engaged. As shown in FIG. 21, at the second speed, the first clutch C1 is engaged, and as described above, the second sun gear s2 of the first differential gear device PG1 has the input shaft I ( Engine E) is drive coupled. Further, when the first brake B1 is engaged, the rotation of the motor / generator MG is stopped, and the rotation speed of the second sun gear s2 is reduced by the first differential gear device PG1, so that the output shaft O Is transmitted to. The gear ratio from the input shaft I to the output shaft O at the second gear is smaller than the gear ratio of the first gear in the parallel mode. Specifically, if the gear ratio of the first differential gear device PG1 is λ1 = 0.5 and λ2 = 0.4, the rotation of the input shaft I is about 0.67 times ( The gear ratio is reduced to 1.5) and transmitted to the output shaft O. Therefore, at the second speed, the torque Te of the input shaft I is amplified 1.5 times and transmitted to the output shaft O.

  As shown in FIG. 19, at the fourth speed (4th), the first brake B1 and the second clutch C2 are engaged. As shown in FIG. 21, at the fourth speed, the second clutch C2 is engaged, and as described above, the carrier ca1 of the first differential gear device PG1 is connected to the input shaft I (engine The rotation of E) is drive-coupled. In addition, when the first brake B1 is engaged, the rotation of the motor / generator MG is stopped, and the rotation speed of the carrier ca1 is increased by the first differential gear device PG1 to the output shaft O. Communicated. The speed ratio from the input shaft I to the output shaft O at the fourth speed is smaller than the speed ratio of the third speed in the parallel mode. Specifically, assuming that the gear ratio of the first differential gear device PG1 is λ1 = 0.5, the rotation of the input shaft I is 1.5 times by the first differential gear device PG1 (the gear ratio is about 0.00). 67) and transmitted to the output shaft O. Therefore, at the fourth speed, the torque Te of the input shaft I is attenuated by about 0.67 times and transmitted to the output shaft O.

3-5. Electric traveling mode Next, the operation state of the first differential gear device PG1 in the electric traveling mode will be described with reference to FIG. The electric travel mode is a mode in which the vehicle travels by transmitting the torque of the motor / generator MG to the output shaft O in a state where the second brake B2 is engaged and the input shaft I is disconnected from the output shaft O. At that time, by causing the motor / generator MG to power or generate electric power, the torque of the motor / generator MG can be transmitted to the output shaft O while the engine E is stopped, and the vehicle can travel. In the present embodiment, as shown in FIG. 19, in the electric travel mode, basically only the second brake B2 is engaged. Also in this embodiment, the second brake B2 is a so-called normal close friction engagement element. When starting the engine E from the electric travel mode and shifting to the parallel mode, the motor / generator MG is rotating, and one of a plurality of engagement elements according to the traveling direction of the vehicle, Specifically, the engine E can be started by transmitting the torque Tmg of the motor / generator MG to the input shaft I by engaging the first clutch C1 or the third clutch C3. A “dashed circle” in FIG. 19 indicates a friction engagement element that is engaged to start the engine E as described above.

  As shown in the speed diagram of FIG. 22, in the electric travel mode, the input shaft I (engine E) is basically separated from the rotating elements of the first differential gear device PG1, and the engine E is stopped. Thus, the rotation speed of the input shaft I becomes zero. Then, the first differential gear device PG1 reduces the rotational speed of the motor / generator MG and amplifies the torque Tmg and transmits it to the output shaft O. The operation state of the first differential gear device PG1 in the electric travel mode is the same as that in the first embodiment. However, in the present embodiment, since the fourth clutch C4 does not exist, the engine E is started by engaging the third clutch C3 instead of the fourth clutch C4 when the vehicle is moving backward in the electric travel mode. Let

3-6. Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the continuously variable transmission mode will be described with reference to FIG. In the continuously variable transmission mode, the torque of the input shaft I (engine E) is input to one of the second sun gear s2 that is the fourth rotating element and the carrier ca1 that is the second rotating element of the first differential gear device PG1. In this state, the rotational speed and torque of the motor / generator MG are controlled to change the rotational speed of the input shaft I steplessly and transmit it to the output shaft O. As such a continuously variable transmission mode, the present embodiment has two modes, a first continuously variable transmission mode and a second continuously variable transmission mode.

3-6-1. First Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 in the first continuously variable transmission mode will be described with reference to FIG. In the first continuously variable transmission mode, the second brake B2 is disengaged and the first clutch C1 is engaged, and the input shaft I is connected to the second sun gear s2 that is the fourth rotating element of the first differential gear device PG1. In this mode, the rotational speed and torque of the motor / generator MG are controlled in a state where the torque of the (engine E) is input, and the rotational speed of the input shaft I is steplessly changed and transmitted to the output shaft O. . In the present embodiment, as shown in FIG. 19, in the first continuously variable transmission mode, only the first clutch C1 is engaged. Thus, the operation state of the first differential gear device PG1 in the first continuously variable transmission mode in the present embodiment is basically the same as that in the first embodiment. However, in the present embodiment, unlike the first embodiment, since the second differential gear device PG2 does not exist, the second sun gear is engaged in the engaged state of the first clutch C1, as shown in FIG. s2 is drivingly connected so as to rotate integrally with the input shaft I and the engine E.

  As shown in the speed diagram of FIG. 23, in the first continuously variable transmission mode, the torque Te of the input shaft I (engine E) that is drive-coupled to rotate integrally with the second sun gear s2 via the first clutch C1. Is amplified by the first differential gear device PG1 and transmitted to the output shaft O. That is, in the first differential gear device PG1, the input shaft I is drivingly connected to the second sun gear s2 that is on one side in the order of rotational speed, and the motor generator is connected to the first sun gear s1 that is on the other side in the order of rotational speed. The MG is drivingly connected. The output shaft O is drivably coupled to the ring gear r1, which is one of the rotation elements that are intermediate in the order of the rotation speed. At this time, the motor / generator MG outputs a torque Tmg in the positive direction and functions as a reaction force receiver for the torque Te of the input shaft I. As a result, the first differential gear device PG1 combines the torque Te of the input shaft I transmitted to the second sun gear s2 and the torque Tmg of the motor / generator MG and amplifies the torque Te of the input shaft I as an output shaft. To O. Specifically, assuming that the gear ratio of the first differential gear device PG1 is λ1 = 0.5 and λ2 = 0.4, a torque that is 0.5 times the torque Te of the input shaft I is a motor / generator MG. This torque Tmg is shared so that 1.5 times the torque Te of the input shaft I is transmitted to the output shaft O.

  The gear ratios λ1 and λ2 of the first differential gear device PG1 can be appropriately set in consideration of the characteristics of the engine E and the motor / generator MG, the vehicle weight, and the like. Also in the present embodiment, as in the first embodiment, the first continuously variable transmission mode is shifted to the parallel mode or the engine traveling mode, or the parallel mode or engine traveling mode is shifted to the first continuously variable transmission mode. It is possible.

3-6-2. Second continuously variable transmission mode In the second continuously variable transmission mode, the second brake B2 is disengaged and the second clutch C2 is engaged, and the carrier ca1 that is the second rotating element of the first differential gear device PG1. With the torque of the input shaft I (engine E) being input to the motor, the rotational speed and torque of the motor / generator MG are controlled to change the rotational speed of the input shaft I steplessly and transmit it to the output shaft O. It is a mode to do. In the present embodiment, as shown in FIG. 19, in the second continuously variable transmission mode, only the second clutch C2 is engaged. Accordingly, the carrier ca1 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the input shaft I, and the torque of the input shaft I is input to the carrier ca1 of the first differential gear device PG1. In this state, the second continuously variable transmission mode is realized by controlling the rotational speed and torque of the motor / generator MG. The operation state of the first differential gear device PG1 in the second continuously variable transmission mode is the same as that in the first embodiment except that the second differential gear device PG2 is not provided. Detailed description is omitted. Also in the present embodiment, as in the first embodiment, the second continuously variable transmission mode is shifted to the parallel mode or the engine traveling mode, or the parallel mode or engine traveling mode is switched to the second continuously variable transmission mode. It is possible to migrate.

3-7. Engine Start Mode Next, the operation state of the first differential gear device PG1 in the engine start mode will be described based on FIG. In the engine start mode, the third clutch C3 is engaged while the engine E is stopped, and the motor / generator MG is caused to power, so that the torque Tmg of the motor / generator MG is transmitted to the input shaft I without being transmitted to the output shaft O. In this mode, the engine E is transmitted. In the present embodiment, as shown in FIG. 19, in the engine start mode, only the third clutch C3 is engaged. Accordingly, the input shaft I (engine E) and the motor / generator MG are driven and connected so as to rotate integrally. By causing the motor / generator MG to power in this state, the rotational speeds of the input shaft I and the engine E can be increased and the engine E can be started. At this time, the first differential gear device PG1 is in a state in which the rotational speed of the first sun gear s1 can be increased regardless of the rotational speed of the ring gear r1 that is drivingly connected to the output shaft O. The torque Tmg of the generator MG is not transmitted to the output shaft O.

  As shown in the speed diagram of FIG. 24, in the engine start mode, the motor / generator MG outputs the torque Tmg in the positive direction and increases the rotational speed in the positive direction. As a result, the rotational speed of the input shaft I (engine E) that is drivingly connected so as to rotate integrally with the motor / generator MG gradually increases, and the engine E can be started. At this time, in the first differential gear device PG1, since the carrier ca1, the ring gear r1, and the second sun gear s2 other than the first sun gear s1 are not restrained, the ring gear r1 that is drivingly connected to the output shaft O is in the state. Regardless of the rotational speed, the rotational speed of the first sun gear s1 can be increased. FIG. 24 shows an example in which the engine start mode is executed in a state where the rotation speed of the output shaft O is zero (that is, the vehicle is stopped).

3-8. Others Also in the present embodiment, in the parallel mode and the engine running mode, in the transition process between the respective gears of the first to third gears, which are the gears in which the first clutch C1 is engaged, The shift mode is realized. Here, in the transition process between these gears, the second brake B2 is disengaged and the first clutch C1 is engaged, and input to the second sun gear s2 of the first differential gear device PG1. The rotational speed and torque of the motor / generator MG are controlled with the torque of the shaft I (engine E) being input. At this time, the rotation speed of the motor / generator MG is controlled so that the switching between the respective gears is the synchronous switching. Further, in the parallel mode and the engine running mode, the second continuously variable transmission mode is realized in the transition process between the third speed and the fourth speed, which are the shift speeds at which the second clutch C2 is engaged. It becomes the composition which is done. Here, in the transition process between them, the second brake B2 is released and the second clutch C2 is engaged, and the input shaft I (engine E) is connected to the carrier ca1 of the first differential gear device PG1. ), The rotational speed and torque of the motor / generator MG are controlled. At this time, the rotation speed of the motor / generator MG is controlled so that the switching between the shift speeds is the synchronous switching.

  In the first to third speeds of the parallel mode and the engine running mode, the rotational speed of the motor / generator MG is opposite to the direction in which the rotational speed of the input shaft I (engine E) changes when the speed is changed. To change. Therefore, the vibration of the hybrid drive device H at the time of shifting the gear is compared with the case where the direction of changing the rotating speed of the motor / generator MG and the direction of changing the rotating speed of the input shaft I are the same when switching the gear. This makes it possible to switch smoothly between gears with less impact. It should be noted that when changing the gear position in the parallel mode and the engine running mode, the motor / generator is set so that the fluctuation range of the torque transmitted from the input shaft I and the motor / generator MG to the output shaft O is within a predetermined range. The point that the torque of MG is controlled is the same as in the first embodiment. Further, the operation when the engine E is stopped from the parallel mode or the engine travel mode to shift to the electric travel mode and regenerative braking is performed can be the same as in the first embodiment.

4). Fourth Embodiment Next, a fourth embodiment of the present invention will be described. FIG. 25 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to this embodiment. 25, the configuration of the lower half symmetrical with respect to the central axis is omitted as in FIG. As shown in this figure, the hybrid drive apparatus H according to this embodiment includes an input shaft I that is drivingly connected to an engine E, an output gear O that is drivingly connected to wheels W, a motor / generator MG, A differential gear device PG1 and a second differential gear device PG2 are provided. Further, these configurations are housed in a drive device case Dc (hereinafter simply referred to as “case Dc”) as a non-rotating member fixed to the vehicle body. In the hybrid drive device H, each device is arranged in the order of the motor / generator MG, the second differential gear device PG2, and the first differential gear device PG1 from the engine E side along the rotational axis direction of the input shaft I. It is arranged. The output gear O is disposed coaxially with the input shaft I, and is disposed between the first differential gear device PG1 and the second differential gear device PG2 in the axial direction. The output gear O is disposed on the radially outer side of the first differential gear device PG1. Such a configuration is suitable when the hybrid drive device H according to the present invention is applied to a drive device such as an FF (front engine / front drive) type vehicle or an RR (rear engine / rear drive) type vehicle. It is. In the present embodiment, the motor / generator MG corresponds to the “rotary electric machine” in the present invention. The input shaft I corresponds to the “input member” in the present invention, and the output gear O corresponds to the “output member” in the present invention. The first differential gear device PG1 corresponds to the “differential gear device” in the present invention. Also in the present embodiment, the hybrid drive device H includes, as will be described later, a stepped transmission mode (parallel mode and engine traveling mode), an electric traveling mode, a continuously variable transmission mode (first continuously variable transmission mode and second continuously variable mode). A step shift mode) and an engine start mode.

4-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 25, the motor / generator MG has a stator St fixed to the case Dc and a rotor Ro that is rotatably supported on the radial inner side of the stator St. is doing. The rotor Ro of the motor / generator MG is drivingly coupled so as to rotate integrally with the brake drum Dr. The motor / generator MG performs both a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. Is possible. When the motor / generator MG functions as a generator, the generated power is supplied to the battery 11 and charged. When the motor / generator MG functions as a motor, the motor / generator MG receives power supplied from the battery 11 and performs powering. Such an operation of the motor / generator MG is performed via the inverter 12 in accordance with a control command from the control unit ECU.

  As shown in FIG. 25, in the present embodiment, the first differential gear device PG1 is constituted by a Ravigneaux type planetary gear device arranged coaxially with the input shaft I. Specifically, the first differential gear device PG1 includes two sun gears, a first sun gear s1 and a second sun gear s2, a ring gear r1, a long pinion gear that meshes with both the first sun gear s1 and the ring gear r1, and this long gear. Four rotation elements are provided with a common carrier ca1 that supports a pinion gear and a short pinion gear that meshes with the second sun gear s2. In the present embodiment, when these four rotating elements of the first differential gear device PG1 are a first rotating element e1, a second rotating element e2, a third rotating element e3, and a fourth rotating element e4 in the order of the rotation speed. The second sun gear s2 corresponds to the first rotating element e1, the ring gear r1 corresponds to the second rotating element e2, the carrier ca1 corresponds to the third rotating element e3, and the first sun gear s1 corresponds to the fourth rotating element e4. It corresponds to.

  The second sun gear s2 of the first differential gear device PG1 is connected to the brake drum Dr. Here, the brake drum Dr is a cylindrical rotating member disposed on the engine E side with respect to the first differential gear device PG1, and the first brake B1 is provided on the outer periphery. The brake drum Dr rotatably supports a plurality of pinion gears that mesh with the sun gear s3 and the ring gear r3 of the second differential gear device PG2, and also functions as a carrier ca3 of the second differential gear device PG2. ing. The brake drum Dr is drivingly connected so as to rotate integrally with the second sun gear s2 and the rotor Ro of the motor / generator MG. As a result, the second sun gear s2, which is the first rotating element e1 of the first differential gear device PG1, is drivingly connected to rotate integrally with the rotor Ro of the motor / generator MG via the brake drum Dr. The second sun gear s2 is selectively fixed to the case Dc via the first brake B1. The ring gear r1 is selectively fixed to the case Dc via the second brake B2, and is selectively drivingly connected to the input shaft I via the second clutch C2. The carrier ca1 is drivingly connected so as to rotate integrally with the output gear O. The first sun gear s1 is selectively connected to the input shaft I through the first clutch C1.

  On the other hand, the second differential gear device PG2 is constituted by a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. That is, the second differential gear device PG2 includes three rotating elements: a carrier ca3 that supports a plurality of pinion gears, and a sun gear s3 and a ring gear r3 that respectively mesh with the pinion gears. Assuming that these three rotating elements of the second differential gear device PG2 are the first rotating element e1, the second rotating element e2, and the third rotating element e3 in the order of the rotation speed, in this embodiment, the ring gear r3 is the first rotating element e3. It corresponds to one rotation element e1, the carrier ca3 corresponds to the second rotation element e2, and the sun gear s3 corresponds to the third rotation element e3.

  The sun gear s3 of the second differential gear device PG2 is drivingly connected so as to rotate integrally with the input shaft I. The carrier ca3 that rotates integrally with the brake drum Dr is drivingly connected so as to rotate integrally with the second sun gear s2 of the first differential gear device PG1, and is selectively fixed to the case Dc via the first brake B1. The The ring gear r3 is selectively fixed to the case Dc via the third brake B3. In the second differential gear device PG2, when the third brake B3 is engaged, the rotation of the input shaft I is decelerated and the torque is amplified and transmitted to the second sun gear s2.

  Accordingly, the second sun gear s2 that is the first rotating element e1 of the first differential gear device PG1 is engaged with the third brake B3, so that the carrier ca3 is moved from the sun gear s3 of the second differential gear device PG2. The torque of the input shaft I transmitted to is input. In the present embodiment, the third brake B3 corresponds to the “fifth engagement element” in the present invention. In addition, when the second clutch C2 is engaged, the torque of the input shaft I is input to the ring gear r1, which is the second rotating element e2 of the first differential gear device PG1, via the second clutch C2. Is done. The ring gear r1 is rotatable in the direction opposite to the rotation direction of the input shaft I. Further, the first sun gear s1 that is the fourth rotating element e4 of the first differential gear device PG1 is engaged with the torque of the input shaft I via the first clutch C1. Is entered.

  In the present embodiment, the hybrid drive device H includes a first clutch C1, a second clutch C2, a first brake B1, a second brake B2, and a third brake B3 as friction engagement elements. As these friction engagement elements, a multi-plate clutch or a multi-plate brake that can be operated by hydraulic pressure can be preferably used. Also in the present embodiment, the second brake B2 is maintained in an engaged state when not supplied, ie, when no hydraulic pressure is supplied, and is released when supplied, ie, when hydraulic pressure is supplied. The friction engagement element is a so-called normal close system. On the other hand, the friction engagement elements other than the second brake B2, the first clutch C1, the second clutch C2, the first brake B1, and the third brake B3 are in a released state when not supplied, that is, when no hydraulic pressure is supplied. While being maintained, the friction engagement element has a structure (so-called normal open method) that is engaged at the time of supply, which is a state in which hydraulic pressure is supplied.

4-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 26 is an operation table showing operation states of the friction engagement elements C1, C2, B1, B2, and B3 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. The description method of this figure is the same as that of FIG. 3 according to the first embodiment. As shown in this figure, the hybrid drive apparatus H according to the present embodiment also has five operation modes: a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, a continuously variable transmission mode, and an engine start mode. It is prepared to be switchable. Further, the parallel mode is provided so that five shift speeds of the first speed, the third to fifth speeds, and the reverse speed can be switched. In addition, the engine travel mode is provided so that two speed stages, the second speed stage and the sixth speed stage, can be switched. In FIG. 26, “1st” is the first gear, “2nd” is the second gear, “3rd” is the third gear, “4th” is the fourth gear, “5th” is the fifth gear, and “6th” is the sixth gear. Sixth speed, “Rev” indicates the reverse speed.

  27 to 32 show velocity diagrams of the first differential gear device PG1 and the second differential gear device PG2 in the present embodiment. 27 is a speed diagram in the parallel mode, FIG. 28 is a speed diagram in the engine travel mode, FIG. 29 is a speed diagram in the electric travel mode, and FIG. 30 is a speed line in the first continuously variable transmission mode. FIG. 31 is a speed diagram in the second continuously variable transmission mode, and FIG. 32 is a speed diagram in the engine start mode. The description method of these drawings is the same as that of FIGS. 4 to 12 according to the first embodiment. Hereinafter, the operation state of the hybrid drive device H in each operation mode and shift speed will be described in detail.

4-3. Parallel Mode Next, operation states of the first differential gear device PG1 and the second differential gear device PG2 in the parallel mode will be described with reference to FIG. The parallel mode includes a plurality of shift speeds that can be switched by selectively engaging any two of the first clutch C1, the second clutch C2, the second brake B2, and the third brake B3. In this mode, the rotational speed of the input shaft I is changed and transmitted to the output gear O at a predetermined speed ratio corresponding to each gear stage, and the motor / generator MG is caused to perform power running or power generation to run the vehicle. In the present embodiment, as shown in FIG. 3, the parallel mode is provided so as to be able to switch between five shift speeds of the first speed, the third to fifth speeds, and the reverse speed.

  FIG. 27 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the parallel mode. As shown in the velocity diagram on the left side of FIG. 27, the second differential gear device PG2 is in a common state for all of the plurality of shift stages included in the parallel mode. That is, in the second differential gear device PG2, the sun gear s3 on one side in the order of the rotational speed rotates integrally with the input shaft I, and the ring gear r3 on the other side in the order of the rotational speed is selectively fixed to the case Dc. The At this time, the engine E outputs a torque Te in the positive direction corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the sun gear s3 via the input shaft I. In the engaged state of the third brake B3, the rotation of the carrier ca3 that is intermediate in the order of the rotation speed in the second differential gear device PG2 is transmitted to the second sun gear s2 of the first differential gear device PG1. . The rotation of the input shaft I is transmitted to the first sun gear s1 of the first differential gear device PG1 when the first clutch C1 is engaged, and the first differential gear device PG1 when the second clutch C2 is engaged. Is transmitted to the ring gear r1.

  As shown in the speed diagram on the right side of FIG. 27, in the parallel mode, any one of the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. By selectively engaging the two, the state of the velocity diagram of the first differential gear device PG1 changes. Then, by combining the first differential gear device PG1 and the second differential gear device PG2, the rotational speed of the input shaft I is changed at a predetermined gear ratio corresponding to each of the plurality of gear speeds, and the output gear O It will be in the state to transmit to. In this parallel mode, when the torque Te of the input shaft I (engine E) is insufficient with respect to the required driving force of the vehicle, such as when the vehicle is accelerating, the motor / generator MG powers and the input shaft I torque Te can be assisted. On the other hand, regenerative braking can be performed by generating power when the vehicle decelerates. Even when the vehicle is in a steady running state, power is generated when the amount of charge of the battery 11 is insufficient, and when the amount of charge of the battery 11 is full, powering is performed, thereby changing the state of charge of the battery 11. It can also be adjusted. Hereinafter, the state of the first differential gear device PG1 at each shift speed in the parallel mode will be described.

  As shown in FIG. 26, at the first speed (1st), the first clutch C1 and the second brake B2 are engaged. As shown in FIG. 27, at the first speed, the first clutch C1 is engaged, and as described above, the first sun gear s1 of the first differential gear device PG1 is connected to the input shaft I. The rotation of (Engine E) is transmitted as it is. Further, when the second brake B2 is engaged, the rotational speed of the first sun gear s1 is reduced by the first differential gear device PG1 and transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the first gear is the largest among all the gears in the parallel mode and the engine travel mode.

  As shown in FIG. 26, at the third speed (3rd), the first clutch C1 and the third brake B3 are engaged. As shown in FIG. 27, at the third speed, the rotation of the input shaft I (engine E) is transmitted to the first sun gear s1 as it is by engaging the first clutch C1. Further, when the third brake B3 is brought into the engaged state, the rotation of the input shaft I (engine E) decelerated by the second differential gear device PG2 to the second sun gear s2 of the first differential gear device PG1. Is transmitted. Accordingly, the rotational speed of the first sun gear s1 is reduced by the first differential gear device PG1 and transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the third gear is smaller than the gear ratio of the first gear and the second gear of the engine running mode described later.

  As shown in FIG. 26, at the fourth speed (4th), the first clutch C1 and the second clutch C2 are engaged. As shown in FIG. 27, at the fourth speed, the first clutch C1 and the second clutch C2 are engaged, and as described above, the first sun gear s1 of the first differential gear device PG1. The rotation of the input shaft I (engine E) is transmitted to the ring gear r1 as it is. Further, when the first clutch C1 and the second clutch C2 are simultaneously engaged, the entire first differential gear device PG1 is brought into a directly connected state in which the first differential gear device PG1 rotates integrally. Is not shifted and is transmitted to the output gear O as it is. The gear ratio from the input shaft I to the output gear O at the fourth gear is smaller than the gear ratio at the third gear.

  As shown in FIG. 26, at the fifth speed (5th), the second clutch C2 and the third brake B3 are engaged. As shown in FIG. 27, at the fifth speed stage, the second clutch C2 is engaged, whereby the input shaft I (engine E) rotates to the ring gear r1 of the first differential gear device PG1. Is transmitted as it is. Further, when the third brake B3 is brought into the engaged state, the rotation of the input shaft I (engine E) decelerated by the second differential gear device PG2 to the second sun gear s2 of the first differential gear device PG1. Is transmitted. As a result, the rotational speed of the ring gear r1 is increased by the first differential gear device PG1 and transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the fifth gear is smaller than the gear ratio at the fourth gear.

  As shown in FIG. 26, in the reverse speed (Rev), the second brake B2 and the third brake B3 are engaged. Then, as shown in FIG. 27, in this reverse speed, the third brake B3 is engaged, so that the second sun gear s2 of the first differential gear device PG1 is moved to the second differential gear device PG2. The rotated rotation of the input shaft I (engine E) is transmitted. Further, when the second brake B2 is engaged, the rotational speed of the second sun gear s2 is reduced by the first differential gear device PG1, and the rotational direction is reversed and transmitted to the output gear O. That is, at the reverse speed, the rotational speed of the input shaft I is decelerated by both the second differential gear device PG2 and the first differential gear device PG1 and transmitted to the output gear O.

  As described above, in the parallel mode, the torque Te of the input shaft I (engine E) is shifted at a gear ratio corresponding to each gear and transmitted to the output gear O, and the motor / generator MG is used as necessary. To assist the torque Te of the input shaft I, or cause the motor / generator MG to generate electric power for regenerative braking, charging the battery, or the like. Therefore, this parallel mode is suitable as a mode used during medium to high speed driving after the vehicle is started in the electric driving mode and the first continuously variable transmission mode described later. By releasing the frictional engagement elements other than the first clutch C1 from the state of the first speed, the third speed and the fourth speed, which is the shift speed at which the first clutch C1 is engaged in this parallel mode, Transition to the first continuously variable transmission mode is possible. Further, by releasing the frictional engagement elements other than the second clutch C2 from the state of the fourth speed and the fifth speed, which are the gear speeds at which the second clutch C2 is engaged in this parallel mode, Transition to the continuously variable transmission mode is possible. Moreover, it can transfer to electric drive mode by releasing friction engagement elements other than 2nd brake B2 from the state of the 1st speed stage or reverse stage of parallel mode.

4-4. Engine Travel Mode Next, operation states of the first differential gear device PG1 and the second differential gear device PG2 in the engine travel mode will be described based on FIG. The engine travel mode is a mode in which the first brake B1 is engaged to stop the rotation of the motor / generator MG and the torque of the input shaft I is transmitted to the output gear O to travel the vehicle. In the present embodiment, as shown in FIG. 26, the engine travel mode engages the first brake B1 and selectively engages either the first clutch C1 or the second clutch C2. Two gear stages, the second speed stage and the sixth speed stage, are provided so as to be switchable. Of these two shift speeds, the second speed stage is a reduction speed stage that reduces the rotational speed of the input shaft I and transmits it to the output gear O, and the sixth speed stage increases the rotational speed of the input shaft I. It is a speed increasing stage that transmits at high speed to the output gear O.

  FIG. 28 is a velocity diagram of the first differential gear device PG1 in the engine running mode. As shown in this figure, in the engine running mode, the first differential gear device is engaged by engaging the first brake B1 and selectively engaging one of the first clutch C1 and the second clutch C2. The state of the velocity diagram of PG1 changes. As a result, the rotational speed of the input shaft I is shifted and transmitted to the output gear O at a predetermined gear ratio corresponding to each of a plurality of (two) gears. In this engine running mode, the rotor Ro of the motor / generator MG is fixed to the case Dc by the first brake B1, and the motor / generator MG does not operate. Hereinafter, the state of the first differential gear device PG1 at each gear position in the engine travel mode will be described.

  As shown in FIG. 26, at the second speed (2nd), the first brake B1 and the first clutch C1 are engaged. As shown in FIG. 28, at the second speed stage, the first clutch C1 is engaged, whereby the first sun gear s1 of the first differential gear device PG1 is connected to the input shaft I (engine E). The rotation of is transmitted as it is. Further, when the first brake B1 is engaged, the rotation of the motor / generator MG is stopped, and the rotational speed of the first sun gear s1 is reduced by the first differential gear device PG1, so that the output gear O Is transmitted to. The gear ratio from the input shaft I to the output gear O at the second gear is smaller than the gear ratio of the first gear in the parallel mode.

  As shown in FIG. 26, at the sixth speed (6th), the first brake B1 and the second clutch C2 are engaged. Then, as shown in FIG. 28, at the sixth speed, the second clutch C2 is engaged, so that the ring gear r1 of the first differential gear device PG1 rotates the input shaft I (engine E). Is transmitted as it is. In addition, when the first brake B1 is engaged, the rotation of the motor / generator MG is stopped, and the rotation speed of the ring gear r1 is increased by the first differential gear device PG1 to the output gear O. Communicated. The gear ratio from the input shaft I to the output gear O at the sixth gear is smaller than the gear ratio at the fifth gear in the parallel mode.

  As described above, in the engine running mode, the rotation of the motor / generator MG is stopped, and only the torque Te of the input shaft I (engine E) is shifted at a gear ratio corresponding to each shift speed to the output gear O. The vehicle can be run by transmission. Therefore, this engine travel mode is suitable as a mode used in a travel state in which there is little need for assistance or regenerative braking by the motor / generator MG during high-speed cruise or the like. That is, in this engine travel mode, the vehicle can be traveled only by the engine E, so that energy loss caused by driving the motor / generator MG can be suppressed. In particular, in the sixth speed in the engine running mode, the rotational speed of the input shaft I (engine E) is increased and transmitted to the output gear O, so that the rotational speed of the engine E can be kept low. Therefore, it is possible to efficiently drive the vehicle during high-speed cruising and improve fuel efficiency. By releasing the first brake B1, which is a friction engagement element other than the first clutch C1, from the state of the second speed in the engine running mode, it is possible to shift to the first continuously variable transmission mode. Further, by releasing the first brake B1, which is a friction engagement element other than the second clutch C2, from the sixth speed stage of the engine running mode, it is possible to shift to the second continuously variable transmission mode.

4-5. Electric travel mode Next, the operation states of the first differential gear device PG1 and the second differential gear device PG2 in the electric travel mode will be described with reference to FIG. The electric travel mode is a mode in which the vehicle travels by transmitting the torque of the motor / generator MG to the output gear O while the second brake B2 is engaged and the input shaft I is disconnected from the output gear O. At that time, by causing the motor / generator MG to power or generate electric power, the torque of the motor / generator MG can be transmitted to the output gear O while the engine E is stopped, and the vehicle can travel. In the present embodiment, as shown in FIG. 26, only the second brake B2 is basically engaged in the electric travel mode. In the present embodiment, the second brake B2 is a so-called normally closed friction engagement element as described above. Therefore, the second brake B2 can be maintained in the engaged state even when the mechanical oil pump 14 and the electric oil pump 15 are not driven. For example, the electric oil pump 15 is driven from a state where the vehicle is stopped. The vehicle can be started easily in the electric travel mode. Further, by saving the driving time of the electric oil pump 15 in this way, it is possible to extend the life of an electric motor (not shown) for driving the electric oil pump 15.

  When starting the engine E from the electric travel mode and shifting to the parallel mode, the motor / generator MG is rotating, and one of a plurality of engagement elements according to the traveling direction of the vehicle, Specifically, the engine E can be started by transmitting the torque Tmg of the motor / generator MG to the input shaft I by engaging the first clutch C1 or the third brake B3. A “dashed circle” in FIG. 26 indicates a friction engagement element that is engaged to start the engine E as described above. In addition, it is good also as a structure which provides the starter for starting the engine E separately, and starts the engine E with the said starter. In this manner, the mechanical oil pump 14 is driven by the driving force of the engine E to generate hydraulic pressure, and the mode can be changed with the predetermined friction engagement element engaged. In that case, the electric oil pump 15 can be eliminated.

  As shown in the speed diagram on the left side of FIG. 29, in the electric travel mode, the third brake B3 is released and the ring gear r3 of the second differential gear device PG2 idles, so that basically the input shaft I (Engine E) is separated from each rotating element of the first differential gear device PG1, the engine E is stopped, and the rotational speed of the input shaft I becomes zero. Further, as shown in the speed diagram on the right side of FIG. 29, in the electric travel mode, the rotational speed of the motor / generator MG is reduced by the first differential gear device PG1, and the torque Tmg is amplified to output gear. To O. That is, in this electric travel mode, the first differential gear device PG1 is in a state where only the double pinion type planetary gear mechanism including the second sun gear s2, the ring gear r1, and the carrier ca1 functions. In this planetary gear mechanism, the motor / generator MG is drivingly connected to the second sun gear s2 on one side in the order of the rotational speed, and the output gear O is drivingly connected to the carrier ca1 on the other side in the order of the rotational speed. The ring gear r1 that is intermediate in the order of the rotational speed is fixed to the case Dc by the second brake B2. As a result, the rotation direction of the motor / generator MG is reversed and transmitted to the output gear O. Therefore, in a state where the motor / generator MG outputs the torque Tmg in the negative direction and the rotation speed is negative (the rotation direction is negative), the output gear O has a positive rotation speed (the rotation direction is positive), and the vehicle Advance. On the other hand, in the state where the motor / generator MG outputs the torque Tmg in the positive direction and the rotational speed is positive (the rotational direction is positive), the output gear O has a negative rotational speed (the rotational direction is negative), and the vehicle Go backwards. As described above, also in the present embodiment, the electric travel mode includes both the forward travel mode and the reverse travel mode according to the direction of the torque Tmg and the rotational speed of the motor / generator MG. At this time, the rotational speed of the motor / generator MG is reduced according to the gear ratio λ2 of the first differential gear device PG1, and the torque Tmg is amplified and transmitted to the output gear O.

  Moreover, in this electric travel mode, the engine E can be started and it can transfer to parallel mode by making the 1st clutch C1 or the 3rd brake B3 into an engagement state according to the advancing direction of a vehicle. Specifically, in the forward traveling state in which the motor / generator MG rotates in the direction opposite to the rotation direction of the input shaft I in the electric travel mode, the first clutch C1 is engaged, The engine T can be started by transmitting the torque Tmg of the generator MG to the input shaft I. That is, if the first clutch C1 is engaged while the vehicle is moving forward, the input shaft I is in a state of rotating integrally with the first sun gear s1 of the first differential gear device PG1, so the input shaft I The engine E is rotated in the positive direction by the torque Tmg of the motor / generator MG, and the engine E can be started. As described above, in the electric travel mode in which the second brake B2 is engaged, when the first clutch C1 is engaged, it is possible to shift to the first speed of the parallel mode (see FIGS. 26 and 27). ).

  In the reverse traveling state in which the motor / generator MG rotates in the same direction as the rotation direction of the input shaft I in the electric travel mode, the torque Tmg of the motor / generator MG is set by engaging the third brake B3. Can be transmitted to the input shaft I to start the engine E. That is, when the third brake B3 is engaged while the vehicle is moving backward, the carrier ca3 of the second differential gear device PG2 rotates integrally with the second sun gear s2 of the first differential gear device PG1. Therefore, the input shaft I and the engine E are rotated in the positive direction by the torque Tmg of the motor / generator MG, and the engine E can be started. Thus, in the electric travel mode in which the second brake B2 is in the engaged state, when the third brake B3 is in the engaged state, it is possible to shift to the reverse stage of the parallel mode (see FIGS. 26 and 27). .

4-6. Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the continuously variable transmission mode will be described with reference to FIGS. In the continuously variable transmission mode, the torque of the input shaft I (engine E) is input to one of the first sun gear s1 as the fourth rotating element and the ring gear r1 as the second rotating element of the first differential gear device PG1. In this state, the rotational speed and torque of the motor / generator MG are controlled to change the rotational speed of the input shaft I steplessly and transmit it to the output gear O. As such a continuously variable transmission mode, the present embodiment has two modes, a first continuously variable transmission mode and a second continuously variable transmission mode.

4-6-1. First Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the first continuously variable transmission mode will be described with reference to FIG. In the first continuously variable transmission mode, the second brake B2 is disengaged and the first clutch C1 is engaged, and the input shaft I is connected to the first sun gear s1 that is the fourth rotating element of the first differential gear device PG1. In this mode, the rotational speed and torque of the motor / generator MG are controlled in a state where the torque of the (engine E) is input, and the rotational speed of the input shaft I is steplessly changed and transmitted to the output gear O. . In the present embodiment, as shown in FIG. 26, in the first continuously variable transmission mode, only the first clutch C1 is engaged. In the present embodiment, in this state, the first sun gear s1 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the input shaft I, and the torque of the input shaft I is applied to the first differential gear device PG1. Input to the first sun gear s1. In this state, the first continuously variable transmission mode is realized by controlling the rotational speed and torque of the motor / generator MG.

  As shown in the speed diagram of FIG. 30, in the first continuously variable transmission mode, the torque Te of the input shaft I (engine E) that is drive-coupled to rotate integrally with the first sun gear s1 via the first clutch C1. Is amplified by the first differential gear device PG1 and transmitted to the output gear O. That is, in the first differential gear device PG1, the input shaft I is drivingly connected to the first sun gear s1 that is on one side in the order of rotational speed, and the motor generator is connected to the second sun gear s2 that is on the other side in the order of rotational speed. The MG is drivingly connected. The output gear O is drivably coupled to the carrier ca1, which is one of the rotation elements that are intermediate in the order of the rotation speed. At this time, the motor / generator MG outputs a torque Tmg in the positive direction and functions as a reaction force receiver for the torque Te of the input shaft I. Thereby, the first differential gear device PG1 combines the torque Te of the input shaft I transmitted to the first sun gear s1 and the torque Tmg of the motor / generator MG and amplifies the torque Te of the input shaft I as an output gear. To O. As described above, also in the present embodiment, the first continuously variable transmission mode can transmit a large driving force to the output gear O and has a function as a start mode.

  Also in the present embodiment, the first continuously variable transmission mode is an interval between the first to fourth speed stages that are the speed stages in which the first clutch C1 is engaged in the parallel mode and the engine running mode. This mode is also realized in the transition process. That is, for example, in the transition process from the first speed in the parallel mode to the second speed in the engine running mode, the second brake B2 is disengaged while the first clutch C1 is engaged, and the first stepless A shift mode is realized. In this state, the rotational speed of the motor / generator MG is gradually increased, and when the rotational speed becomes zero, the first brake B1 is engaged to form the second speed stage of the engine travel mode. Further, for example, in the transition process from the second speed stage of the engine running mode to the third speed stage of the parallel mode, the first brake B1 is released while the first clutch C1 remains engaged, and the first continuously variable A shift mode is realized. In this state, the rotational speed of the motor / generator MG is gradually increased, and the third brake B3 is engaged when the rotational speed of the ring gear r3 of the second differential gear device PG2 becomes zero. The third speed of the parallel mode is formed. The same applies to the transition process from the third speed to the fourth speed in the parallel mode. Such switching of the shift speed is a synchronous switching in which the engaging members on both sides of the friction engagement element engaged at the time of switching are engaged in the same state. Therefore, smooth switching can be performed without generating an impact associated with the engagement of the frictional engagement elements when switching between such shift speeds.

  In the first continuously variable transmission mode, the motor / generator MG outputs a torque Tmg in the positive direction. Therefore, for example, when the rotational speed of the second sun gear s2 is negative (the rotational direction is negative), such as when the vehicle starts, the motor / generator MG generates power. On the other hand, in a state where the rotational speed of the second sun gear s2 is positive (the rotational direction is positive), such as when shifting from the second speed in the engine running mode to the third speed in the parallel mode, the motor / generator MG Powers and consumes power.

4-6-2. Second Continuously Variable Transmission Mode The operating state of the first differential gear device PG1 and the second differential gear device PG2 in the second continuously variable transmission mode will be described with reference to FIG. In the second continuously variable transmission mode, the second brake B2 is disengaged and the second clutch C2 is engaged, and the input shaft I (engine) is connected to the ring gear r1 that is the second rotating element of the first differential gear device PG1. In this mode, the rotational speed and torque of the motor / generator MG are controlled in a state where the torque of E) is input, so that the rotational speed of the input shaft I is steplessly changed and transmitted to the output gear O. In the present embodiment, as shown in FIG. 26, only the second clutch C2 is engaged in the second continuously variable transmission mode. In this embodiment, in this state, the ring gear r1 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the input shaft I, and the torque of the input shaft I is applied to the ring gear r1 of the first differential gear device PG1. Is input. In this state, the second continuously variable transmission mode is realized by controlling the rotational speed and torque of the motor / generator MG.

  As shown in the speed diagram of FIG. 31, in the second continuously variable transmission mode, the torque Te of the input shaft I (engine E) that is drivingly connected to rotate integrally with the ring gear r1 via the second clutch C2 is the first. It is attenuated by one differential gear device PG1 and transmitted to the output gear O. In other words, in the first differential gear device PG1, the motor / generator MG is drivingly connected to the second sun gear s2 that is one side in the order of rotational speed, and the input shaft I is driven to the ring gear r1 that is intermediate in the order of rotational speed. Connected. The output gear O is drivably coupled to the carrier ca1 on the other side in the order of the rotational speed. At this time, the motor / generator MG outputs a torque Tmg in the negative direction and functions as a reaction force receiver for the torque Te of the input shaft I. Accordingly, the first differential gear device PG1 distributes a part of the torque Te of the input shaft I transmitted to the ring gear r1 to the motor / generator MG, and outputs a torque attenuated with respect to the torque Te of the input shaft I. Transmit to axis O. In the second continuously variable transmission mode, when the rotational speed of the motor / generator MG is smaller than the rotational speed of the engine E, the rotation of the input shaft I (engine E) is accelerated by the first differential gear device PG1. And transmitted to the output shaft O.

  Further, in the present embodiment, the second continuously variable transmission mode is the speed between 4th to 6th gear speeds that are the gear speeds in which the second clutch C2 is engaged in the parallel mode and the engine running mode. This mode is also realized in the transition process. That is, for example, in the transition process from the fourth speed to the fifth speed in the parallel mode, the first clutch C1 is disengaged while the second clutch C2 remains engaged, and the second continuously variable transmission mode is realized. Is done. In this state, the rotational speed of the motor / generator MG is gradually decreased, and when the rotational speed of the ring gear r3 of the second differential gear unit PG2 becomes zero, the third brake B3 is engaged. The fifth speed stage of the parallel mode is formed. Further, for example, in the transition process from the fifth speed of the parallel mode to the sixth speed of the engine running mode, the third brake B3 is released while the second clutch C2 is engaged, and the second continuously variable A shift mode is realized. In this state, the rotational speed of the motor / generator MG is gradually decreased, and when the rotational speed becomes zero, the first brake B1 is engaged to form the sixth speed stage of the engine travel mode. Such switching of the shift speed is a synchronous switching in which the engaging members on both sides of the friction engagement element engaged at the time of switching are engaged in the same state. Therefore, smooth switching can be performed without generating an impact associated with the engagement of the frictional engagement elements when switching between such shift speeds.

  In the second continuously variable transmission mode, the motor / generator MG outputs a torque Tmg in the negative direction. Therefore, for example, when the rotational speed of the second sun gear s2 is negative (the rotational direction is negative), such as during high-speed cruising, the motor / generator MG powers and consumes power. On the other hand, when the rotational speed of the second sun gear s2 is positive (the rotational direction is positive), such as when shifting from the fourth speed to the fifth speed in the parallel mode, the motor / generator MG generates power.

4-7. Engine Start Mode Next, operation states of the first differential gear device PG1 and the second differential gear device PG2 in the engine start mode will be described based on FIG. In the engine start mode, the third brake B3 is engaged while the engine E is stopped, and the motor / generator MG is powered, so that the torque Tmg of the motor / generator MG is transmitted to the input shaft I without being transmitted to the output gear O. In this mode, the engine E is transmitted. In the present embodiment, as shown in FIG. 26, only the third brake B3 is engaged in the engine start mode. In the present embodiment, as shown in FIG. 32, the second sun gear s2 of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the carrier ca3 of the second differential gear device PG2. Then, in a state where the third brake B3 is engaged, the driving force of the motor / generator MG is drivably coupled to the input shaft I (engine E) via the second differential gear device PG2. By causing the motor / generator MG to power in this state, the rotational speeds of the input shaft I and the engine E can be increased and the engine E can be started. At this time, the first differential gear device PG1 is in a state in which the rotational speed of the second sun gear s2 can be increased regardless of the rotational speed of the carrier ca1 that is drivingly connected to the output gear O. The torque Tmg of the generator MG is not transmitted to the output gear O.

  As shown in the speed diagram of FIG. 32, in the engine start mode, the motor / generator MG outputs the torque Tmg in the positive direction and increases the rotational speed in the positive direction. As a result, the rotational speed of the input shaft I (engine E) connected to the motor / generator MG via the second differential gear device PG2 is gradually increased, and the engine E can be started. At this time, the first differential gear device PG1 is in a state where the ring gear r1, the carrier ca1, and the first sun gear s1 other than the second sun gear s2 are not restrained. Regardless of the rotational speed, the rotational speed of the second sun gear s2 can be increased. FIG. 32 shows an example in which the engine start mode is executed in a state where the rotation speed of the output gear O is zero (that is, the vehicle is stopped).

4-8. Others In the present embodiment as well, in the first to fourth speeds of the parallel mode and the engine running mode, the rotational speed of the motor / generator MG changes in the direction in which the rotational speed of the input shaft I (engine E) changes when the gear speed is switched. Changes in the opposite direction. Therefore, the vibration of the hybrid drive device H at the time of shifting the gear is compared with the case where the direction of changing the rotating speed of the motor / generator MG and the direction of changing the rotating speed of the input shaft I are the same when switching the gear. This makes it possible to switch smoothly between gears with less impact. Also in the present embodiment, when changing the gear position in the parallel mode and the engine running mode, the fluctuation range of the torque transmitted from the input shaft I and the motor / generator MG to the output gear O is within a predetermined range. As described above, the torque of the motor / generator MG is controlled. Further, the operation when the engine E is stopped from the parallel mode or the engine running mode to shift to the electric running mode and the regenerative braking is performed is described in each rotation in the first differential gear device PG1 and the second differential gear device PG2. The first embodiment can be the same as the first embodiment except that the elements and the friction engagement elements to be engaged and released are partially different.

5). Fifth Embodiment Next, a fifth embodiment of the present invention will be described. FIG. 33 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to this embodiment. 33, the configuration of the lower half symmetrical with respect to the central axis is omitted as in FIG. The configuration of this hybrid drive device H corresponds to the carrier ca3 of the second differential gear device PG2 while removing the second differential gear device PG2 and the third brake B3 from the hybrid drive device H in the fourth embodiment. This is equivalent to a configuration in which the rotating element is selectively driven and connected to the input shaft I by the third clutch C3. And this hybrid drive device H is less provided with the second differential gear device PG2 and the third brake B3, so that the number of shift stages in the parallel mode is smaller than that in the fourth embodiment. Yes. Other configurations are basically the same as those of the fourth embodiment. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on the differences from the fourth embodiment.

5-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 33, a hybrid drive device H according to this embodiment includes an input shaft I that is drivingly connected to an engine E, an output shaft O that is drivingly connected to wheels W, and a motor. A generator MG and a first differential gear device PG1 are provided. However, as described above, in the present embodiment, unlike the fourth embodiment, the second differential gear device PG2 and the third brake B3 are not provided, and the third clutch C3 is added. . Therefore, in the present embodiment, the connection relationship of the rotating elements of the first differential gear device PG1 is as follows.

  That is, as shown in FIG. 33, the second sun gear s2 of the first differential gear device PG1 is connected to the brake drum Dr. A first brake B1 is provided on the outer periphery of the brake drum Dr. A third clutch C3 is provided on the inner periphery of the brake drum Dr. The brake drum Dr is drivingly connected so as to rotate integrally with the second sun gear s2 and the rotor Ro of the motor / generator MG. As a result, the second sun gear s2, which is the first rotating element e1 of the first differential gear device PG1, is drivingly connected to rotate integrally with the rotor Ro of the motor / generator MG via the brake drum Dr. The second sun gear s2 is selectively fixed to the case Dc via the first brake B1. Further, the second sun gear s2 is selectively connected to the input shaft I via the third clutch C3. The ring gear r1 is selectively fixed to the case Dc via the second brake B2, and is selectively drivingly connected to the input shaft I via the second clutch C2. The carrier ca1 is drivingly connected so as to rotate integrally with the output gear O. The first sun gear s1 is selectively connected to the input shaft I through the first clutch C1.

  Accordingly, the second sun gear s2 that is the first rotating element e1 of the first differential gear device PG1 is engaged with the torque of the input shaft I via the third clutch C3 by engaging the third clutch C3. Is entered. In addition, when the second clutch C2 is engaged, the torque of the input shaft I is input to the ring gear r1, which is the second rotating element e2 of the first differential gear device PG1, via the second clutch C2. Is done. Further, the first sun gear s1, which is the fourth rotating element e4 of the second differential gear device PG2, is engaged with the torque of the input shaft I via the first clutch C1. Entered.

5-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 34 is an operation table showing operation states of the friction engagement elements C1, C2, C3, B1, and B2 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. The description method of this figure is the same as that of FIG. 3 according to the first embodiment. As shown in this figure, the hybrid drive apparatus H according to the present embodiment also has five operation modes: a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, a continuously variable transmission mode, and an engine start mode. It is prepared to be switchable. Further, the parallel mode is provided so that the three shift speeds of the first speed, the third speed, and the reverse speed can be switched. In addition, the engine running mode is provided so that two gear stages, the second speed stage and the fourth speed stage, can be switched. In FIG. 34, “1st” indicates the first speed, “2nd” indicates the second speed, “3rd” indicates the third speed, “4th” indicates the fourth speed, and “Rev” indicates the reverse speed.

  FIG. 35 shows a velocity diagram of the first differential gear device PG1 in the parallel mode in the present embodiment. The description method of this figure is the same as that of FIG. 4 according to the first embodiment. The speed diagram in the engine travel mode, the speed diagram in the electric travel mode, the speed diagram in the first continuously variable transmission mode, and the speed diagram in the second continuously variable transmission mode are the second differential gear. Except for the fact that there is no velocity diagram on the left side corresponding to the device PG2, it is the same as FIGS. 28, 29, 30, and 31 in the fourth embodiment. Further, the speed diagram in the engine start mode is the same as that in the fourth embodiment except that the rotational elements in the first differential gear device PG1 are partially different. Hereinafter, the operation state of the hybrid drive device H in each operation mode and shift speed will be described in detail.

5-3. Parallel Mode Next, the operation state of the first differential gear device PG1 in the parallel mode will be described with reference to FIG. The parallel mode includes a plurality of shift speeds that can be switched by selectively engaging any two of the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2. In this mode, the rotational speed of the input shaft I is changed at a predetermined speed ratio corresponding to each gear and transmitted to the output gear O, while the motor / generator MG is powered or generated to drive the vehicle. In the present embodiment, as shown in FIG. 34, the parallel mode is provided so as to be able to switch between three shift speeds of the first speed, the third speed, and the reverse speed.

  As shown in the velocity diagram of FIG. 35, in the parallel mode, any two of the first clutch C1, the second clutch C2, the third clutch C3, and the second brake B2 are selectively engaged. As a result, the state of the speed diagram of the first differential gear device PG1 changes, whereby the rotational speed of the input shaft I is changed at a predetermined speed ratio corresponding to each of the plurality of shift speeds, and the output gear O It will be in the state to transmit to. Further, in this parallel mode, the motor / generator MG is drivingly connected so as to rotate integrally with the second sun gear s2 of the first differential gear device PG1, and the vehicle travels while powering or generating power by the motor / generator MG. Can be made. Hereinafter, the state of the first differential gear device PG1 at each shift speed in the parallel mode will be described.

  As shown in FIG. 34, at the first speed (1st), the first clutch C1 and the second brake B2 are engaged. As shown in FIG. 35, at the first speed, the first clutch C1 is engaged, so that the first sun gear s1 of the first differential gear device PG1 is connected to the input shaft I (engine E). The rotation of is transmitted as it is. Further, when the second brake B2 is engaged, the rotational speed of the first sun gear s1 is reduced by the first differential gear device PG1 and transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the first gear is the largest among all the gears in the parallel mode and the engine travel mode.

  As shown in FIG. 34, at the third speed (3rd), the first clutch C1 and the second clutch C2 are engaged. As shown in FIG. 35, at the third speed, the first clutch C1 and the second clutch C2 are engaged, so that the first sun gear s1 and the ring gear r1 of the first differential gear device PG1 are engaged. The rotation of the input shaft I (engine E) is transmitted as it is. Further, when the first clutch C1 and the second clutch C2 are simultaneously engaged, the entire first differential gear device PG1 is brought into a directly connected state in which the first differential gear device PG1 rotates integrally. Is not shifted and is transmitted to the output gear O as it is. The gear ratio from the input shaft I to the output gear O at the third gear is smaller than the gear ratio of the first gear and the second gear of the engine travel mode.

  In the present embodiment, as shown in FIG. 34, the parallel mode includes a reverse speed (Rev). In the reverse speed (Rev), the second brake B2 and the third clutch C3 are engaged. Then, as shown in FIG. 35, in this reverse speed, the third clutch C3 is engaged, whereby the second sun gear s2 of the first differential gear device PG1 is connected to the input shaft I (engine E). The rotation is transmitted as it is. Further, when the second brake B2 is engaged, the rotational speed of the second sun gear s2 is reduced by the first differential gear device PG1, and the rotational direction is reversed and transmitted to the output gear O.

  In this parallel mode, the first engagement is achieved by releasing the frictional engagement elements other than the first clutch C1 from the first and third speeds, which are the shift speeds at which the first clutch C1 is engaged. Transition to the step shifting mode is possible. Further, by releasing the first clutch C1, which is a friction engagement element other than the second clutch C2, from the state of the third speed, which is the shift speed at which the second clutch C2 is engaged in this parallel mode, Transition to the second continuously variable transmission mode is possible. Moreover, it can transfer to electric drive mode by releasing friction engagement elements other than 2nd brake B2 from the state of the 1st speed stage or reverse stage of parallel mode.

5-4. Others In the present embodiment as well, main operation modes such as the engine travel mode other than the parallel mode, the electric travel mode, the first continuously variable transmission mode, and the second continuously variable transmission mode are the same as those in the fourth embodiment. And basically the same. At that time, in the parallel mode and the engine running mode, either the first continuously variable transmission mode or the second continuously variable transmission mode is realized in the transition process between the respective gears. It is the same. Further, at the time of switching between predetermined gear speeds in the parallel mode and the engine running mode, the rotational speed of the motor / generator MG changes in the opposite direction to the direction in which the rotational speed of the input shaft I (engine E) changes. The fourth embodiment also relates to the point that the torque of the motor / generator MG is controlled so that the fluctuation range of the torque transmitted from the input shaft I and the motor / generator MG to the output gear O is within a predetermined range. And can be similar.

6). Sixth Embodiment Next, a sixth embodiment of the present invention will be described. FIG. 36 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to this embodiment. Note that, in FIG. 36, as in FIG. 1, the lower half configuration symmetrical to the central axis is partially omitted. The configuration of this hybrid drive device H is equivalent to a configuration in which the third clutch C3 is removed from the hybrid drive device H in the fifth embodiment and a starter / generator SG connected to the engine E is further provided. Further, due to the provision of such a starter generator SG, the configuration of the control system is partially different from the hybrid drive device H in the fifth embodiment. Further, in the present embodiment, because the third clutch C3 is not provided, the number of operation modes and parallel mode gears provided in the hybrid drive device H is different from that in the fourth embodiment. . Other configurations are basically the same as those of the fifth embodiment. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on the differences from the fifth embodiment.

6-1. Configuration of Each Part of Hybrid Drive Device and Control System As described above, the hybrid drive device H according to the present embodiment has a configuration in which the third clutch C3 is removed from the hybrid drive device H in the fifth embodiment. Therefore, in the present embodiment, the second sun gear s2 that is the first rotating element e1 of the first differential gear device PG1 is selectively fixed to the case Dc via the first brake B1, but the input shaft I Is not selectively connected to the drive. That is, in the present embodiment, the second sun gear s2 that is the first rotating element e1 of the first differential gear device PG1 is drive-coupled so as to rotate integrally with the rotor Ro of the motor / generator MG via the brake drum Dr. In addition, it is only selectively fixed to the case Dc via the first brake B1. The connection relationship of the other rotating elements of the first differential gear device PG1 is the same as that in the fifth embodiment.

  In the present embodiment, a starter generator SG is provided adjacent to the engine E. The starter / generator SG, like the motor / generator MG, has a stator fixed to a casing (not shown) and a rotor rotatably supported inside the stator in the radial direction. A starter / generator output gear 57 is connected to an output rotation shaft (rotor rotation shaft) 56 of the starter / generator SG. An engine output gear 52 is connected to the second output rotating shaft 51 of the engine E extending in the axial direction of the input shaft I in the direction opposite to the input shaft I with respect to the engine E via a separation clutch 53. ing. The engine output gear 52 may be connected to the second output rotation shaft 51 of the engine E without using the separation clutch 53. The starter / generator output gear 57 and the engine output gear 52 mesh with each other. Therefore, in this state, the starter / generator SG is drivingly connected to the engine E via the starter / generator output gear 57 and the engine output gear 52 without passing through the first differential gear device PG1. In the present embodiment, the starter / generator SG corresponds to the “auxiliary rotating electrical machine” in the present invention.

  In the present embodiment, the motor / generator MG is electrically connected to the battery 11 as the power storage device via the first inverter 12a. The starter / generator SG is electrically connected to a battery 11 as a power storage device via a second inverter 12b. The motor / generator MG and the starter / generator SG are electrically connected so that electric power can be transferred. The motor / generator MG and the starter / generator SG function as one of a generator and a motor according to the relationship between the direction of the rotational speed and the direction of the torque, respectively. In particular, in the present embodiment, as described above, the starter generator SG is drivingly connected to the engine E without passing through the first differential gear device PG1, so that the driving force of the engine E is directly transmitted. Power generation can be performed. When the motor / generator MG and the starter / generator SG function as generators, the generated electric power is supplied to the battery 11 and charged, or the electric power is supplied to the other MG and SG functioning as a motor. Let it run. In addition, when the motor / generator MG and the starter / generator SG function as motors, the battery 21 is charged or powered by receiving the supply of electric power generated by the other MG and SG functioning as a generator. In the present embodiment, the operation control of the motor / generator MG and the starter / generator SG is performed by the motor / generator control means 32 of the control unit ECU via the first inverter 12a and the second inverter 12b, respectively.

6-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 37 is an operation table showing operation states of the friction engagement elements C1, C2, B1, and B2 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. The description method of this figure is the same as that of FIG. 3 according to the first embodiment. As shown in this figure, the hybrid drive device H according to the present embodiment is provided with a switchable operation mode between a parallel mode as a stepped transmission mode, an engine traveling mode, an electric traveling mode, and a continuously variable transmission mode. It does not have an engine start mode. In this embodiment, when starting the engine E, the starter / generator SG is powered by the power of the battery 11, and the rotational speed of the engine E is increased by the driving force of the starter / generator SG. Start.

  In the present embodiment, in the parallel mode and the engine travel mode as the stepped transmission mode, as shown in FIGS. 37 and 38, the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2 Each of the shift speeds is formed by any two of these being engaged. That is, when the first clutch C1 and the second brake B2 are engaged, the first speed of the parallel mode is formed, and when the first clutch C1 and the first brake B1 are engaged, the engine travels. A second speed mode is formed. Further, when the first clutch C1 and the second clutch 2 are engaged, the third speed of the parallel mode is formed, and when the second clutch C2 and the first brake B1 are engaged, the engine travels. Mode 4th gear is formed. However, the reverse gear cannot be formed by engaging any two of the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2. The parallel mode according to the embodiment is configured not to include a reverse gear. When the vehicle is moved backward, an electric driving mode (reverse driving mode) is used.

  The operating states of the first continuously variable transmission mode and the second continuously variable transmission mode in this embodiment are the same as those in the fifth embodiment. In this case, the motor generator MG switches between a state where power is consumed and power is consumed and a state where power is generated according to the relationship between the direction of the torque Tmg and the direction of the rotational speed in each mode. . However, the fifth embodiment is configured in such a manner that the power supply state between the motor / generator MG and the starter / generator SG is switched according to the state of the motor / generator MG. This is different from the embodiment.

  In other words, the motor / generator control means 32, in the first continuously variable transmission mode or the second continuously variable transmission mode, in the state where the motor / generator MG powers and consumes electric power according to the rotational speed and the torque Tmg. The electric power generated by the starter / generator SG is supplied to the motor / generator MG to control the motor / generator MG to be driven. In this way, the first continuously variable transmission mode and the second continuously variable transmission mode can be executed over a long period of time regardless of the amount of power stored in the battery 11. In general, since power loss occurs when the battery 11 is charged or discharged, the power generated by the starter / generator SG as described above is directly supplied to the motor / generator MG without passing through the battery 11. By driving the generator MG, energy efficiency can be improved.

  The motor / generator control means 32 generates power when the motor / generator MG generates power in the first continuously variable transmission mode or the second continuously variable transmission mode in a state where the motor / generator MG generates power according to the rotational speed and the torque Tmg. Electric power is supplied to the starter / generator SG so as to drive the starter / generator SG and to control the driving force of the engine E. Depending on the amount of power stored in the battery 11, such as when the battery 11 is close to a fully charged state, a part of the power generated by the motor / generator MG is not stored in the battery 11 but is wasted due to heat generation. There is a case. Therefore, by configuring as described above, the starter generator SG is driven by the electric power generated by the motor / generator MG to assist the driving force of the engine E, so the electric power generated by the motor / generator MG is consumed wastefully. It can be used effectively without improving the energy efficiency and the fuel consumption rate. Further, even when the amount of power stored in the battery 11 is relatively small, it is possible to improve energy efficiency by suppressing power loss due to charging / discharging.

6-3. Others In this embodiment, in the parallel mode and the engine running mode, either the first continuously variable transmission mode or the second continuously variable transmission mode is realized in the transition process between the respective gears. Yes. Further, at the time of switching between predetermined gear speeds in the parallel mode and the engine running mode, the rotational speed of the motor / generator MG changes in the opposite direction to the direction in which the rotational speed of the input shaft I (engine E) changes. The fifth embodiment also relates to the point that the torque of the motor / generator MG is controlled so that the fluctuation range of the torque transmitted from the input shaft I and the motor / generator MG to the output gear O is within a predetermined range. And can be similar.

7). Other Embodiments (1) In each of the above-described embodiments, the hybrid drive device H has a parallel mode as the stepped transmission mode, the engine traveling mode, the electric traveling mode, the continuously variable transmission mode (the first continuously variable transmission mode and the first variable transmission mode). The description has been given of the configuration including the five continuously variable transmission modes) and the engine start mode. However, the embodiment of the present invention is not limited to this, and it is also possible to adopt a configuration including only the electric travel mode and any one of the two modes of the parallel mode and the engine travel mode. For example, it can be set as the structure provided only with two modes, electric drive mode and parallel mode. Moreover, it is also suitable as a configuration that can switch between two modes of the electric travel mode, the parallel mode and the engine travel mode, and one or more other operation modes. Further, in addition to the above five modes, a configuration in which other modes can be switched is also suitable.

(2) In each of the above-described embodiments, the second brake B2 is maintained in the engaged state when not supplied, ie, the state where the hydraulic pressure is not supplied, and is released when supplied where the hydraulic pressure is supplied. A case where the friction engagement element has a structure (so-called normal close system) is described as an example. However, the embodiment of the present invention is not limited to this, and, like other friction engagement elements, the released state is maintained and the hydraulic pressure is supplied when the hydraulic pressure is not supplied. It is also suitable as a configuration that is a friction engagement element having a structure (so-called normal open system) that is in an engaged state at the time of supply, which is in a state of being applied.

(3) In each of the first to fifth embodiments, unlike the sixth embodiment, the hybrid drive device H does not include the starter / generator SG and does not include various configurations related thereto. Was described as an example. However, the embodiment of the present invention is not limited to this, and as in the case of the sixth embodiment, the starter / generator SG is supported as a configuration in which the hybrid drive apparatus H includes the starter / generator SG. It is also suitable as a configuration used as a rotating electrical machine. That is, also in each of the first to fifth embodiments, the motor / generator MG powers and consumes electric power according to the rotational speed and the torque Tmg in the first continuously variable transmission mode or the second continuously variable transmission mode. In the state, the electric power generated by the starter / generator SG by the rotational driving force of the engine E is supplied to the motor / generator MG to control the motor / generator MG, and the motor is controlled according to the rotational speed and the torque Tmg. -In a state where the generator MG generates power, it is also preferable to control so that the power generated by the motor / generator MG is supplied to the starter / generator SG to drive the starter / generator SG and assist the driving force of the engine E. It is.

(4) In the third embodiment, the hybrid drive device H includes the third clutch C3, and the first clutch C1, the second clutch C2, the third clutch in the parallel mode and the engine travel mode as the stepped transmission mode. When any two of C3, first brake B1, and second brake B2 are engaged, each gear position (parallel mode 1st speed, 3rd speed and reverse speed, and engine travel mode The case where the second speed stage and the fourth speed stage) are formed has been described as an example. However, the embodiment of the present invention is not limited to this, and as a configuration that does not include such a third clutch C3, the first clutch C1, the first clutch C1, It is also suitable as a configuration in which each gear stage is formed when any two of the two clutches C2, the first brake B1, and the second brake B2 are engaged. With such a configuration, the number of components of the hybrid drive device H can be reduced, and the overall size can be reduced and the manufacturing cost can be reduced. In this case, the parallel mode does not include a reverse gear, and an electric travel mode (reverse travel mode) is used to reverse the vehicle.

(5) In the first and second embodiments described above, the case where the second differential gear device PG2 is configured by a double pinion type planetary gear mechanism has been described as an example. However, configuring the second differential gear device PG2 with a single pinion type planetary gear mechanism is also a preferred embodiment of the present invention. Thus, when using a single pinion type planetary gear mechanism, the order of the rotational speeds of the three rotating elements is the order of the sun gear, the carrier, and the ring gear. That is, the sun gear corresponds to the first rotating element e1, the carrier corresponds to the second rotating element e2, and the ring gear corresponds to the third rotating element e3. Therefore, in that case, the configuration of the second differential gear device PG2 in each embodiment shown in FIG. 1 and FIG. 12 is a configuration in which the connection relationship with other rotating elements is changed for each of the carrier ca3 and the ring gear r3. This is preferable.

(6) In the fourth embodiment, the case where the second differential gear device PG2 is formed of a single pinion type planetary gear mechanism has been described as an example. However, it is also one of the preferred embodiments of the present invention that the second differential gear device PG2 is constituted by a double pinion type planetary gear mechanism. Thus, when using a double pinion type planetary gear mechanism, the order of the rotational speeds of the three rotating elements is the order of the carrier, the ring gear, and the sun gear. That is, the carrier corresponds to the first rotating element e1, the ring gear corresponds to the second rotating element e2, and the sun gear corresponds to the third rotating element e3. Therefore, in that case, it is preferable that the configuration of the second differential gear device PG2 shown in FIG.

(7) In each of the above-described embodiments, the example in which both the first differential gear device PG1 and the second differential gear device PG2 are constituted by planetary gear devices has been described. However, the configuration of the differential gear device (one or both of the first differential gear device PG1 and the second differential gear device PG2) in the present invention is not limited to the planetary gear device. Therefore, for example, it is also a preferred embodiment of the present invention that the differential gear device is configured by using another form of gear mechanism such as a configuration in which a plurality of bevel gears are combined.

(8) The specific configuration and connection relationship of the differential gear device described in each of the above-described embodiments, and the arrangement configuration of the friction engagement elements with respect to the rotating elements of the differential gear device are merely examples, and configurations other than those described above Therefore, all configurations that can realize the configuration of the present invention are included in the scope of the present invention.

  The present invention can be suitably used as a drive device for a hybrid vehicle including an engine and a rotating electrical machine as drive power sources.

H: Hybrid drive device E: Engine I: Input shaft (input member)
O: Output shaft, output gear (output member)
MG: Motor generator (rotary electric machine)
SG: Starter generator (auxiliary rotating electrical machine)
PG1: First differential gear device (differential gear device)
s1: first sun gear s2: second sun gear ca1: carrier r1: ring gear PG2: second differential gear device s3: sun gear ca3: carrier r3: ring gear Dr: brake drum (cylindrical rotating member)
Dc: Drive device case (non-rotating member)
C1: First clutch C2: Second clutch C3: Third clutch (fifth engagement element)
C4: Fourth clutch B1: First brake B2: Second brake B3: Third brake (fifth engagement element)
e1: First rotating element e2: Second rotating element e3: Third rotating element e4: Fourth rotating element

Claims (20)

An input member that is drivingly connected to the engine, an output member that is drivingly connected to the wheel, a rotating electrical machine, and at least a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order of rotational speed. A differential gear device having a hybrid drive device comprising:
In the differential gear device, the first rotating element is drivingly connected to the rotating electrical machine, the third rotating element is drivingly connected to the output member,
A brake that selectively fixes the second rotating element to the non-rotating member, and a clutch that selectively drives and connects the fourth rotating element to the input member,
A plurality of shift stages can be switched by switching engagement and disengagement of a plurality of engagement elements including the brake and the clutch, and at least the rotation speed of the input member is set at a predetermined gear ratio according to each shift stage. A stepped transmission mode for shifting and transmitting to the output member;
An electric travel mode in which the torque of the rotating electrical machine is transmitted to the output member in a state in which the brake is engaged and the input member is separated from the output member;
A hybrid drive device comprising:   2. The hybrid drive device according to claim 1, wherein the brake is an engagement element having a structure in which the engagement state is maintained when the operation pressure is not supplied and the brake is released when the operation pressure is supplied.   The rotational speed and torque of the rotating electrical machine are controlled in a state where the brake is released and the clutch is engaged, and the torque of the input member is input to the fourth rotating element of the differential gear device. The hybrid drive apparatus according to claim 1, further comprising a first continuously variable transmission mode in which the rotational speed of the input member is steplessly changed and transmitted to the output member. The plurality of engagement elements further include a second clutch that selectively drives and connects the second rotation element of the differential gear device to an input member;
The brake and the clutch are disengaged and the second clutch is engaged, and the rotational speed and torque of the rotating electrical machine are controlled while the torque of the input member is input to the second rotating element. 4. The hybrid drive device according to claim 1, further comprising a second continuously variable transmission mode in which the rotational speed of the input member is steplessly changed and transmitted to the output member. 5. An auxiliary rotating electrical machine that is drivingly connected to the engine without using the differential gear device;
The rotating electrical machine and the auxiliary rotating electrical machine are electrically connected so as to be able to deliver power,
In the first continuously variable transmission mode or the second continuously variable transmission mode, in a state where the rotating electrical machine consumes power according to the rotational speed and torque, the power generated by the auxiliary rotating electrical machine by the rotational driving force of the engine The hybrid drive device according to claim 3, wherein the rotary electric machine is driven by driving the rotary electric machine.   In the first continuously variable transmission mode or the second continuously variable transmission mode, in a state where the rotating electrical machine generates power in accordance with the rotational speed and torque, the electric power generated by the rotating electrical machine is supplied to the auxiliary rotating electrical machine. The hybrid drive device according to claim 5, wherein an auxiliary rotating electrical machine is driven to assist the driving force of the engine.   The stepped speed change mode has a parallel mode in which the rotating electric machine is caused to perform power running or power generation while changing the rotational speed of the input member at a predetermined speed ratio corresponding to each speed step and transmitting the speed to the output member. The hybrid drive device according to any one of 1 to 6.   The hybrid drive device according to claim 7, wherein when the gear position is switched in the parallel mode, the rotational speed of the rotating electrical machine is changed in a direction opposite to a direction in which the rotational speed of the input member changes.   The torque of the rotating electrical machine is controlled so that the fluctuation range of the torque transmitted from the input member and the rotating electrical machine to the output member is within a predetermined range when switching the gear position in the parallel mode. 9. The hybrid drive device according to 8.   The hybrid according to any one of claims 7 to 9, wherein the stepped speed change mode further includes an engine running mode in which torque of the input member is transmitted to the output member in a state where rotation of the rotating electrical machine is stopped. Drive device.   The hybrid drive apparatus according to claim 10, wherein the engine travel mode includes a speed increasing stage that increases a rotational speed of the input member and transmits the speed to the output member.   In the electric travel mode, when the rotating electrical machine is rotating, one of the plurality of engaging elements is engaged to transmit torque of the rotating electrical machine to the input member. The hybrid drive apparatus according to any one of claims 1 to 11, wherein the engine is started.   The hybrid according to any one of claims 1 to 12, wherein the electric travel mode includes a reverse travel mode in which forward rotation of the rotating electrical machine is reversed and transmitted to the output member while the brake is engaged. Drive device.   One of the plurality of engaging elements is engaged with the engine stopped, and the rotating electrical machine is powered to the rotating electrical machine while being connected to the input member without the differential gear device. 14, further comprising an engine start mode in which the rotational driving force of the rotating electrical machine is transmitted to the input member without being transmitted to the output member, and the engine is started. Hybrid drive unit. The brake and the clutch are a second brake and a first clutch, respectively, and the plurality of engagement elements further include a first brake and a second clutch,
The differential gear device includes:
The first rotating element is selectively fixed to the non-rotating member via a first brake;
The second rotating element is selectively fixed to the non-rotating member via a second brake and is selectively driven and connected to the input member via a second clutch;
The hybrid drive device according to any one of claims 1 to 14, wherein the fourth rotation element is selectively drive-coupled to the input member via a first clutch. The plurality of engagement elements further include a predetermined fifth engagement element,
The hybrid drive device according to claim 15, wherein the first rotation element of the differential gear device is further selectively driven and connected to the input member when the fifth engagement element is engaged.   In the stepped speed change mode, each shift speed is formed when any two of the first clutch, the second clutch, the first brake, and the second brake are engaged. Item 16. The hybrid drive device according to Item 15. The differential gear device is composed of a Ravigneaux type planetary gear device having four rotating elements of a first sun gear, a second sun gear, a carrier, and a ring gear,
The first rotating element is constituted by a first sun gear, the second rotating element is constituted by a carrier, the third rotating element is constituted by a ring gear, and the fourth rotating element is constituted by a second sun gear. Item 18. The hybrid drive device according to any one of Items 1 to 17. The differential gear device is composed of a Ravigneaux type planetary gear device having four rotating elements of a first sun gear, a second sun gear, a carrier, and a ring gear,
The first rotating element is constituted by a second sun gear, the second rotating element is constituted by a ring gear, the third rotating element is constituted by a carrier, and the fourth rotating element is constituted by a first sun gear. Item 18. The hybrid drive device according to any one of Items 1 to 17.   The hybrid drive device according to any one of claims 1 to 19, wherein the first rotating element of the differential gear device is connected to a cylindrical rotating member having a brake provided on an outer periphery thereof.

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