JP2010235069A - Hybrid drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive unit capable of improving energy efficiency by providing a plurality of switchable modes which are different from one another in torque conversion ratio when torque from an input member is transmitted to an output member, and capable of suppressing the growth of the size of a rotating element machine which receives a reaction force. <P>SOLUTION: A first variable speed mode and a second variable speed mode are provided so as to be switched which are variable speed modes for transmitting input torque to an output rotating element Eo with torque from a first rotating electric machine MG1 as reactive force torque, and are different in rotating elements for transmitting reactive force torque and different from one another in torque conversion ratios. In the second variable speed mode, the torque conversion ratio is set at a value at a torque attenuation side with respect to the first variable speed mode, and the rotation speed of the first rotating electric machine MG1 is decreased and the torque of the first rotating electric machine MG1 is increased so as to be transmitted to a differential gear mechanism G. <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 drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device.

  As a hybrid drive device including an input member that is drive-coupled to an engine, an output member that is drive-coupled to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device, for example, The device described in Patent Document 1 is already known. In this hybrid drive device, a differential gear device having four rotary elements is used, and the engine, the output shaft as the output member, and any one rotating electric machine that receives the reaction force of the engine torque are set to different rotary elements. It is configured to drive-couple and transmit the engine torque to the output shaft using the torque of the one rotating electric machine as a reaction force. At this time, the other rotating electrical machine that does not receive the reaction force is drivingly connected to one of the rotating elements of the differential gear device, and basically fulfills the function of assisting the engine torque. The hybrid drive device changes the rotational speed of the engine steplessly and transmits it to the output shaft by changing the rotational speed of the rotating electrical machine that receives the reaction force. In addition, this hybrid drive device has two modes with different torque conversion ratios when the torque of the engine is transmitted to the output shaft by switching the rotary element to which the one rotating electric machine that receives the reaction force is drivingly connected. It is configured so that it can be switched.

  More specifically, in this hybrid drive device, the differential gear device includes four rotating elements of a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order of rotational speed. In the low speed mode, the output shaft and the second rotating electrical machine are driven and connected to the first rotating element, the engine is connected to the second rotating element, and the first rotating electrical machine is driven to the fourth rotating element. In the high-speed mode, the output shaft and the second rotating electrical machine are driven and connected to the first rotating element, the engine is driven to the second rotating element, and the first rotating electrical machine is driven to the third rotating element. In either mode, the first rotating electrical machine receives a reaction force, and the engine torque is transmitted to the output shaft.

JP-A-2005-138803 (paragraphs 0017 to 0033, FIGS. 1 to 3)

  By the way, in the hybrid drive device as described above, the ratio of the magnitude of the reaction force torque of the first rotating electrical machine to the magnitude of the input torque transmitted from the engine to the second rotating element of the differential gear device is on the high speed side. The mode is larger than the low-speed mode. Therefore, it is necessary to design the first rotating electrical machine in accordance with the magnitude of the reaction torque required in the high speed mode, and the physique of the first rotating electrical machine may be increased.

  The present invention has been made in view of the above-described problems, and its object is to provide energy efficiency by providing a plurality of modes having different torque conversion ratios when torque from an input member is transmitted to an output member. An object of the present invention is to provide a hybrid drive device that can improve the speed of the rotating electric machine and suppress the increase in size of the rotating electrical machine that receives the reaction force.

  To achieve the above object, according to the present invention, an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device, The at least four rotary elements of the differential gear device are characterized by an input rotary element in which an intermediate rotary element is drivingly connected to the input member in the order of rotational speeds. The rotating element on one side in the order of the rotating speed with respect to the rotating element is the output rotating element that is drivingly connected to the output member and the second rotating electrical machine, and the other side in the order of the rotating speed with respect to the input rotating element The torque from the first rotating electrical machine is transmitted to any one of the rotating elements, and the input torque transmitted from the input member to the input rotating element is set as the reaction torque as the torque from the first rotating electrical machine. In a continuously variable transmission mode for transmitting to the element, the rotational elements for transmitting torque from the first rotating electrical machine are different and the torque conversion ratios when the input torque is transmitted to the output member are different from each other. The second continuously variable transmission mode has a torque conversion ratio set to a value on the torque attenuation side with respect to the first continuously variable transmission mode. And the rotational speed of the first rotating electrical machine is decelerated and the torque of the first rotating electrical machine is amplified and transmitted to the rotating element on the other side of the differential gear device. It is in.

  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 the two This 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 rotation element of each differential gear mechanism refers to a state in which the three rotation elements included in the differential gear mechanism are connected to each other without intervening other rotation elements. Shall.

  In the present application, the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary. 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 either depending on the rotational state of each differential gear mechanism. In either case, the order of the rotating elements does not change.

  Further, in the present application, the “torque conversion ratio” is a ratio at which torque is converted when the torque of one rotating element is transmitted to another rotating element. Here, the torque transmitted to the output rotating element is input. The value is divided by the torque of the rotating element. In the present application, “an intermediate rotational element in the order of rotational speed” includes all rotational elements excluding the rotational element located at one end in the order of rotational speed and the rotational element located at the other end. It does not necessarily mean a rotating element located in the center in the order of the rotation speed.

  According to the above characteristic configuration, the first continuously variable transmission mode and the second continuously variable transmission mode having different torque conversion ratios can be switched. Therefore, an appropriate mode can be selected according to the driving state of the vehicle, and the efficiency of the hybrid drive device can be increased.

  Further, in the second continuously variable transmission mode in which the torque conversion ratio is set to a value on the torque attenuation side, a larger reaction force torque is required than in the first continuously variable transmission mode. Therefore, the first rotating electrical machine that receives the reaction force needs to be equipped with a device that can output the reaction force torque required in the second continuously variable transmission mode. According to the above characteristic configuration, in the second continuously variable transmission mode, the torque of the first rotating electrical machine that receives the reaction force is amplified and transmitted to the differential gear device. And the second continuously variable transmission mode can reduce the difference in the magnitude of the reaction torque of the first rotating electrical machine. Therefore, an increase in the size of the first rotating electrical machine can be suppressed.

  Here, in the first continuously variable transmission mode, it is preferable that the rotational speed and torque of the first rotating electrical machine are transmitted as they are to the other rotating element.

  According to this configuration, the drive connection between the first rotating electrical machine and the rotating element of the differential gear device in the first continuously variable transmission mode can be performed with a simple configuration. For example, the first rotating electrical machine and the rotating element of the differential gear device can be coupled so as to rotate integrally without using another transmission member.

  In the second continuously variable transmission mode, it is preferable that the rotation speed and torque of the first rotating electrical machine are reversed in direction and transmitted to the rotation element on the other side.

  According to this configuration, in the first continuously variable transmission mode, when the rotational speed and torque of the first rotating electrical machine are directly transmitted to the other rotating element, the first continuously variable transmission mode and the second continuously variable transmission mode are set. In the step shift mode, the direction of change in the rotational speed of the first rotating electrical machine accompanying the increase in the rotational speed of the output member can be reversed. As a result, the rotation speed of the first rotating electrical machine is higher in the first continuously variable transmission mode and the second continuously variable transmission mode than in the case where the direction in which the rotational speed of the first rotating electrical machine that receives the reaction force changes is the same. An increase in the absolute value of can be suppressed. Therefore, the loss at the time of converting the work of an input member (engine) into electric power can be suppressed, and the energy efficiency of a hybrid drive device can be improved.

  The first rotating electrical machine outputs a negative torque as a reaction force against the input torque in the first continuously variable transmission mode, and a positive force as a reaction force against the input torque in the second continuously variable transmission mode. It is preferable to output the torque in the direction.

  According to this configuration, in the first continuously variable transmission mode, the rotational speed and torque of the first rotating electrical machine are directly transmitted to the rotating element of the differential gear device, and in the second continuously variable transmission mode, the rotation of the first rotating electrical machine is performed. When the speed and torque are reversed and transmitted to the rotating element of the differential gear device, the first rotating electrical machine is suitable as a reaction force receiver in both the first continuously variable transmission mode and the second continuously variable transmission mode. Can function.

  Further, when switching between the first continuously variable transmission mode and the second continuously variable transmission mode, the engagement members on both sides of the friction engagement elements engaged at the time of switching are engaged with each other in the same state. The first rotating electrical machine is configured to be capable of synchronous switching, and in the first continuously variable transmission mode, the rotation speed is zero from a positive state as the rotation speed of the output member increases from a zero state. The negative switching state is established, and the synchronization switching point between the first continuously variable transmission mode and the second continuously variable transmission mode is set to an operating state in which the rotational speed of the first rotating electrical machine is negative. It is preferable that

According to this configuration, since the switching between the first continuously variable transmission mode and the second continuously variable transmission mode can be made synchronously, it is possible to suppress the occurrence of clutch and brake engagement shocks during the mode switching. It can also be suppressed that the driving force transmitted to the output member is interrupted. Therefore, the state of the driving force transmitted to the output member at the time of mode switching can be suppressed from becoming discontinuous.
In addition, since the synchronization switching point between the first continuously variable transmission mode and the second continuously variable transmission mode is set to an operation state in which the rotation speed of the first rotating electrical machine is negative, the first continuously variable transmission mode is changed to the first continuously variable transmission mode. It is possible to include an operating point at which the rotation speed of one rotating electric machine becomes zero. That is, the first continuously variable transmission mode can include an operating point at which the work of the input member (engine) is not converted into electric power, that is, electrical conversion is not performed, and the absolute value of the rotation speed of the first rotating electrical machine is It is possible to suppress the increase. Therefore, the energy efficiency of the hybrid drive device can be improved.

  In the first continuously variable transmission mode, the ratio of the magnitude of the torque output by the first rotating electric machine as a reaction torque with respect to the input torque and the magnitude of the input torque, and in the second continuously variable transmission mode, the first It is preferable that the ratio of the magnitude of the torque output by the single-rotary electric machine as the reaction torque with respect to the input torque is equal to the magnitude of the input torque.

  According to this configuration, the first rotating electrical machine is adjusted to the larger one of the reaction torque required in the first continuously variable transmission mode and the reaction torque required in the second continuously variable transmission mode. Since it is not necessary to set, an increase in the size of the first rotating electrical machine can be more reliably suppressed.

  In addition, it is preferable that the fixed speed ratio mode capable of shifting the rotational speed of the input member at a constant speed ratio and transmitting a forward torque to the output member can be further switched.

  According to this configuration, the torque of the input member (engine) is transmitted to the output member without requiring the reaction force torque of the first rotating electric machine, and the rotation of the input member is changed at a constant gear ratio to the output member. Can communicate. Thereby, when there is a possibility that the load from the wheel acting on the output member is large and the heat generation of the rotating electrical machine may increase, or when it is desired to suppress the loss caused by converting the work of the input member (engine) into electric power by the rotating electrical machine. In addition, basically, the output member can be driven only by the driving force of the engine. In addition to the first continuously variable transmission mode and the second continuously variable transmission mode, the fixed transmission ratio mode can be switched according to the operating state of the hybrid drive device, thereby further improving the energy efficiency of the hybrid drive device. It becomes possible.

  In addition, it is preferable that the switching between the first continuously variable transmission mode and the second continuously variable transmission mode is performed via the fixed gear ratio mode.

  According to this configuration, all of the mode switching among the first continuously variable transmission mode, the second continuously variable transmission mode, and the fixed gear ratio mode can be synchronously switched. Therefore, regardless of which mode is switched, it is possible to suppress the occurrence of clutch or brake engagement shock at the time of mode switching, and to suppress the interruption of the driving force transmitted to the output member. Therefore, it can suppress more reliably that the state of the driving force transmitted to the output member at the time of mode switching becomes discontinuous.

  The differential gear device includes a first differential gear device for transmitting the input torque to the output rotating element at a predetermined torque conversion ratio, and a reaction force of the torque of the first rotating electrical machine with respect to the input torque. It is preferable that a second differential gear device for transmitting torque as a torque to any one of the rotating elements of the first differential gear device is provided.

  According to this configuration, the second differential gear device can transmit the torque output from the first rotating electrical machine as a reaction force torque to the rotating element that is a reaction force receiver of the first differential gear device. Then, the first differential gear device transmits the input torque transmitted from the input member (engine) to the output member using the torque of the first rotating electrical machine transmitted to the rotating element serving as the reaction force as the reaction torque. It can be set as the structure to do. Therefore, a hybrid drive device having two continuously variable transmission modes can be appropriately configured by combining the two differential gear devices of the first differential gear device and the second differential gear device.

  Further, in the configuration including the first differential gear device and the second differential gear device, the second differential gear device is configured to control a rotational speed of the first rotating electrical machine in the second continuously variable transmission mode. A differential gear device for reversing the direction and amplifying the torque of the first rotating electrical machine by reducing the rotational speed of the first rotating electrical machine is preferable.

  According to this configuration, the second differential gear device can amplify the torque output from the first rotating electrical machine and transmit the amplified torque to the rotating element that receives the reaction force of the first differential gear device. Therefore, the first continuously variable transmission mode and the second continuously variable transmission mode are provided by combining the two differential gear devices of the first differential gear device and the second differential gear device, and the second continuously variable transmission mode is provided. However, the hybrid drive device in which the torque conversion ratio is set to a value on the torque attenuation side with respect to the first continuously variable transmission mode can be appropriately configured.

  In addition, as a specific configuration of the hybrid drive device including the first differential gear device and the second differential gear device, for example, the first differential gear device includes a first rotating element in order of rotational speed. A second rotating element, a third rotating element, and a fourth rotating element, and the second differential gear device includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, The output member and the second rotating electrical machine are drivingly connected to the first rotating element of the first differential gear device, the input member is drivingly connected to the second rotating element of the first differential gear device, and the first A third rotating element of one differential gear device is drivingly connected to a first rotating element of the second differential gear device, and a fourth rotating element of the first differential gear device is a second rotating gear of the second differential gear device. Selectively driven through a clutch to the second or third rotary element, The second rotating element of the second differential gear device is selectively fixed to a non-rotating member by a brake, and the first rotating electric machine is drivingly connected to the third rotating element of the second differential gear device. This is preferable.

  According to this configuration, a hybrid drive device that can switch between the first continuously variable transmission mode, the second continuously variable transmission mode, and the fixed gear ratio mode by switching the engagement state of the clutch and the brake is realized. can do. Specifically, the first continuously variable transmission mode is realized by engaging the clutch and releasing the brake. Further, the second continuously variable transmission mode is realized by setting the brake to the engaged state and releasing the clutch. Further, the fixed gear ratio mode is realized by engaging both the brake and the clutch. Switching between these modes can be made synchronous switching. At the synchronous switching point in this mode, the rotation speed of the first rotating electrical machine is negative. For this reason, the first continuously variable transmission mode can include an operating point at which the rotation speed of the first rotating electrical machine becomes zero. Therefore, according to this configuration, it is possible to realize a hybrid drive device that can achieve the above-described effects.

  An input member drivingly connected to an engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a first differential gear device, and a second differential gear according to the present invention. And the first differential gear device includes a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in the order of rotational speed. The second differential gear device includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, and the output member is provided in the first rotating element of the first differential gear device. And the second rotating electrical machine is drivingly connected, the input member is drivingly connected to the second rotating element of the first differential gear device, and the third rotating element of the first differential gear device is the second differential element. Drive-coupled to the first rotating element of the gear device, the fourth rotating element of the first differential gear device is required. Is selectively connected to the second rotating element or the third rotating element of the second differential gear device via a clutch, and the second rotating element of the second differential gear device is selected as a non-rotating member by a brake. The first rotating electrical machine is drivably coupled to the third rotating element of the second differential gear device, and the second rotating element of the second differential gear device is fixed by the brake. The second differential gear device is configured such that the rotational speed of the third rotating element of the two differential gear device is reduced and transmitted to the first rotating element of the second differential gear device. is there.

  According to this characteristic configuration, when the clutch is engaged and the brake is released, the first differential gear device and the second differential gear device integrally input the input torque input to the input member. It operates as a torque distribution mechanism that distributes to the first rotating electrical machine and the output member. In this integrally operating differential gear device, an input member is drivingly connected to an intermediate rotating element in the order of rotational speed, and output to the rotating element on one side in the order of rotational speed with respect to the intermediate rotating element. The member and the second rotating electric machine are drivingly connected, and the first rotating electric machine is drivingly connected to the other rotating element in the order of the rotation speed with respect to the intermediate rotating element. Then, by changing the rotational speed of the first rotating electrical machine while outputting the negative reaction torque to the first rotating electrical machine, the torque of the positive direction is applied to the output member while continuously changing the rotational speed of the input member. Can communicate. This mode is the first continuously variable transmission mode.

  Further, when the brake is in the engaged state and the clutch is in the released state, the first differential gear device and the second differential gear device are connected so that only one of the respective rotating elements rotates together, It will be in the state which operate | moves mutually independently. In this state, the first differential gear device operates as a torque distribution mechanism that distributes the input torque input to the input member to the first rotating electrical machine and the output member, and the second differential gear device is operated by the first rotating electrical machine. It operates as a torque amplification mechanism that amplifies torque and transmits it to the first differential gear device. Specifically, in the first differential gear device, the input member is drivingly connected to the intermediate rotation element in the order of the rotation speed, and output to the one rotation element in the order of the rotation speed with respect to the intermediate rotation element. A member and a second rotating electrical machine are drivingly connected, and the first rotating electrical machine is drivingly connected to the other rotating element in order of rotational speed with respect to the intermediate rotating element via a second differential gear device; Become. Then, by changing the rotation speed of the first rotating electric machine while outputting the reaction torque in the positive direction to the first rotating electric machine, the torque in the positive direction is applied to the output member while continuously changing the rotation speed of the input member. Can communicate. This mode is the second continuously variable transmission mode.

  By the way, in the first continuously variable transmission mode and the second continuously variable transmission mode, the configuration of the differential gear device that operates as a torque distribution mechanism is different, and therefore the torque conversion ratio is different. Specifically, in the second continuously variable transmission mode, the torque conversion ratio becomes a value on the torque attenuation side with respect to the first continuously variable transmission mode. In addition, since the first continuously variable transmission mode and the second continuously variable transmission mode having different torque conversion ratios can be switched in this way, an appropriate mode can be selected according to the driving state of the vehicle. This can increase the energy efficiency of the hybrid drive device.

  In the second continuously variable transmission mode in which the torque conversion ratio is a value on the torque attenuation side, a larger reaction force torque is required than in the first continuously variable transmission mode. According to the above characteristic configuration, in such a second continuously variable transmission mode, the rotational speed of the first rotating electrical machine is reduced by the second differential gear device and functions as a reaction force receiver in the first differential gear device. Can be transmitted to the rotating element. That is, the reaction torque of the first rotating electrical machine can be amplified and transmitted to the rotating element that functions as a reaction force receiver. Therefore, the difference in the magnitude of the reaction torque of the first rotating electrical machine can be reduced between the first continuously variable transmission mode and the second continuously variable transmission mode, and an increase in the size of the first rotating electrical machine can be suppressed. Can do.

  Further, according to the above characteristic configuration, in the first continuously variable transmission mode, the rotation speed of the first rotating electrical machine decreases in the negative direction as the rotation speed of the output member increases. On the other hand, in the second continuously variable transmission mode, the rotational speed of the first rotating electrical machine increases in the positive direction as the rotational speed of the output member increases. As a result, the rotation speed of the first rotating electrical machine is higher in the first continuously variable transmission mode and the second continuously variable transmission mode than in the case where the direction in which the rotational speed of the first rotating electrical machine that receives the reaction force changes is the same. An increase in the absolute value of can be suppressed. Therefore, the loss at the time of converting the work of an input member (engine) into electric power can be suppressed, and the energy efficiency of a hybrid drive device can be improved.

  Moreover, according to said characteristic structure, switching between 1st continuously variable transmission mode and 2nd continuously variable transmission mode can be made into synchronous switching. Therefore, it is possible to suppress the occurrence of clutch and brake engagement shocks at the time of mode switching, and it is possible to suppress the interruption of the driving force transmitted to the output member. Therefore, it is possible to suppress the state of the driving force transmitted to the output member during mode switching from being discontinuous.

  Here, it is preferable that the fourth rotating element of the first differential gear device is selectively driven and connected to the second rotating element of the second differential gear device via the clutch.

  In the second continuously variable transmission mode, the fourth rotating element of the first differential gear device idles at a rotational speed determined according to the rotational speed of the input member or the output member, and the second rotational element is associated with an increase in the rotational speed of the output member. The rotational speed of the four-rotating element is also increased. And the said 4th rotation element will rotate at high speed, so that the distance between the 3rd rotation elements of the 1st differential gear apparatus on a speed diagram is large. According to this configuration, the fourth rotating element of the first differential gear device can be disposed so as to approach the third rotating element of the first differential gear device on the velocity diagram. Therefore, an increase in the rotational speed of the fourth rotating element of the first differential gear device can be suppressed, and energy loss caused by idling of the fourth rotating element can be suppressed.

  Further, the clutch is engaged, the brake is released, and the rotation speed of the first rotating electrical machine is changed while outputting a negative torque to the first rotating electrical machine. It is preferable that the first continuously variable transmission mode for transmitting the torque in the positive direction to the output member while changing the rotation speed steplessly is executable.

  According to this configuration, the torque of the first rotating electrical machine is used as a reaction force, and the torque of the input member (engine) is transmitted to the output member while the rotational speed of the input member is steplessly transmitted to the output member. Can do. Thereby, the rotational speed of the output member can be gradually increased while operating the engine efficiently. The first continuously variable transmission mode can be switched according to the operation state of the hybrid drive device, whereby the efficiency of the hybrid drive device can be increased.

  Further, the brake is engaged and the clutch is disengaged, and the rotational speed of the first rotating electrical machine is changed while outputting a positive torque to the first rotating electrical machine. It is preferable that the second continuously variable transmission mode for transmitting the torque in the positive direction to the output member while changing the rotational speed continuously is executable.

  According to this configuration, the torque of the first rotating electrical machine is used as a reaction force, and the torque of the input member (engine) is transmitted to the output member while the rotational speed of the input member is steplessly transmitted to the output member. Can do. Thereby, the rotational speed of the output member can be gradually increased while operating the engine efficiently. The second continuously variable transmission mode can be switched according to the operating state of the hybrid drive device, whereby the efficiency of the hybrid drive device can be increased. In the second continuously variable transmission mode, the torque is transmitted from the input member based on the second torque conversion ratio which is a value on the torque attenuation side with respect to the first torque conversion ratio in the first continuously variable transmission mode. The input torque is converted and transmitted to the output member.

  In addition, a fixed gear ratio mode is provided in which both the brake and the clutch are engaged, and the rotational speed of the input member is changed at a constant gear ratio to transmit a positive torque to the output member. It is preferable.

  According to this configuration, the torque of the input member (engine) is transmitted to the output member without requiring the reaction force torque of the first rotating electric machine, and the rotation of the input member is changed at a constant gear ratio to the output member. Can communicate. Thereby, when there is a possibility that the load from the wheel acting on the output member is large and the heat generation of the rotating electrical machine may increase, or when it is desired to suppress the loss caused by converting the work of the input member (engine) into electric power by the rotating electrical machine. In addition, basically, the output member can be driven only by the driving force of the engine. And by providing this fixed gear ratio mode so that switching is possible according to the operation state of a hybrid drive device, it becomes possible to improve the energy efficiency of a hybrid drive 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 this invention. It is an operation | movement table | surface which shows the operation state of the clutch and brake in each mode. It is a speed diagram of the differential gear device in the first continuously variable transmission mode according to the first embodiment. It is a speed diagram of the differential gear device in the first continuously variable transmission mode according to the first embodiment. FIG. 6 is a velocity diagram of the differential gear device when the first continuously variable transmission mode according to the first embodiment is switched from the fixed gear ratio mode. It is a speed diagram of the differential gear device in the second continuously variable transmission mode according to the first embodiment. It is a speed diagram of the differential gear device in the second continuously variable transmission mode according to the first embodiment. It is the graph which showed the relationship between theoretical transmission efficiency and an input-output rotational speed ratio. It is a skeleton figure of the hybrid drive device concerning a second embodiment of the present invention. It is a speed diagram of the differential gear device in the first continuously variable transmission mode according to the second embodiment. It is a speed diagram of the differential gear device in the first continuously variable transmission mode according to the second embodiment. It is a speed diagram of the differential gear device when the first continuously variable transmission mode according to the second embodiment is switched from the fixed gear ratio mode. It is a speed diagram of the differential gear device in the second continuously variable transmission mode according to the second embodiment. It is a speed diagram of the differential gear device in the second continuously variable transmission mode according to the second 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 device H according to the present embodiment. In this drawing, the configuration of the lower half symmetrical to the central axis is omitted. In the schematic diagram showing the system configuration of the hybrid drive device H shown in FIG. 2, the solid arrows indicate the transmission paths for various information, the broken lines indicate the power transmission paths, and the white arrows indicate the hydraulic pressure transmission paths. Show.

  As shown in FIG. 1, the hybrid drive device H includes an input shaft I that is drivingly connected to an engine E, an output shaft O that is drivingly connected to wheels W (see FIG. 2), a first rotating electrical machine MG1, A second rotating electrical machine MG2 and a differential gear device G are provided. In the present embodiment, the differential gear device G includes a first differential gear device G1 and a second differential gear device G2. The second rotating electrical machine MG2 is drivingly connected to the output shaft O without the differential gear device G interposed therebetween. Further, in the present embodiment, the first differential gear device G1 is configured by combining the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3, and the second differential gear device G2 is the first planetary gear mechanism PG3. The gear mechanism PG1 is used. Each component of the hybrid drive device H is housed in a case Dc as a non-rotating member fixed to the vehicle. And this hybrid drive device H changes the input torque TE transmitted from the input shaft I by making the rotation element to which the torque from the first rotating electrical machine MG1 is transmitted in the differential gear device operating as a torque distribution mechanism different. Are transmitted to the output shaft O so that two modes of the first continuously variable transmission mode and the second continuously variable transmission mode, which have different torque conversion ratios, can be executed. In the present embodiment, 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. Hereinafter, the configuration of each part of the hybrid drive device H will be described in detail.

1-1. First, the mechanical configuration of each part of the hybrid drive device H will be described. As shown in FIG. 1, 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. The input shaft I is also preferably configured to be connected to the output rotation shaft of the engine E via another member such as a damper, a clutch, or a torque converter. In this embodiment, since the input shaft I rotates integrally with the output rotation shaft of the engine E, the rotation of the input shaft I is the same as the rotation of the engine E, and the torque of the engine E is equal to the torque of the input shaft I. Become.

  As shown in FIG. 2, the output shaft O is drivingly connected to wheels W (drive wheels) via an output differential gear device DF. In the present embodiment, the output shaft O is disposed coaxially with the input shaft I. Furthermore, the hybrid drive device H includes an engine E, a first rotating electrical machine MG1, a second rotating electrical machine MG2, a first differential gear device G1, and a second differential gear device G2 that are coaxial with the input shaft I. It is set as the uniaxial structure by which the whole was coaxially arranged.

  As shown in FIG. 1, the first rotating electrical machine MG1 includes a stator St1 fixed to the case Dc, and a rotor Ro1 that is rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first rotating electrical machine MG1 is drivingly connected so as to rotate integrally with the first sun gear s1 of the first planetary gear mechanism PG1 constituting the second differential gear device G2. The second rotating electrical machine MG2 includes a stator St2 fixed to the case Dc, and a rotor Ro2 that is rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, and rotates integrally with the third sun gear s3 of the third planetary gear mechanism PG3 constituting the first differential gear device G1. It is connected to drive.

  As shown in FIG. 2, the first rotating electrical machine MG <b> 1 is electrically connected to the battery 21 via the first inverter 22, and the second rotating electrical machine MG <b> 2 is electrically connected to the battery 21 via the second inverter 23. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 each have a function as a motor (electric motor) that generates power by receiving power supply, and a generator (generator) that generates power by receiving power supply. It is possible to perform the function as. As will be described later, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as a motor or a generator according to the relationship between the rotation direction and the torque direction, respectively. When the first rotary electric machine MG1 and the second rotary electric machine MG2 function as generators, the generated electric power is supplied to the battery 21 and charged, or the other rotary electric machine MG1 functions as a motor. Supply to MG2 for powering. Further, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as motors, the battery 21 is charged or supplied with electric power generated by the other rotating electrical machines MG1 and MG2 functioning as generators. To power. Then, the operation control of the first rotating electrical machine MG1 is performed via the first rotating electrical machine control unit 33 and the first inverter 22 according to the control command from the main control unit 31, and the operation control of the second rotating electrical machine MG2 is performed by the main control unit 31. This is performed via the second rotating electrical machine control unit 34 and the second inverter 23 in accordance with a control command from the control unit 31. Note that the battery 21 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.

  In the present embodiment, the hybrid drive device H includes two differential gear devices, a first differential gear device G1 and a second differential gear device G2. The first differential gear unit G1 is configured by combining a second planetary gear mechanism PG2 and a third planetary gear mechanism PG3, and includes four rotating elements. In the first continuously variable transmission mode, the first differential gear device G1 operates integrally with the second differential gear device G2, and transmits the input torque TE transmitted from the input shaft I to the first rotating electrical machine MG1. Is distributed to the output shaft O, and the torque attenuated at a predetermined torque conversion ratio with respect to the input torque TE is transmitted to the output rotation element Eo (output shaft O) using the MG1 torque T1 of the first rotating electrical machine MG1 as a reaction force. Functions as a torque distribution mechanism. Further, in the second continuously variable transmission mode, the first differential gear device G1 alone is input with the MG1 torque T1 of the first rotating electrical machine MG1 amplified by the second differential gear device G2 as a reaction force. It functions as a torque distribution mechanism that transmits torque attenuated at a predetermined torque conversion ratio to the torque TE to the output shaft O. Further, the second differential gear device G2 is constituted by a first planetary gear mechanism PG1, and includes three rotating elements. In the first continuously variable transmission mode, the second differential gear device G2 operates integrally with the first differential gear device G1 as described above and functions as a part of the torque distribution mechanism. Further, in the second continuously variable transmission mode, the second differential gear device G2 amplifies the reaction torque (MG1 torque T1) of the first rotating electrical machine MG1 to generate an intermediate torque TM, and the intermediate torque TM is torqued. It functions as a torque amplification mechanism that transmits to the first differential gear device G1 that functions as a distribution mechanism. In the present embodiment, the second rotating electrical machine MG2 is drivingly connected to the output shaft O without passing through both the first differential gear device G1 and the second differential gear device G2. It is also preferable that the second rotating electrical machine MG2 is drivingly connected to the output shaft O via a transmission such as a speed increaser or a speed reducer. Hereinafter, the configuration of each of the planetary gear mechanisms PG1 to PG3 constituting each of the differential gear devices G1 and G2 will be described in detail based on FIG.

  The second planetary gear mechanism PG2 constituting the first differential gear device G1 is a single pinion type planetary gear mechanism having three rotating elements. That is, the second planetary gear mechanism PG2 includes, as rotating elements, a second carrier ca2 that supports a plurality of pinion gears, and a second sun gear s2 and a second ring gear r2 that mesh with the pinion gears. The second sun gear s2 is drive-coupled to rotate integrally with the input shaft I, and is drive-coupled to rotate integrally with the third ring gear r3 of the third planetary gear mechanism PG3. The second carrier ca2 is drive-coupled to rotate integrally with the first ring gear r1 of the first planetary gear mechanism PG1, and is drive-coupled to rotate integrally with the third carrier ca3 of the third planetary gear mechanism PG3. ing. The second ring gear r2 is selectively connected to the first carrier ca1 of the first planetary gear mechanism PG1 via the clutch C.

  The third planetary gear mechanism PG3 constituting the first differential gear device G1 is a double pinion type planetary gear mechanism having three rotating elements. That is, the third planetary gear mechanism PG3 rotates the third carrier ca3 that supports a plurality of pairs of pinion gears, the third sun gear s3 that meshes with one of the pair of pinion gears, and the third ring gear r3 that meshes with the other of the pair of pinion gears. Has as an element. The third sun gear s3 is drivingly connected so as to rotate integrally with the output shaft O, and is connected so as to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2. The third ring gear r3 is drive-coupled to rotate integrally with the input shaft I, and is drive-coupled to rotate integrally with the second sun gear s2 of the second planetary gear mechanism PG2. The third carrier ca3 is drive-coupled to rotate integrally with the second carrier ca2 of the second planetary gear mechanism PG2, and is drive-coupled to rotate integrally with the first ring gear r1 of the first planetary gear mechanism PG1. ing.

  The first differential gear device G1 is configured as a whole by connecting two of the three rotating elements of the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 so as to rotate integrally with each other. It is configured to operate integrally with four rotating elements. These four rotating elements are referred to 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 the rotation speed. In the present embodiment, the third sun gear s3 corresponds to the first rotating element e1, the second sun gear s2 and the third ring gear r3 that rotate integrally with each other correspond to the second rotating element e2, and the second carrier that rotates integrally with each other. ca2 and the third carrier ca3 correspond to the third rotating element e3, and the second ring gear r2 corresponds to the fourth rotating element e4. Further, the second sun gear s2 and the third ring gear r3 as the second rotation element e2 are input rotation elements Ei that are drivingly connected to the input shaft I. The third sun gear s3 as the first rotating element e1 is an output rotating element Eo that is drivingly connected to the output shaft O and the second rotating electrical machine MG2.

  The first planetary gear mechanism PG1 as the second differential gear device G2 is a single pinion type planetary gear mechanism including three rotating elements. That is, the first planetary gear mechanism PG1 includes a first carrier ca1 that supports a plurality of pinion gears, and a first sun gear s1 and a first ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The first sun gear s1 is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1. The first carrier ca1 is selectively connected to the second ring gear r2 of the second planetary gear mechanism PG2 via the clutch C, and is selectively fixed to the case Dc as a non-rotating member by the brake B. The first ring gear r1 is drivingly connected so as to rotate integrally with the second carrier ca2 of the second planetary gear mechanism PG2, and is also connected so as to rotate integrally with the third carrier ca3 of the third planetary gear mechanism PG1. ing. The three rotating elements of the first planetary gear mechanism PG1 are a first ring gear r1, a first carrier ca1, and a first sun gear s1, in the order of rotational speed. Accordingly, in the present embodiment, the first ring gear r1, the first carrier ca1, and the first sun gear s1 are respectively the first rotating element e1, the second rotating element e2, and the third rotating element e3 of the second differential gear device G2. It has become. Although details will be described later, the first sun gear s1 (the third of the second differential gear unit G2) is fixed in a state where the first carrier ca1 (the second rotating element e2 of the second differential gear unit G2) is fixed by the brake B. The second differential gear unit G2 is configured such that the rotational speed of the rotary element e3) is reduced and transmitted to the first ring gear r1 (first rotary element e1 of the second differential gear unit G2). That is, in the present embodiment, the second differential gear device G2 reverses the direction of the rotational speed of the first rotating electrical machine MG1 and decelerates the rotational speed of the first rotating electrical machine MG1 in the second continuously variable transmission mode. Then, it functions as a differential gear device for amplifying the MG1 torque T1 of the first rotating electrical machine MG1.

  As described above, in the present embodiment, the output shaft O and the second rotating electrical machine MG2 are drivingly connected to the first rotating element e1 of the first differential gear device G1, and the second rotating element of the first differential gear device G1. The input shaft I is drivingly connected to e2, the third rotating element e3 of the first differential gear device G1 is drivingly connected to the first rotating element e1 of the second differential gear device G2, and the first differential gear device G1 The fourth rotating element e4 is selectively driven and connected to the second rotating element e2 of the second differential gear device G2 via the clutch C. The second rotating element e2 of the second differential gear unit G2 is selectively fixed to the case Dc as a non-rotating member by the brake B, and the first rotating element e3 of the second differential gear unit G2 performs the first rotation. The electric machine MG1 is drivingly connected.

  Further, as described above, the hybrid drive device H includes the clutch C and the brake B as the engagement elements. As these engagement elements, friction engagement elements such as a multi-plate clutch and a multi-plate brake that operate by hydraulic pressure can be used. As shown in FIG. 2, these engagement elements C and B are supplied with hydraulic pressure from a hydraulic control device 35 that operates according to a control command from the main control unit 31, and each engagement element C and B is driven by the hydraulic pressure. Engagement or release is controlled. The hydraulic pressure control device 35 is supplied with hydraulic pressure generated by an oil pump (not shown).

1-2. Configuration of Control System for Hybrid Drive Device As shown in FIG. 2, the hybrid drive device H includes a main control unit 31 for controlling each part of the device. The main control unit 31 is connected to the engine control unit 32, the first rotating electrical machine control unit 33, the second rotating electrical machine control unit 34, and the hydraulic control device 35 in a state where information can be transmitted to each other. . The engine control unit 32 controls each part of the engine E so that the engine E outputs a desired rotation speed and torque. The first rotating electrical machine control unit 33 controls the first inverter 22 so that the first rotating electrical machine MG1 outputs a desired rotation speed and torque. The second rotating electrical machine control unit 34 controls the second inverter 23 so that the second rotating electrical machine MG2 outputs a desired rotation speed and torque. The hydraulic pressure control device 35 controls the engagement or release of each engagement element by adjusting the hydraulic pressure supplied from an oil pump (not shown) and distributing and supplying the hydraulic pressure to each engagement element C, B. Such engagement or disengagement of each engagement element is performed based on a control command from the main control unit 31.

  Further, the main control unit 31 is configured to be able to acquire information from sensors and the like provided in each part of the vehicle in order to acquire information of each part of the vehicle on which the hybrid drive device H is mounted. In the illustrated example, the main control unit 31 is configured to be able to acquire information from the battery state detection sensor Se1, the vehicle speed sensor Se2, the accelerator operation detection sensor Se3, and the brake operation detection sensor Se4. The battery state detection sensor Se1 is a sensor for detecting a state such as a charge amount of the battery 21, and is configured by, for example, a voltage sensor or a current sensor. The vehicle speed sensor Se2 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 Se3 is a sensor for detecting the operation amount of the accelerator pedal 24. The brake operation detection sensor Se4 is a sensor for detecting the operation amount of the brake pedal 25 interlocked with a wheel brake (not shown).

  The main control unit 31 selects a plurality of operation modes, which will be described later, using information acquired by the sensors Se1 to Se4. The main control unit 31 switches the operation mode by controlling the engagement state of the clutch C and the brake B via the hydraulic control device 35. Further, the main control unit 31 operates the engine E, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 via the engine control unit 32, the first rotating electrical machine control unit 33, and the second rotating electrical machine control unit 34. As a result of the cooperative control, an appropriate vehicle travels according to the selected operation mode.

  In the present embodiment, the main control unit 31 includes a battery state detection unit 41, a mode selection unit 42, and a switching control unit 43 as functional units for executing various controls. Each of these means included in the main control unit 31 includes a hardware or software (program) or a function unit for performing various processes on input data with an arithmetic processing unit such as a CPU as a core member. Implemented and configured by both. The main control unit 31 includes a storage unit 44, and a control map 45 used for determining an operation mode according to the vehicle speed and the required driving force is stored in the storage unit 44.

  The battery state detection unit 41 estimates and detects a battery state such as a charge amount of the battery 21 based on information such as a voltage value and a current value output from the battery state detection sensor Se1. Here, the battery charge amount is generally referred to as an SOC (state of charge), and is obtained, for example, as a ratio of the remaining charge amount to the charge capacity of the battery 21.

  The mode selection unit 42 selects an appropriate operation mode according to a predetermined control map according to the state of each part of the vehicle. In the present embodiment, the mode selection unit 42 selects an appropriate operation mode from three operation modes to be described later according to traveling conditions such as the vehicle speed and the required driving force. The contents of each operation mode will be described later in detail. Here, the requested driving force is a value representing the driving force requested by the driver for the vehicle, and is calculated by the mode selection unit 42 based on outputs from the accelerator operation detection sensor Se3 and the brake operation detection sensor Se4. Get. The vehicle speed is detected by a vehicle speed sensor Se2. 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 mode.

  The switching control unit 43 engages or disengages the clutch C and the brake B by controlling the operation of the hydraulic control device 35 according to the operation mode selected by the mode selection unit 42. Thereby, the switching control unit 43 performs control to switch the operation mode of the hybrid drive device H.

1-3. Next, a description will be given of modes that can be realized by the hybrid drive apparatus H according to the present embodiment. FIG. 3 is an operation table showing operation states of the engagement elements C and B in each mode. In this figure, “◯” indicates that each engaging element is in an engaged state, and “No mark” indicates that each engaging element is in a released (disengaged) state. As shown in FIG. 3, the hybrid drive device H is configured to be able to switch between three modes: a first continuously variable transmission mode, a fixed gear ratio mode, and a second continuously variable transmission mode. In the present embodiment, the switching between the first continuously variable transmission mode and the second continuously variable transmission mode is performed via the fixed gear ratio mode, and the first continuously variable transmission mode , The fixed gear ratio mode, and the second continuously variable transmission mode can be switched synchronously. Note that the switching between the first continuously variable transmission mode and the second continuously variable transmission mode may be performed without using the fixed transmission ratio mode.

  4 to 8 are velocity diagrams showing the operating states of the first differential gear device G1 and the second differential gear device G2 in each 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 rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. Further, each of the plurality of vertical lines arranged in parallel constitutes the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 constituting the first differential gear device G1 and the second differential gear device G2. This corresponds to each rotation element of the first planetary gear mechanism PG1. In these drawings, the straight line indicated by the solid line indicates the operating state of the second planetary gear mechanism PG2, and the straight line indicated by the alternate long and short dash line indicates the operating state of the third planetary gear mechanism PG3. That is, the operation state of the first differential gear device G1 is shown by a straight line indicated by a solid line and a straight line indicated by a one-dot chain line. Moreover, the straight line shown with a broken line shows the operation state of 1st planetary gear mechanism PG1. That is, the operation state of the second differential gear device G2 is indicated by a straight line indicated by a broken line. In these speed diagrams, “◯” represents the rotational speed of the first rotating electrical machine MG1, “Δ” represents the rotational speed of the input shaft I (engine E), and “☆” represents the output shaft O and the second rotating electrical machine MG2. The rotational speed, “×”, indicates a fixed state of the brake B to the case Dc. In addition, “Em”, “Ei”, and “Eo” surrounded by a rectangle described above each vertical line are a reaction force transmission element Em, an input rotation element Ei, and an output rotation element Eo in each mode, respectively. Is shown.

  4 to 8, the arrows arranged adjacent to the points indicating the rotation speeds of the respective rotating elements indicate the directions of torques acting on the respective rotating elements during normal traveling in the respective operation modes. The torque in the positive direction is represented, and the downward arrow represents the torque in the negative direction. “TE” is the input torque TE transmitted from the engine E to the second sun gear s2 and the third ring gear r3 as the input rotation element Ei via the input shaft I, and “T1” is the first torque from the first rotating electrical machine MG1. MG1 torque T1 and “T2” transmitted to the sun gear s1 are MG2 torque T2 transmitted from the second rotating electrical machine MG2 to the output shaft O, and “TO” is a running resistance TO transmitted from the wheel W side to the output shaft O. Show. Further, “TM” indicates an intermediate torque TM that acts on the reaction force transmission element Em via the second differential gear device G2 by the MG1 torque T1 of the first rotating electrical machine MG1 in the second continuously variable transmission mode. . As will be described later, this intermediate torque TM is amplified with respect to MG1 torque T1 of first rotating electrical machine MG1.

  In both the first continuously variable transmission mode and the second continuously variable transmission mode, torque (input torque TE) of the input shaft I (engine E) is transmitted to the output shaft O using the torque of the first rotating electrical machine MG1 as a reaction force. On the other hand, this is an electric continuously variable transmission mode in which the rotational speed of the input shaft I is steplessly changed and transmitted to the output shaft O by changing the rotational speed of the first rotating electrical machine MG1 serving as a reaction force receiver. In these electric continuously variable transmission modes, the input torque TE is distributed via the differential gear device G to the output shaft O and the first rotating electrical machine MG1 that receives the reaction force. The first continuously variable transmission mode and the second continuously variable transmission mode differ in the configuration of the torque distribution mechanism for realizing the electrical continuously variable transmission mode. Specifically, the rotational elements (hereinafter simply referred to as “reactive force transmission element Em”) to which the reaction torque of the first rotating electrical machine MG1 is transmitted in the differential gear device that operates as a torque distribution mechanism are different.

  As shown in FIGS. 4 and 5, in the first continuously variable transmission mode, two of the rotating elements of the first differential gear device G1 and the second differential gear device G2 are rotated together. As a result, the differential gear device G has five rotating elements as a whole and integrally operates as a torque distribution mechanism. Specifically, the third rotary element e3 of the first differential gear device G1 and the first rotary element e1 of the second differential gear device G2 are drivingly connected and the fourth differential gear device G1 The rotating element e4 and the second rotating element e2 of the second differential gear device G2 are drivingly connected. The input shaft I is drivingly connected to the second rotating element e2 of the first differential gear device G1, and the output shaft O and the second rotating electrical machine MG2 are drivingly connected to the first rotating element e1 of the first differential gear device G1. The first rotating electrical machine MG1 is drivingly connected to the third rotating element e3 of the second differential gear device G2. Therefore, in this mode, the third rotating element e3 (first sun gear s1) of the second differential gear device G2 is the reaction force transmitting element Em.

  On the other hand, as shown in FIGS. 7 and 8, in the second continuously variable transmission mode, the first differential gear device G1 and the second differential gear device G2 are rotated integrally with each other. And are operated independently of each other. Specifically, only the third rotating element e3 of the first differential gear device G1 and the first rotating element e1 of the second differential gear device G2 are drivingly connected, and the other rotating elements are not drivingly connected. . In this state, the first differential gear device G1 operates as a torque distribution mechanism, and the second differential gear device G2 operates as a torque amplification mechanism. The input shaft I is drivingly connected to the second rotating element e2 of the first differential gear device G1, and the output shaft O and the second rotating electrical machine MG2 are drivingly connected to the first rotating element e1 of the first differential gear device G1. However, in the second continuously variable transmission mode, the first rotating electrical machine MG1 is connected to the first differential gear device G1 via the second differential gear device G2. The third rotary element e3 is drivably coupled. Therefore, in this mode, the third rotation element e3 (second carrier ca2 and third carrier ca3) of the first differential gear device G1 is the reaction force transmission element Em.

  As described above, since the reaction force transmission element Em in the differential gear device constituting the torque distribution mechanism is different between the first continuously variable transmission mode and the second continuously variable transmission mode, the torque of the input shaft I is output from the output shaft O. The torque conversion ratios when transmitted to are different from each other. Here, the torque conversion ratio uses the torque of the input shaft I as the denominator, and the torque transmitted to the output shaft O among the torque of the input shaft I (hereinafter simply referred to as “torque of the output shaft O”) is a numerator. (Torque conversion ratio = [torque of output shaft O] / [torque of input shaft I]). Although details will be described later, specifically, in the second continuously variable transmission mode, the torque conversion ratio is set to a value on the torque attenuation side with respect to the first continuously variable transmission mode.

  As shown in FIG. 6, the fixed gear ratio mode is a mode in which the rotational speed of the input shaft I can be changed at a constant gear ratio and the torque in the positive direction can be transmitted to the output shaft O. In the fixed gear ratio mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I. In any of the first continuously variable transmission mode, the second continuously variable transmission mode, and the fixed gear ratio mode, the second rotating electrical machine MG2 is drivingly connected to rotate integrally with the output shaft O. The MG2 torque T2 is always transmitted to the output shaft O. The second rotating electrical machine MG2 basically functions as an auxiliary rotating electrical machine that assists the torque transmitted from the first differential gear device G1 side to the output shaft O. Further, when the vehicle is decelerated, the second rotating electrical machine MG2 performs regenerative braking. However, since the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, the regenerative braking can also be performed efficiently.

  4 to 8, the intervals between the vertical lines corresponding to the rotating elements correspond to the respective gear ratios of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3. Yes. Here, the gear ratio (= [number of teeth of the first sun gear s1] / [number of teeth of the first ring gear r1]) between the first sun gear s1 and the first ring gear r1 of the first planetary gear mechanism PG1 is λ1, The tooth number ratio (= [number of teeth of the second sun gear s2] / [number of teeth of the second ring gear r2]) between the second sun gear s2 and the second ring gear r2 of the two planetary gear mechanism PG2 is λ2, and the third planetary gear mechanism The tooth number ratio between the third sun gear s3 of PG3 and the third ring gear r3 (= [the number of teeth of the third sun gear s3] / [the number of teeth of the third ring gear r3]) is λ3. These tooth ratios λ1, λ2, and λ3 are appropriately set in consideration of the characteristics of the engine E, the first rotating electrical machine MG1, and the second rotating electrical machine MG2, the vehicle weight, and the like.

  Incidentally, as described above, in the first continuously variable transmission mode, the first differential gear device G1 and the second differential gear device G2 operate integrally, and function as a torque distribution mechanism including five rotation elements as a whole. To do. In the second continuously variable transmission mode, the first differential gear device G1 and the second differential gear device G2 are configured to operate separately. In this state, as described above, the first differential gear device G1 functions as a torque distribution mechanism, and the second differential gear device G2 functions as a torque amplification mechanism. Therefore, in the lower part of FIGS. 4 to 8, as the gear ratio of the differential gear device G for realizing these functions, the gear ratio λs for the first continuously variable transmission mode, The tooth number ratio λt and the torque amplification tooth number ratio λu are shown. The tooth number ratios λs, λt, and λu are determined according to the above-described tooth number ratios λ1, λ2, and λ3 as described later.

The gear ratio λs for the first continuously variable transmission mode is obtained when the input torque TE is transmitted to the output shaft O in the differential gear device G functioning as a torque distribution mechanism in the state where the first continuously variable transmission mode is realized. It is a gear ratio that determines the torque conversion ratio (hereinafter simply referred to as “first torque conversion ratio Rt1”). The first torque conversion ratio Rt1 is calculated based on the first rotation element e1 (third sun gear s3) of the first differential gear device G1 and the second rotation element e2 (first rotation) of the first differential gear device G1. The distance between the second sun gear s2 and the third ring gear r3) and the second rotational element e2 (second sun gear s2 and third ring gear r3) of the first differential gear device G1 and the second of the second differential gear device G2. It is determined according to the distance from the three rotation element e3 (first sun gear s1). In this example, the gear ratio λs for the first continuously variable transmission mode is the gear ratio λ1 of the first planetary gear mechanism PG1, the gear ratio λ2 of the second planetary gear mechanism PG2, and the teeth of the third planetary gear mechanism PG3. It is expressed by the following formula (1) using the number ratio λ3.
λs = {λ1 · (1−λ3)} / {λ3 · (λ1 + λ2 + λ1 · λ2)}
... (1)

The gear ratio λt for the second continuously variable transmission mode is such that the input torque TE is transmitted to the output shaft O in the first differential gear device G1 functioning as a torque distribution mechanism in a state in which the second continuously variable transmission mode is realized. This is the number ratio of teeth that determines the torque conversion ratio (hereinafter simply referred to as “second torque conversion ratio Rt2”). The second torque conversion ratio Rt2 is calculated based on the first rotation element e1 (third sun gear s3) of the first differential gear device G1 and the second rotation element e2 (first rotation) of the first differential gear device G1. The distance between the second sun gear s2 and the third ring gear r3) and the second rotational element e2 (second sun gear s2 and third ring gear r3) of the first differential gear device G1 and the first differential gear device G1. It is determined according to the distance between the three rotation elements e3 (second carrier ca2 and third carrier ca3). In this example, the gear ratio λt for the second continuously variable transmission mode is expressed by the following equation (2) using the gear ratio λ3 of the third planetary gear mechanism PG3.
λt = (1−λ3) / λ3 (2)

  The torque amplification tooth ratio λu is obtained when the MG1 torque T1 of the first rotating electrical machine MG1 is amplified in the second differential gear device G2 functioning as a torque amplification mechanism in a state where the second continuously variable transmission mode is realized. It is the number ratio of teeth that determines the amplification factor A. The amplification factor A is calculated based on the first rotational element e1 (first ring gear r1) of the second differential gear device G2 and the second rotational element e2 (first carrier ca1) of the second differential gear device G2. ) Between the second rotary element e2 (first carrier ca1) of the second differential gear unit G2 and the third rotary element e3 (first sun gear s1) of the second differential gear unit G2. It depends on the distance. In this example, the torque amplification tooth number ratio λu is equal to the tooth number ratio λ1 of the first planetary gear mechanism PG1. The amplification factor A is expressed as the reciprocal of the torque amplification tooth number ratio λu.

  These tooth ratios are set so as to realize a predetermined torque conversion ratio in a state where each mode is realized so that the above-described three modes can be appropriately realized. In the present embodiment, as an example, the gear ratios λ1, λ2, and λ3 of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are λ1 = 0.5, λ2 = 0. 67, λ3 = 0.5. At this time, the first continuously variable transmission mode tooth ratio λs, the second continuously variable transmission mode tooth ratio λt, and the torque amplification tooth number ratio λu are λs = 0.33, λt = 1.0, λu. = 0.5.

Here, when the first differential gear device G1 and the second differential gear device G2 are integrally operated to realize the first continuously variable transmission mode, the input torque TE is transmitted to the output shaft O. The first torque conversion ratio Rt1 is the first sun gear s1 (the third rotation of the second differential gear device G2) that is the reaction force transmission element Em in the differential gear device G that functions as a torque distribution mechanism. Using the element e3) as a fulcrum, the input torque TE transmitted to the second sun gear s2 and the third ring gear r3 (second rotating element e2 of the first differential gear device G1) as the input rotating element Ei is This is the torque conversion ratio when it is transmitted to the third sun gear s3 (the first rotating element e1 of the first differential gear device G1) as the output rotating element Eo that rotates integrally. As is apparent from the velocity diagrams shown in FIGS. 4 and 5, at this time, the input torque TE is multiplied by 1 / (1 + λs) and transmitted to the third sun gear s3 as the output rotation element Eo. Therefore, the first torque conversion ratio Rt1 is
Rt1 = 1 / (1 + λs) (3)
It becomes.

Further, the torque when the input torque TE is transmitted to the output shaft O in a state where the first differential gear device G1 and the second differential gear device G2 are operated separately to realize the second continuously variable transmission mode. The second torque conversion ratio Rt2 that is the conversion ratio is the second carrier ca2 and the third carrier ca3 (first differential gear apparatus) that are reaction force transmission elements Em in the first differential gear apparatus G1 that functions as a torque distribution mechanism. The input torque TE transmitted to the second sun gear s2 and the third ring gear r3 (the second rotating element e2 of the first differential gear device G1) as the input rotating element Ei is set with the third rotating element e3) of G1 as a fulcrum. , The torque conversion ratio when being transmitted to the third sun gear s3 (the first rotating element e1 of the first differential gear device G1) as the output rotating element Eo that rotates integrally with the output shaft O. As is apparent from the velocity diagrams shown in FIGS. 7 and 8, at this time, the input torque TE is multiplied by 1 / (1 + λt) and transmitted to the third sun gear s3 as the output rotation element Eo. Therefore, the second torque conversion ratio Rt2 is
Rt2 = 1 / (1 + λt) (4)
It becomes.
Hereinafter, the operation state of the hybrid drive device H in each mode will be described in detail.

1-4. First continuously variable transmission mode In the first continuously variable transmission mode, the torque of the first rotating electrical machine MG1 is used as a reaction force to transmit the torque of the input shaft I (engine E) to the output shaft O, and the first continuously variable transmission mode serves as a reaction force receiver. This is a mode in which the rotational speed of the input shaft I is steplessly changed by changing the rotational speed of the rotating electrical machine MG1, and torque in the positive direction is transmitted to the output shaft O. As shown in FIG. 3, the first continuously variable transmission mode is realized by setting the clutch C to the engaged state and setting the brake B to the released state. In the first continuously variable transmission mode, when the clutch C is engaged, the fourth rotation element e4 (second ring gear r2) of the first differential gear device G1 and the second rotation of the second differential gear device. The element e2 (first carrier ca1) is drivingly connected so as to rotate integrally. As a result, the first differential gear device G1 and the second differential gear device G2 operate in an integrated manner, and, as shown in FIGS. 4 and 5, all the first planetary gear mechanisms PG1 on the velocity diagram. The lines representing the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 are collinear. And in this 1st continuously variable transmission mode, 1st rotary electric machine MG1 outputs MG1 torque T1 of a negative direction as reaction force torque in the whole region. On the other hand, the second rotating electrical machine MG2 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the first continuously variable transmission mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio (first torque conversion ratio Rt1) larger than that in the second continuously variable transmission mode described later.

  In the first continuously variable transmission mode, as shown in FIGS. 4 and 5, lines representing the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram. All the planetary gear mechanisms PG1 to PG3 constituting the differential gear device G are integrally operated as a torque distribution mechanism. Therefore, the differential gear device G is in a state having a total of five rotating elements. However, in the first continuously variable transmission mode, of the five rotating elements of the differential gear device G, the first rotating element e1 of the first differential gear device G1 and the first of the first differential gear device G1 are substantially the same. The mode is realized using only the three rotary elements e2 and the third rotary element e3 of the second differential gear device G2. Of these three rotating elements, the second sun gear s2 and the third ring gear r3 (second rotating element e2 of the first differential gear device G1), which are intermediate in the order of rotational speed, are drivingly connected to the input shaft I. The input rotation element Ei. Furthermore, the third sun gear s3 (the first rotating element e1 of the first differential gear device G1) that is one side in the order of the rotating speed with respect to the input rotating element Ei is connected to the output shaft O and the second rotating electrical machine MG2. The first sun gear s1 (the third rotating element e3 of the second differential gear device G2) that is drivingly connected to the output rotating element Eo and that is on the other side in the order of rotational speed is driven and connected to the first rotating electrical machine MG1. It is a force transmission element Em. Note that, in the first continuously variable transmission mode, the first rotating electrical machine MG1 and the first sun gear s1 that is the reaction force transmission element Em are drivingly connected so as to rotate integrally. Torque is directly transmitted to the reaction force transmission element Em. At this time, the engine E outputs a positive torque 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 small (generally along the optimum fuel consumption characteristics). Torque is transmitted as input torque TE to the input rotation element Ei via the input shaft I. The first rotating electrical machine MG1 generates a negative MG1 torque T1 throughout the first continuously variable transmission mode, and functions as a reaction force receiver for the input torque TE. Thereby, the differential gear device G distributes the input torque TE to the output rotating element Eo and the first rotating electrical machine MG1, and uses the MG1 torque T1 as a reaction force to attenuate the torque attenuated with respect to the input rotating element TE. To communicate.

  In the first continuously variable transmission mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the negative direction. As shown in FIG. 4, the rotational speed of the first rotating electrical machine MG <b> 1 is positive during low-speed traveling including a state where the rotational speed of the output shaft O is zero (when the vehicle starts). Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 decreases. Then, after passing through a point where the rotational speed of the first rotating electrical machine MG1 becomes zero, the rotational speed of the first rotating electrical machine MG1 becomes negative as shown in FIG. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is positive, and functions as a motor and powers when the rotational speed is negative. The point at which the rotation speed of the first rotating electrical machine MG1 becomes zero is that the work of the input shaft I (engine E) is not converted into electric power, that is, electric conversion is not performed. Therefore, in the present embodiment, this point is referred to as “non-electric conversion point” for convenience.

  On the other hand, the second rotary electric machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, and is basically input to be transmitted to the output shaft O by outputting a positive torque (MG2 torque T2). Assist with respect to the torque of the shaft I (engine E). However, as will be described later, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. Further, since the second rotating electrical machine MG2 is drivingly connected to the output shaft O so as to rotate integrally, regenerative braking can be efficiently performed even when the vehicle is decelerated.

  In the first continuously variable transmission mode, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs a torque (MG2 torque T2) having a direction corresponding to the operating state of the first rotating electrical machine MG1. That is, as shown in FIG. 4, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is generated by the first rotating electrical machine MG1. It consumes electric power and functions as a motor to power, and outputs a positive torque. On the other hand, as shown in FIG. 5, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. Moreover, although illustration is abbreviate | omitted, MG2 torque T2 which the 2nd rotary electric machine MG2 outputs is set to zero in the non-electric conversion point where the rotational speed of the 1st rotary electric machine MG1 becomes zero. As a result, the power balance of the entire hybrid control device H in the first continuously variable transmission mode can be basically zero. Therefore, since the state of charge of the battery 21 as the power storage device can be made not to fluctuate greatly, the first continuously variable transmission mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases, the rotation speed of the first rotating electrical machine MG1 changes from positive to negative through zero. Then, the second rotating electrical machine MG2 changes from a state in which positive torque is output to a state in which negative torque is output through a zero torque state.

  As described above, in the first continuously variable transmission mode, the first differential gear device G1 attenuates the input torque TE to 1 / (1 + λs) times (= first torque conversion ratio Rt1) and transmits it to the output rotation element Eo. To do. In this embodiment, since λs = 0.33, the input torque TE of the input shaft I is multiplied by about 0.75 and transmitted to the output shaft O. Further, the MG2 torque T2 output from the second rotating electrical machine MG2 is also transmitted to the output shaft O.

If the ratio of the MG1 torque T1 output from the first rotating electrical machine MG1 functioning as a reaction force receiver to the input torque TE (= [MG1 torque T1] / [input torque TE]) is the reaction force torque ratio, The reaction force torque ratio (hereinafter simply referred to as “first reaction force torque ratio Rr1”) in the step transmission mode is expressed by the following equation according to the first continuously variable transmission mode tooth number ratio λs, similarly to the first torque conversion ratio Rt1. It is expressed as follows. That is, the first reaction torque ratio Rr1 is
Rr1 = λs / (1 + λs) (5)
It becomes. In this embodiment, since λs = 0.33, the first reaction force torque ratio Rr1 is “0.25”.

  As described above, in the first continuously variable transmission mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is attenuated by the first torque conversion ratio Rt1 and transmitted to the output shaft O. It is a mode to do. The first torque conversion ratio Rt1 is larger than the torque conversion ratio (second torque conversion ratio Rt2) in the second continuously variable transmission mode described later. Therefore, the first continuously variable transmission mode is suitable as a low speed mode used in a region where the vehicle speed is the lowest. In the present embodiment, the first continuously variable transmission mode is selectively fixed to the case Dc as a non-rotating member by the brake B from the state where the rotational speed of the output shaft O is zero (when the vehicle starts). It is used until the rotational speed of the second rotating element e2 (first carrier ca1) of the second differential gear device G2 that is configured becomes zero. Specifically, in the first continuously variable transmission mode, when the rotational speed of the engine E is constant, the rotational speed of the first rotating electrical machine MG1 is reduced from the state where the rotational speed of the output shaft O is zero, The vehicle is started by gradually increasing the rotational speeds of the output shaft O and the second rotating electrical machine MG2. If the rotation speed of the output shaft O increases and the brake B is engaged when the rotation speed of the second rotation element e2 (first carrier ca1) of the second differential gear device G2 coincides with zero, The continuously variable transmission mode is switched to the fixed transmission ratio mode. If the clutch C is released simultaneously with the engagement of the brake B, the first continuously variable transmission mode is switched to the second continuously variable transmission mode. The mode switching is synchronous switching in which the engaging members on both sides of the brake B engaged at this time are engaged with the same rotational speed. That is, in the present embodiment, the first rotating electrical machine MG1 is in the first continuously variable transmission mode, and the rotational speed of the output shaft O goes from the positive state to the zero state as the rotational speed of the output shaft O increases from the zero state. It becomes a negative state, and the synchronous switching point between the first continuously variable transmission mode and the second continuously variable transmission mode is set to an operation state in which the rotational speed of the first rotating electrical machine MG1 is negative. It is also possible to perform mode switching by engaging the brake B in a state where the rotation speed of the second rotation element e2 (first carrier ca1) of the second differential gear device G2 does not coincide with zero.

1-5. Fixed gear ratio mode The fixed gear ratio mode is a mode in which the rotational speed of the input shaft I can be changed at a constant gear ratio to transmit a positive torque to the output shaft O. As shown in FIG. 3, the fixed gear ratio mode is realized by engaging both the brake B and the clutch C. In this fixed gear ratio mode, when the clutch C is engaged, the fourth rotating element e4 (second ring gear r2) of the first differential gear device G1 and the second rotating element of the second differential gear device. e2 (first carrier ca1) is drivingly connected so as to rotate integrally. As a result, the first differential gear device G1 and the second differential gear device G2 are in a state of operating integrally, and as shown in FIG. 6, all the first planetary gear mechanisms PG1, second The lines representing the planetary gear mechanism PG2 and the third planetary gear mechanism PG3 are collinear. When the brake B is engaged, the first carrier ca1 and the second ring gear r2 are fixed to the case Dc. Thereby, in the fixed gear ratio mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I. Therefore, in the fixed gear ratio mode, traveling can be performed by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. It becomes possible. Here, the rotational speed of the input shaft I is increased and transmitted to the output shaft O. The torque conversion ratio in this mode is a value between the first torque conversion ratio Rt1 and the second torque conversion ratio Rt2.

  At this time, the engine E is controlled to output an appropriate rotational speed and torque (input torque TE) according to the vehicle speed and the required driving force. Further, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are basically controlled to rotate at a rotational speed determined according to the rotational speed of the input shaft I (engine E) but not to output torque. . That is, in this fixed gear ratio mode, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 basically do not function as either a motor or a generator, and do not perform power running or power generation. However, when the torque of the engine E is insufficient with respect to the required driving force, one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be powered as a motor. In addition, when the amount of charge of the battery 21 is insufficient, it is possible to generate power using one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 as a generator. Alternatively, it is possible to cause one of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 to generate power as a generator and use the power obtained by the power generation to power the other as a motor.

  As described above, in the fixed gear ratio mode, all the planetary gear mechanisms PG1 to PG3 constituting the differential gear device G operate integrally, so that the output is proportional to the rotational speed of the input shaft I. In this mode, the rotational speeds of the shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined, and the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O. . Therefore, in the fixed gear ratio mode, it is possible to travel by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Therefore, when the load from the wheel W acting on the output shaft O is large, it is possible to suppress the heat generation of the first rotating electrical machine MG1 and the second rotating electrical machine MG2, so that this mode is suitable for climbing and traction. It has become. In addition, since loss due to conversion of the work of the input shaft I (engine E) into electric power (electric conversion) by a rotating electrical machine can be suppressed, it is also possible for cruising at a constant vehicle speed with little change in required driving force. It is a suitable mode. Further, this fixed gear ratio mode is obtained by further engaging the brake B from the first continuously variable transmission mode realized by the clutch C being engaged, or by bringing the brake B into the engaged state. This is realized by further engaging the clutch C from the second continuously variable transmission mode that is realized. Therefore, this fixed gear ratio mode is used when switching from the first continuously variable transmission mode to the second continuously variable transmission mode or when switching synchronously when switching from the second continuously variable transmission mode to the first continuously variable transmission mode. It is also used as an intermediate mode that is temporarily executed.

1-6. Second continuously variable transmission mode In the second continuously variable transmission mode, the torque of the first rotating electrical machine MG1 is used as a reaction force to transmit the torque of the input shaft I (engine E) to the output shaft O, and the first continuously variable transmission mode is a reaction force receiver. This is a mode in which the rotational speed of the input shaft I is steplessly changed by changing the rotational speed of the rotating electrical machine MG1, and torque in the positive direction is transmitted to the output shaft O. As shown in FIG. 3, the second continuously variable transmission mode is realized by setting the brake B to the engaged state and the clutch C to the released state. In the second continuously variable transmission mode, when the brake B is engaged, the second rotating element e2 (first carrier ca1) of the second differential gear device G2 is fixed to the case Dc. On the other hand, since the clutch C is in the disengaged state, the first differential gear device G1 and the second differential gear device G2 operate separately, unlike the first continuously variable transmission mode and the fixed gear ratio mode. It becomes a state. Therefore, as shown in FIGS. 7 and 8, a line representing the first differential gear device G1 (second planetary gear mechanism PG2 and third planetary gear mechanism PG3) on the velocity diagram, and the second differential gear device. The line representing G2 (first planetary gear mechanism PG1) is not basically collinear. In the second continuously variable transmission mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction as the reaction torque across the entire area. On the other hand, the second rotating electrical machine MG2 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the second continuously variable transmission mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio (second torque conversion ratio Rt2) smaller than that in the first continuously variable transmission mode.

  In the second continuously variable transmission mode, the first differential gear device G1 is configured such that the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 integrally distribute torque as shown as a straight line G1 in FIGS. It will be in the state which operates as a mechanism. Then, the second sun gear s2 and the third ring gear r3 (second rotating element e2 of the first differential gear device G1), which are intermediate in the order of the rotational speed, become the input rotating element Ei that is drivingly connected to the input shaft I. Yes. Further, the third sun gear s3 (the first rotating element e1 of the first differential gear device G1) that is one side in the order of the rotating speed with respect to the input rotating element Ei is connected to the output shaft O and the second rotating electrical machine MG2. The output rotation element Eo that is drive-coupled and the second carrier ca2 and the third carrier ca3 (the third rotation element e3 of the first differential gear device G1) that are on the other side in the order of the rotation speed are the first rotation electrical machine MG1. The MG1 torque T1 is a reaction force transmission element Em that is transmitted via the second differential gear device G2. Thus, in the second continuously variable transmission mode, the reaction force transmission element Em that functions as a reaction force receiver is a different rotational element from that in the first continuously variable transmission mode. In other words, the differential gear device (first differential gear device G1) functioning as a torque distribution mechanism in the second continuously variable transmission mode is a differential gear device having at least four rotating elements (four in this example). is there. On the other hand, the differential gear device (differential gear device G) functioning as a torque distribution mechanism in the first continuously variable transmission mode is also a differential gear device having at least four (in this example, five) rotating elements. When comparing the differential gear device (differential gear device functioning as a torque distribution mechanism) in the first continuously variable transmission mode and the second continuously variable transmission mode, the input rotation element Ei and the output rotation element Eo are the same. Although it is a rotation element, the rotation element (reaction force transmission element Em) which transmits the torque from the first rotating electrical machine MG1 is different from each other.

  At this time, the engine E outputs a positive torque corresponding to the required driving force while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics). An input torque TE is transmitted to the input rotation element Ei via the input shaft I. Further, the first rotating electrical machine MG1 functions as a reaction force receiver for the input torque TE by generating a positive MG1 torque T1 throughout the second continuously variable transmission mode. Thereby, the differential gear device G distributes the input torque TE to the output rotating element Eo and the first rotating electrical machine MG1, and uses the MG1 torque T1 as a reaction force to attenuate the torque attenuated with respect to the input rotating element TE. To communicate.

  Further, in the second continuously variable transmission mode, the second differential gear device G2 reverses the direction of the torque of the first rotating electrical machine MG1 and amplifies the torque of the first rotating electrical machine MG1 to thereby increase the first differential gear device G1. To the third rotating element e3 (second carrier ca2 and third carrier ca3). That is, the second differential gear device G2 operates as a torque amplification mechanism. As described above, since the first rotating electrical machine MG1 outputs the torque in the positive direction (MG1 torque T1), the torque in the negative direction is transmitted to the second carrier ca2 and the third carrier ca3. As shown in FIG. 7 and FIG. 8 as a straight line PG1 (G2), the second differential gear device G2 has a first carrier ca1 that is intermediate in the order of rotational speed fixed to the case Dc by the brake B, The first rotary electric machine MG1 is drivingly connected to the first sun gear s1. For this reason, the MG1 torque T1 whose direction is reversed is transmitted to the first ring gear r1, which is the other end in the order of the rotational speed. In other words, the third rotating element e3 (second carrier ca2 and third carrier ca3) of the first differential gear device G1 that rotates integrally with the first ring gear r1 is generated by the MG1 torque T1 of the first rotating electrical machine MG1. The intermediate torque TM in the negative direction is transmitted, and this intermediate torque TM becomes a reaction force against the torque of the input shaft I. In the present embodiment, the second differential gear device G2 reduces the rotational speed of the first rotating electrical machine MG1, amplifies the torque of the first rotating electrical machine MG1, and transmits the amplified torque to the second carrier ca2 and the third carrier ca3. It is configured. Specifically, the MG1 torque T1 is amplified A times using the amplification factor A and transmitted to the second carrier ca2 and the third carrier ca3. As described above, since λu = 0.5 in the present embodiment, the amplification factor A is “2”. Therefore, the MG1 torque T1 of the first rotating electrical machine MG1 is amplified twice and transmitted to the second carrier ca2 and the third carrier ca3. That is, in the present embodiment, the intermediate torque TM is a negative torque having twice the magnitude of the MG1 torque T1.

  In the second continuously variable transmission mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the positive direction. When the rotation speed of the output shaft O is relatively low, the rotation speed of the first rotating electrical machine MG1 is negative as shown in FIG. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 increases. Then, after passing through a point where the rotational speed of the first rotating electrical machine MG1 becomes zero, the rotational speed of the first rotating electrical machine MG1 becomes positive as shown in FIG. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is negative, and functions as a motor and powers when the rotational speed is positive. Note that the point at which the rotation speed of the first rotating electrical machine MG1 becomes zero is a non-electric conversion point at which no electric conversion is performed, as in the first continuously variable transmission mode.

  Incidentally, as described above, in the first continuously variable transmission mode, as the rotation speed of the output shaft O increases, the rotation speed of the first rotating electrical machine MG1 changes from a positive state to a zero state and then becomes a negative state. Further, in the second continuously variable transmission mode, as the rotational speed of the output shaft O increases, the rotational speed of the first rotating electrical machine MG1 changes from a negative state to a zero state to a positive state. Thus, the hybrid drive device H according to the present embodiment passes through the non-electric conversion point where the rotation speed of the first rotating electrical machine MG1 becomes zero in both the first continuously variable transmission mode and the second continuously variable transmission mode. In the first continuously variable transmission mode and the second continuously variable transmission mode, the direction of change in the rotational speed of the first rotating electrical machine MG1 accompanying the increase in the rotational speed of the output shaft O is reversed. ing. This suppresses an increase in the absolute value of the rotation speed of the first rotating electrical machine MG1 that functions as a reaction force receiver. Therefore, the loss at the time of converting the work of the input shaft I (engine E) into electric power is suppressed, and the energy efficiency of the hybrid drive device H can be improved.

  On the other hand, the second rotary electric machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, and is basically input to be transmitted to the output shaft O by outputting a positive torque (MG2 torque T2). Assist with respect to the torque of the shaft I (engine E). However, as will be described later, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. Further, since the second rotating electrical machine MG2 is drivingly connected to the output shaft O so as to rotate integrally, regenerative braking can be efficiently performed even when the vehicle is decelerated.

  In the second continuously variable transmission mode, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs a torque (MG2 torque T2) having a direction corresponding to the operating state of the first rotating electrical machine MG1. That is, as shown in FIG. 7, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is generated by the first rotating electrical machine MG1. It consumes electric power and functions as a motor to power, and outputs a positive torque. On the other hand, as shown in FIG. 8, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. Moreover, although illustration is abbreviate | omitted, MG2 torque T2 which the 2nd rotary electric machine MG2 outputs is set to zero in the non-electric conversion point where the rotational speed of the 1st rotary electric machine MG1 becomes zero. As a result, the power balance of the entire hybrid control device H in the first continuously variable transmission mode can be basically zero. Therefore, since the state of charge of the battery 21 as the power storage device can be made not to fluctuate greatly, the second continuously variable transmission mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases, the rotation speed of the first rotating electrical machine MG1 changes from negative to positive through zero. Then, the second rotating electrical machine MG2 changes from a state in which positive torque is output to a state in which negative torque is output through a zero torque state.

  As described above, in the second continuously variable transmission mode, the first differential gear device G1 attenuates the input torque TE to 1 / (1 + λt) times (= second torque conversion ratio Rt2) and transmits it to the output rotation element Eo. To do. In this embodiment, since λt = 1.0, the input torque TE of the input shaft I is multiplied by about 0.5 and transmitted to the output shaft O. Further, the MG2 torque T2 output from the second rotating electrical machine MG2 is also transmitted to the output shaft O.

Here, the reaction force torque ratio in the second continuously variable transmission mode (hereinafter simply referred to as “second reaction force torque ratio Rr2”) will be described. The ratio of the intermediate torque TM, which is the torque obtained by amplifying the MG1 torque T1 by the second differential gear device G2, to the input torque TE is λt / (1 + λt) using the second continuously variable transmission mode tooth number ratio λt. ) Further, the intermediate torque TM is obtained by multiplying the MG1 torque T1 of the first rotating electrical machine MG1 by A when the amplification factor A is used. As described above, the amplification factor A is the inverse of the torque amplification tooth number ratio λu. Therefore, the second reaction force torque ratio Rr2 is
Rr2 = λt / {A · (1 + λt)} = λt · λu / (1 + λt) (6)
It becomes. As described above, in this embodiment, λt = 1.0 and λu = 0.5, and the second reaction force torque ratio Rr2 is “0.25”.

  As described above, in the present embodiment, the first reaction force torque ratio Rr1 is also “0.25”. In other words, in the present embodiment, the first continuously variable transmission mode tooth number ratio λs and the second continuously variable transmission mode tooth ratio λs are set so that the first reaction force torque ratio Rr1 and the second reaction force torque ratio Rr2 have substantially the same value. A gear ratio for transmission mode λt and a gear ratio for torque amplification λu are set. In other words, in the present embodiment, the ratio of the magnitude of the MG1 torque T1 output as the reaction torque against the input torque TE by the first rotating electrical machine MG1 in the first continuously variable transmission mode and the magnitude of the input torque TE In the continuously variable transmission mode, the first rotating electrical machine MG1 is configured so that the ratio of the magnitude of the MG1 torque T1 output as the reaction torque against the input torque TE and the magnitude of the input torque TE are equal to each other. Therefore, it is necessary to set the first rotating electrical machine MG1 according to the larger reaction force torque of the reaction force torque required in the first continuously variable transmission mode and the reaction force torque required in the second continuously variable transmission mode. Therefore, the increase in the size of the first rotating electrical machine MG1 is suppressed.

Incidentally, as described above, the first reaction force torque ratio Rr1 is expressed by Expression (5). On the other hand, the second reaction force torque ratio Rr2 is expressed by Expression (6). From these equations, in order to make the first reaction force torque ratio Rr1 and the second reaction force torque ratio Rr2 the same, the first continuously variable transmission mode tooth number ratio λs, the second continuously variable transmission mode tooth number It can be seen that the ratio λt and the torque amplification tooth number ratio λu may be set so as to satisfy the following relational expression.
λu = {λs · (1 + λt)} / {λt · (1 + λs)} (7)
In this embodiment, as an example of the first continuously variable transmission mode tooth number ratio λs, the second continuously variable transmission mode tooth number ratio λt, and the torque amplification tooth number ratio λu that satisfy the relationship of Expression (7), λs = 0.33, λt = 1.0, and λu = 0.5.

  As described above, in the second continuously variable transmission mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is attenuated by the second torque conversion ratio Rt2 and transmitted to the output shaft O. It is a mode to do. The second torque conversion ratio Rt2 is smaller than the torque conversion ratio (first torque conversion ratio Rt1) in the first continuously variable transmission mode. Therefore, the second continuously variable transmission mode is suitable as a high-speed mode used in a region where the vehicle speed is relatively high. In the present embodiment, in the second continuously variable transmission mode, in the first continuously variable transmission mode, the rotational speed of the first rotating electrical machine MG1 decreases so as to gradually increase the rotational speed of the output shaft O, and the first differential gear It is used in a state where the rotational speed of the output shaft O is higher than the state in which the rotational speed of the second ring gear r2 which is the fourth rotational element e4 of the device G1 matches zero. Specifically, in the second continuously variable transmission mode, when the rotational speed of the engine E is constant, the rotational speed of the first rotating electrical machine MG1 is increased from the state in which the rotational speed of the second ring gear r2 matches zero. Thus, the vehicle is accelerated by increasing the rotational speeds of the output shaft O and the second rotating electrical machine MG2. Further, by increasing the rotational speed of the input shaft I (engine E) or decreasing the rotational speed of the output shaft O and the second rotating electrical machine MG2, the rotational speed of the second ring gear r2 is made zero and the clutch C is engaged. Then, the second continuously variable transmission mode can be switched to the fixed gear ratio mode. If the brake B is released simultaneously with the engagement of the clutch C, the second continuously variable transmission mode is switched to the first continuously variable transmission mode. These mode switching is synchronous switching in which the engaging members on both sides of the clutch C engaged at this time are engaged in the same rotational speed. It is also possible to perform mode switching by engaging the clutch C in a state where the rotational speed of the fourth rotating element e4 (second ring gear r2) of the first differential gear device G1 does not match zero.

1-7. Next, the theoretical transmission efficiency of the hybrid drive apparatus H according to this embodiment will be described. FIG. 9 is a graph showing the relationship between the theoretical transmission efficiency (vertical axis) and the input / output rotational speed ratio (horizontal axis) in the hybrid drive apparatus H. The input / output rotational speed ratio is a ratio between the rotational speed of the output shaft O and the rotational speed of the input shaft I. Here, the rotational speed of the input shaft I is divided by the rotational speed of the output shaft O. In addition, the value of the input / output rotational speed ratio described on the horizontal axis in FIG. 9 is an example. As described above, in this embodiment, λs = 0.33, λt = 1.0, and λu = 0.5, the first torque conversion ratio Rt1 is about “0.75”, and the second torque conversion ratio Rt2 Is about “0.5”. Here, the theoretical transmission efficiency relates to the transmission efficiency until the output (power) of the engine E (input shaft I) is transmitted to the output shaft O, and is mechanically transmitted via a mechanical transmission member such as a gear. Assuming that the transmission efficiency is 100%, the transmission efficiency is calculated assuming that the transmission efficiency once converted to electric power by the first rotating electrical machine MG1 and the second rotating electrical machine MG2 is 90%. Yes. Accordingly, the rotational speed of the first rotating electrical machine MG1 that functions as a reaction force receiver for the input torque TE is zero, and the theoretical transmission efficiency is 100% at the non-electric conversion point where the electric conversion is not performed. The theoretical transmission efficiency increases as the absolute value of the rotational speed of the first rotating electrical machine MG1 or the second rotating electrical machine MG2 increases and the rate at which the output (power) of the engine E (input shaft I) is converted into electric power increases. Becomes lower.

  9 represent the theoretical transmission efficiency of each mode, the solid line represents the first continuously variable transmission mode, and the broken line represents the second continuously variable transmission mode. Also, in this figure, among the lines representing the theoretical transmission efficiency of each mode, the thick line portion is used, and the thin line portion is a region that is not used after being switched to another mode. As shown in this figure, in this embodiment, a mode having the highest theoretical transmission efficiency is selected and used from among a plurality (two in this example) of modes according to the value of the input / output rotational speed ratio. As described above, the input / output rotational speed ratio of the switching point at which each mode is switched to another adjacent mode is as follows. Corresponds to the synchronous switching point engaged with the same rotational speed.

  As described above, in this hybrid drive device H, as the rotational speed of the output shaft O increases (the input / output rotational speed ratio decreases) with respect to the rotational speed of the input shaft I, the first continuously variable transmission mode changes to the second continuously variable transmission. When the mode is switched to the mode, the direction of the MG1 torque T1 of the first rotating electrical machine MG1 is switched from the negative direction to the positive direction, whereby the direction of change in the rotational speed of the first rotating electrical machine MG1 is switched from descending to rising. As a result, the hybrid drive device H according to the present embodiment has switching points (synchronous switching points) between other adjacent modes in both the first continuously variable transmission mode and the second continuously variable transmission mode that are provided so as to be switchable. In the meantime, the first electric rotating machine MG1 is configured to pass through the non-electric conversion point where the rotation speed becomes zero. Accordingly, as shown in FIG. 9, in the process of accelerating or decelerating the vehicle (changing the input / output rotational speed ratio) in both the first continuously variable transmission mode and the second continuously variable transmission mode that are provided so as to be switchable. It will always pass the point where the theoretical transmission efficiency is 100%. As a result, the absolute value of the rotation speed of the first rotating electrical machine MG1 that receives the reaction force against the input torque TE can be kept relatively low, so that the work of the input shaft I (engine E) is converted into electric power. Loss at the time can be suppressed, and the energy efficiency of the hybrid drive device H can be increased.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 10 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment, and the lower half configuration symmetrical to the central axis is omitted as in FIG. The hybrid drive device H includes a switchable mode between a first continuously variable transmission mode, a second continuously variable transmission mode, and a fixed gear ratio mode, and the first rotating electrical machine MG1 and the second rotation in each mode. Although it is the same as that of said 1st embodiment by the point regarding the operation | movement of the electric machine MG2, the specific structure of the apparatus for enabling each of these modes is different. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on differences from the first embodiment. Since the system configuration of the hybrid drive apparatus H according to this embodiment is the same as that shown in FIG. 2, the description thereof is omitted. Other configurations are also the same as those in the first embodiment unless otherwise described.

2-1. Mechanical Configuration of Hybrid Drive Device As shown in FIG. 10, the hybrid drive device H according to this embodiment is a specific example of the first differential gear device G1 and the second differential gear device G2 constituting the differential gear device G. The structural configuration is different from that of the first embodiment. Hereinafter, each structure of the 1st differential gear apparatus G1 and the 2nd differential gear apparatus G2 is demonstrated in detail.

  In the present embodiment, as in the first embodiment, the hybrid drive device H includes two differential gear devices, a first differential gear device G1 and a second differential gear device G2. The first differential gear unit G1 is configured by combining a second planetary gear mechanism PG2 and a third planetary gear mechanism PG3, and includes four rotating elements. In the first continuously variable transmission mode, the first differential gear device G1 operates integrally with the second differential gear device G2, and transmits the input torque TE transmitted from the input shaft I to the first rotating electrical machine MG1. Is distributed to the output shaft O, and the torque attenuated at a predetermined torque conversion ratio with respect to the input torque TE is transmitted to the output rotation element Eo (output shaft O) using the MG1 torque T1 of the first rotating electrical machine MG1 as a reaction force. Functions as a torque distribution mechanism. Further, in the second continuously variable transmission mode, the first differential gear device G1 alone is input with the MG1 torque T1 of the first rotating electrical machine MG1 amplified by the second differential gear device G2 as a reaction force. It functions as a torque distribution mechanism that transmits torque attenuated at a predetermined torque conversion ratio to the torque TE to the output shaft O. Further, the second differential gear device G2 is constituted by a first planetary gear mechanism PG1, and includes three rotating elements. In the first continuously variable transmission mode, the second differential gear device G2 operates integrally with the first differential gear device G1 as described above and functions as a part of the torque distribution mechanism. Further, in the second continuously variable transmission mode, the second differential gear device G2 amplifies the reaction torque (MG1 torque T1) of the first rotating electrical machine MG1 to generate an intermediate torque TM, and the intermediate torque TM is torqued. It functions as a torque amplification mechanism that transmits to the first differential gear device G1 that functions as a distribution mechanism. In the present embodiment, the second rotating electrical machine MG2 is drivingly connected to the output shaft O without passing through both the first differential gear device G1 and the second differential gear device G2. It is also preferable that the second rotating electrical machine MG2 is drivingly connected to the output shaft O via a transmission such as a speed increaser or a speed reducer. Hereinafter, the configuration of each planetary gear mechanism PG1 to PG3 constituting each differential gear device G1, G2 will be described in detail based on FIG.

  The second planetary gear mechanism PG2 constituting the first differential gear device G1 is a single pinion type planetary gear mechanism having three rotating elements. That is, the second planetary gear mechanism PG2 includes, as rotating elements, a second carrier ca2 that supports a plurality of pinion gears, and a second sun gear s2 and a second ring gear r2 that mesh with the pinion gears. The second sun gear s2 is drivingly connected so as to rotate integrally with the third sun gear s3 of the third planetary gear mechanism PG3, and selectively with the first sun gear s1 of the first planetary gear mechanism PG1 via the clutch C. Drive coupled. The second carrier ca2 is drivingly coupled so as to rotate integrally with the first ring gear r1 of the first planetary gear mechanism PG1. The second ring gear r2 is drive-coupled to rotate integrally with the input shaft I, and is drive-coupled to rotate integrally with the third carrier ca3 of the third planetary gear mechanism PG3.

  The third planetary gear mechanism PG3 constituting the first differential gear device G1 is a single-pinion type planetary gear mechanism having three rotating elements. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a third carrier ca3 that supports a plurality of pinion gears, and a third sun gear s3 and a third ring gear r3 that respectively mesh with the pinion gears. The third sun gear s3 is drive-coupled to rotate integrally with the second sun gear s2 of the second planetary gear mechanism PG2, and is selectively connected to the first sun gear s1 of the first planetary gear mechanism PG1 via the clutch C. Drive coupled. The third carrier ca3 is drive-coupled to rotate integrally with the input shaft I, and is drive-coupled to rotate integrally with the second ring gear r2 of the second planetary gear mechanism PG2. The third ring gear r3 is drive-coupled to rotate integrally with the output shaft O, and is drive-coupled to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2.

  The first differential gear device G1 is configured as a whole by connecting two of the three rotating elements of the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 so as to rotate integrally with each other. It is configured to operate integrally with four rotating elements. These four rotating elements are referred to 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 the rotation speed. In the present embodiment, the third ring gear r3 corresponds to the first rotating element e1, the second ring gear r2 and the third carrier ca3 that rotate integrally with each other correspond to the second rotating element e2, and the second carrier ca2 corresponds to the third rotating element e2. The second sun gear s2 and the third sun gear s3 that correspond to the rotating element e3 and rotate integrally with each other correspond to the fourth rotating element e4. The second ring gear r2 as the second rotation element e2 and the third carrier ca3 are input rotation elements Ei that are drivingly connected to the input shaft I. The third ring gear r3 as the first rotating element e1 is an output rotating element Eo that is drivingly connected to the output shaft O and the second rotating electrical machine MG2.

  The first planetary gear mechanism PG1 as the second differential gear device G2 is a single pinion type planetary gear mechanism including three rotating elements. That is, the first planetary gear mechanism PG1 includes a first carrier ca1 that supports a plurality of pinion gears, and a first sun gear s1 and a first ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The first sun gear s1 is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1, and the second sun gear s2 and the third planetary gear mechanism PG3 of the second planetary gear mechanism PG2 are connected via the clutch C. The third sun gear s3 is selectively driven and connected. The first carrier ca1 is selectively fixed to the case Dc as a non-rotating member by the brake B. The first ring gear r1 is drivingly connected so as to rotate integrally with the second carrier ca2 of the second planetary gear mechanism PG2. The three rotating elements of the first planetary gear mechanism PG1 are a first ring gear r1, a first carrier ca1, and a first sun gear s1, in the order of rotational speed. Accordingly, in the present embodiment, the first ring gear r1, the first carrier ca1, and the first sun gear s1 are respectively the first rotating element e1, the second rotating element e2, and the third rotating element e3 of the second differential gear device G2. It has become. Although details will be described later, the first sun gear s1 (the third of the second differential gear unit G2) is fixed in a state where the first carrier ca1 (the second rotating element e2 of the second differential gear unit G2) is fixed by the brake B. The second differential gear unit G2 is configured such that the rotational speed of the rotary element e3) is reduced and transmitted to the first ring gear r1 (first rotary element e1 of the second differential gear unit G2). That is, in the present embodiment, the second differential gear device G2 reverses the direction of the rotational speed of the first rotating electrical machine MG1 and decelerates the rotational speed of the first rotating electrical machine MG1 in the second continuously variable transmission mode. Then, it functions as a differential gear device for amplifying the MG1 torque T1 of the first rotating electrical machine MG1.

  As described above, in the present embodiment, the output shaft O and the second rotating electrical machine MG2 are drivingly connected to the first rotating element e1 of the first differential gear device G1, and the second rotating element of the first differential gear device G1. In the first embodiment, the input shaft I is drivingly connected to e2, and the third rotating element e3 of the first differential gear device G1 is drivingly connected to the first rotating element e1 of the second differential gear device G2. However, the fourth rotating element e4 of the first differential gear device G1 is selectively driven and connected to the third rotating element e3 of the second differential gear device G2 via the clutch C. This is different from the first embodiment. Similarly to the first embodiment, the second rotating element e2 of the second differential gear device G2 is selectively fixed to the case Dc as a non-rotating member by the brake B, and the second differential gear device G2 The first rotating electrical machine MG1 is drivingly connected to the third rotating element e3.

2-2. Next, a description will be given of modes that can be realized by the hybrid drive apparatus H according to the present embodiment. The operation table showing the operation states of the clutch C and the brake B in each mode in the hybrid drive device H is the same as FIG. FIGS. 11 to 15 are velocity diagrams showing the operating states of the first differential gear device G1 and the second differential gear device G2 in each mode. The description method of these velocity diagrams is the same as that in FIGS. 4 to 8 according to the first embodiment.

  As shown in FIGS. 11 and 12, in the first continuously variable transmission mode, two of the rotating elements of the first differential gear device G1 and the second differential gear device G2 are integrally rotated with each other. By connecting to the differential gear device G, the differential gear device G as a whole has five rotating elements and integrally operates as a torque distribution mechanism. Specifically, the third rotary element e3 of the first differential gear device G1 and the first rotary element e1 of the second differential gear device G2 are drivingly connected and the fourth differential gear device G1 The rotation element e4 and the third rotation element e3 of the second differential gear device G2 are drivingly connected. The input shaft I is drivingly connected to the second rotating element e2 of the first differential gear device G1, and the output shaft O and the second rotating electrical machine MG2 are drivingly connected to the first rotating element e1 of the first differential gear device G1. The first rotating electrical machine MG1 is drivably coupled to the third rotating element e3 of the second differential gear device G2 and the fourth rotating element e4 of the first differential gear device G1. Therefore, in this mode, the third rotating element e3 (first sun gear s1) of the second differential gear device G2 and the fourth rotating element e4 (second sun gear s2 and third sun gear s3) of the first differential gear device G1. Is the reaction force transmission element Em.

  On the other hand, as shown in FIGS. 14 and 15, in the second continuously variable transmission mode, in the first differential gear device G1 and the second differential gear device G2, only one rotary element rotates integrally with each other. And operate independently of each other. Specifically, only the third rotating element e3 of the first differential gear device G1 and the first rotating element e1 of the second differential gear device G2 are drivingly connected, and the other rotating elements are not drivingly connected. . In this state, the first differential gear device G1 operates as a torque distribution mechanism, and the second differential gear device G2 operates as a torque amplification mechanism. The input shaft I is drivingly connected to the second rotating element e2 of the first differential gear device G1, and the output shaft O and the second rotating electrical machine MG2 are drivingly connected to the first rotating element e1 of the first differential gear device G1. However, in the second continuously variable transmission mode, the first rotating electrical machine MG1 is connected to the first differential gear device G1 via the second differential gear device G2. The third rotary element e3 is drivably coupled. Therefore, in this mode, the third rotation element e3 (second carrier ca2) of the first differential gear device G1 is the reaction force transmission element Em.

  As shown in FIG. 13, the fixed gear ratio mode is a mode in which the rotational speed of the input shaft I can be changed at a constant gear ratio and the torque in the positive direction can be transmitted to the output shaft O. In the fixed gear ratio mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I. In any of the first continuously variable transmission mode, the second continuously variable transmission mode, and the fixed gear ratio mode, the second rotating electrical machine MG2 is drivingly connected to rotate integrally with the output shaft O. The MG2 torque T2 is always transmitted to the output shaft O. The second rotating electrical machine MG2 basically functions as an auxiliary rotating electrical machine that assists the torque transmitted from the first differential gear device G1 side to the output shaft O. Further, when the vehicle is decelerated, the second rotating electrical machine MG2 performs regenerative braking. However, since the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, the regenerative braking can also be performed efficiently.

  11 to 15, the interval between the vertical lines corresponding to each rotating element corresponds to the respective gear ratios of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3. Yes. Here, the gear ratio (= [number of teeth of the first sun gear s1] / [number of teeth of the first ring gear r1]) between the first sun gear s1 and the first ring gear r1 of the first planetary gear mechanism PG1 is λ1, The tooth number ratio (= [number of teeth of the second sun gear s2] / [number of teeth of the second ring gear r2]) between the second sun gear s2 and the second ring gear r2 of the two planetary gear mechanism PG2 is λ2, and the third planetary gear mechanism The tooth number ratio between the third sun gear s3 of PG3 and the third ring gear r3 (= [the number of teeth of the third sun gear s3] / [the number of teeth of the third ring gear r3]) is λ3. These tooth ratios λ1, λ2, and λ3 are appropriately set in consideration of the characteristics of the engine E, the first rotating electrical machine MG1, and the second rotating electrical machine MG2, the vehicle weight, and the like.

  Incidentally, as described above, in the first continuously variable transmission mode, the first differential gear device G1 and the second differential gear device G2 operate integrally, and function as a torque distribution mechanism including five rotation elements as a whole. To do. In the second continuously variable transmission mode, the first differential gear device G1 and the second differential gear device G2 are configured to operate separately. In this state, as described above, the first differential gear device G1 functions as a torque distribution mechanism, and the second differential gear device G2 functions as a torque amplification mechanism. Therefore, in the lower part of FIGS. 11 to 15, as the gear ratio of the differential gear device G for realizing these functions, the gear ratio λs for the first continuously variable transmission mode, the gear ratio for the second continuously variable transmission mode, The tooth number ratio λt and the torque amplification tooth number ratio λu are shown. The tooth number ratios λs, λt, and λu are determined according to the above-described tooth number ratios λ1, λ2, and λ3 as described later.

  The gear ratio λs for the first continuously variable transmission mode is obtained when the input torque TE is transmitted to the output shaft O in the differential gear device G functioning as a torque distribution mechanism in the state where the first continuously variable transmission mode is realized. This is the gear ratio that determines the torque conversion ratio (first torque conversion ratio Rt1). The first torque conversion ratio Rt1 is calculated based on the first rotation element e1 (third ring gear r3) of the first differential gear device G1 and the second rotation element e2 (first rotation) of the first differential gear device G1. The distance between the two ring gear r2 and the third carrier ca3) and the second rotational element e2 (second ring gear r2 and third carrier ca3) of the first differential gear device G1 and the first of the first differential gear device G1. It is determined according to the distance between the four rotating elements e4 (second sun gear s1 and third sun gear s3). In this example, the gear ratio λs for the first continuously variable transmission mode is equal to the gear ratio λ3 of the third planetary gear mechanism PG3.

The gear ratio λt for the second continuously variable transmission mode is such that the input torque TE is transmitted to the output shaft O in the first differential gear device G1 functioning as a torque distribution mechanism in a state in which the second continuously variable transmission mode is realized. This is the gear ratio that determines the torque conversion ratio (second torque conversion ratio Rt2). The second torque conversion ratio Rt2 is calculated based on the first rotation element e1 (third ring gear r3) of the first differential gear device G1 and the second rotation element e2 (first rotation) of the first differential gear device G1. The distance between the two ring gear r2 and the third carrier ca3) and the second rotational element e2 (second ring gear r2 and third carrier ca3) of the first differential gear device G1 and the first of the first differential gear device G1. It is determined according to the distance from the three-rotating element e3 (second carrier ca2). In this example, the gear ratio λt for the second continuously variable transmission mode is the gear ratio λ1 of the first planetary gear mechanism PG1, the gear ratio λ2 of the second planetary gear mechanism PG2, and the teeth of the third planetary gear mechanism PG3. It is expressed by the following formula (8) using the number ratio λ3.
λt = {λ3 · (1 + λ1 + λ2 + λ1 · λ2)} / {λ2 · (1 + λ1)}
... (8)

  The torque amplification tooth ratio λu is obtained when the MG1 torque T1 of the first rotating electrical machine MG1 is amplified in the second differential gear device G2 functioning as a torque amplification mechanism in a state where the second continuously variable transmission mode is realized. It is the number ratio of teeth that determines the amplification factor A. The amplification factor A is calculated based on the first rotational element e1 (first ring gear r1) of the second differential gear device G2 and the second rotational element e2 (first carrier ca1) of the second differential gear device G2. ) Between the second rotary element e2 (first carrier ca1) of the second differential gear unit G2 and the third rotary element e3 (first sun gear s1) of the second differential gear unit G2. It depends on the distance. In this example, the torque amplification tooth number ratio λu is equal to the tooth number ratio λ1 of the first planetary gear mechanism PG1. The amplification factor A is expressed as the reciprocal of the torque amplification tooth number ratio λu.

  These tooth ratios are set so as to realize a predetermined torque conversion ratio in a state where each mode is realized so that the above-described three modes can be appropriately realized. In the present embodiment, as an example, the gear ratios λ1, λ2, and λ3 of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are λ1 = 0.5, λ2 = 0. 5, λ3 = 0.33. At this time, the first continuously variable transmission mode tooth ratio λs, the second continuously variable transmission mode tooth ratio λt, and the torque amplification tooth number ratio λu are λs = 0.33, λt = 1.0, λu. = 0.5. That is, λs, λt, and λu are set to the same values as in the first embodiment. Therefore, also in the present embodiment, the first torque conversion ratio Rt1 and the second torque conversion ratio Rt2 are respectively the same values as the first torque conversion ratio Rt1 and the second torque conversion ratio Rt2 in the first embodiment. Become. Also in the present embodiment, the first reaction force torque ratio Rr1 and the second reaction force torque ratio Rr2 are configured to have substantially the same value. For this reason, in the following description of each mode, description regarding the torque conversion ratio and reaction force torque ratio is omitted.

2-3. First continuously variable transmission mode In the first continuously variable transmission mode, the torque of the first rotating electrical machine MG1 is used as a reaction force to transmit the torque of the input shaft I (engine E) to the output shaft O, and the first continuously variable transmission mode serves as a reaction force receiver. This is a mode in which the rotational speed of the input shaft I is steplessly changed by changing the rotational speed of the rotating electrical machine MG1, and torque in the positive direction is transmitted to the output shaft O. As shown in FIG. 3, the first continuously variable transmission mode is realized by setting the clutch C to the engaged state and setting the brake B to the released state. In the first continuously variable transmission mode, when the clutch C is engaged, the fourth rotating element e4 (second sun gear s2 and third sun gear s3) of the first differential gear device G1 and the second differential gear. The third rotating element e3 (first sun gear s1) of the apparatus is drivingly connected so as to rotate integrally. As a result, the first differential gear device G1 and the second differential gear device G2 operate in an integrated manner, and as shown in FIGS. 11 and 12, all the first planetary gear mechanisms PG1 on the velocity diagram are displayed. The lines representing the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 are collinear. In the first continuously variable transmission mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the negative direction as a reaction force torque in the entire region. On the other hand, the second rotating electrical machine MG2 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the first continuously variable transmission mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio (first torque conversion ratio Rt1) larger than that in the second continuously variable transmission mode described later.

  In the first continuously variable transmission mode, as shown in FIGS. 11 and 12, lines representing the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram. All the planetary gear mechanisms PG <b> 1 to PG <b> 3 constituting the differential gear device G are integrally operated as a torque distribution mechanism. Therefore, the differential gear device G is in a state having a total of five rotating elements. However, in the first continuously variable transmission mode, of the five rotating elements of the differential gear device G, the first rotating element e1 of the first differential gear device G1 and the first of the first differential gear device G1 are substantially the same. The mode is realized using only the two rotation elements e2 and the three rotation elements of the fourth rotation element e4 of the first differential gear device G1 (the third rotation element e3 of the second differential gear device G2). . Of these three rotating elements, the second ring gear r2 and the third carrier ca3 (second rotating element e2 of the first differential gear device G1) that are intermediate in order of the rotational speed are drivingly connected to the input shaft I. The input rotation element Ei. Further, the third ring gear r3 (the first rotating element e1 of the first differential gear device G1) that is one side in the order of the rotating speed with respect to the input rotating element Ei is connected to the output shaft O and the second rotating electrical machine MG2. The output rotation element Eo that is drive-coupled, and the first sun gear s1, the second sun gear s2, and the third sun gear s3 that are on the other side in the order of the rotation speed (the fourth rotation element e4 and the fourth rotation element e4 of the first differential gear device G1). The third rotating element e3) of the two differential gear device G2 is a reaction force transmitting element Em that is drivingly connected to the first rotating electrical machine MG1. In the first continuously variable transmission mode, the first rotating electrical machine MG1 and the first sun gear s1, the second sun gear s2, and the third sun gear s3 that are the reaction force transmission elements Em are drivingly coupled so as to rotate integrally. Therefore, the rotation speed and torque of the first rotating electrical machine MG1 are transmitted as they are to the reaction force transmission element Em. At this time, the engine E outputs a positive torque 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 small (generally along the optimum fuel consumption characteristics). Torque is transmitted as input torque TE to the input rotation element Ei via the input shaft I. The first rotating electrical machine MG1 generates a negative MG1 torque T1 throughout the first continuously variable transmission mode, and functions as a reaction force receiver for the input torque TE. Thereby, the differential gear device G distributes the input torque TE to the output rotating element Eo and the first rotating electrical machine MG1, and uses the MG1 torque T1 as a reaction force to attenuate the torque attenuated with respect to the input rotating element TE. To communicate.

  In the first continuously variable transmission mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the negative direction. As shown in FIG. 11, the rotation speed of the first rotating electrical machine MG <b> 1 is positive during low-speed traveling including a state where the rotation speed of the output shaft O is zero (when the vehicle starts). Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 decreases. Then, after passing through a point where the rotational speed of the first rotating electrical machine MG1 becomes zero, as shown in FIG. 12, the rotational speed of the first rotating electrical machine MG1 becomes negative. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is positive, and functions as a motor and powers when the rotational speed is negative. The point at which the rotation speed of the first rotating electrical machine MG1 becomes zero is that the work of the input shaft I (engine E) is not converted into electric power, that is, electric conversion is not performed. Therefore, in the present embodiment, this point is referred to as “non-electric conversion point” for convenience.

  On the other hand, the second rotary electric machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, and is basically input to be transmitted to the output shaft O by outputting a positive torque (MG2 torque T2). Assist with respect to the torque of the shaft I (engine E). However, as will be described later, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. Further, since the second rotating electrical machine MG2 is drivingly connected to the output shaft O so as to rotate integrally, regenerative braking can be efficiently performed even when the vehicle is decelerated.

  In the first continuously variable transmission mode, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs a torque (MG2 torque T2) having a direction corresponding to the operating state of the first rotating electrical machine MG1. That is, as shown in FIG. 11, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is generated by the first rotating electrical machine MG1. It consumes electric power and functions as a motor to power, and outputs a positive torque. On the other hand, as shown in FIG. 12, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. Moreover, although illustration is abbreviate | omitted, MG2 torque T2 which the 2nd rotary electric machine MG2 outputs is set to zero in the non-electric conversion point where the rotational speed of the 1st rotary electric machine MG1 becomes zero. As a result, the power balance of the entire hybrid control device H in the first continuously variable transmission mode can be basically zero. Therefore, since the state of charge of the battery 21 as the power storage device can be made not to fluctuate greatly, the first continuously variable transmission mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases, the rotation speed of the first rotating electrical machine MG1 changes from positive to negative through zero. Then, the second rotating electrical machine MG2 changes from a state in which positive torque is output to a state in which negative torque is output through a zero torque state.

  As described above, in the first continuously variable transmission mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is attenuated by the first torque conversion ratio Rt1 and transmitted to the output shaft O. It is a mode to do. The first torque conversion ratio Rt1 is larger than the torque conversion ratio (second torque conversion ratio Rt2) in the second continuously variable transmission mode described later. Therefore, the first continuously variable transmission mode is suitable as a low speed mode used in a region where the vehicle speed is the lowest. In the present embodiment, the first continuously variable transmission mode is selectively fixed to the case Dc as a non-rotating member by the brake B from the state where the rotational speed of the output shaft O is zero (when the vehicle starts). It is used until the rotational speed of the second rotating element e2 (first carrier ca1) of the second differential gear device G2 that is configured becomes zero. Specifically, in the first continuously variable transmission mode, when the rotational speed of the engine E is constant, the rotational speed of the first rotating electrical machine MG1 is reduced from the state where the rotational speed of the output shaft O is zero, The vehicle is started by gradually increasing the rotational speeds of the output shaft O and the second rotating electrical machine MG2. If the rotation speed of the output shaft O increases and the brake B is engaged when the rotation speed of the second rotation element e2 (first carrier ca1) of the second differential gear device G2 coincides with zero, The continuously variable transmission mode is switched to the fixed transmission ratio mode. If the clutch C is released simultaneously with the engagement of the brake B, the first continuously variable transmission mode is switched to the second continuously variable transmission mode. The mode switching is synchronous switching in which the engaging members on both sides of the brake B engaged at this time are engaged with the same rotational speed. That is, in the present embodiment, the first rotating electrical machine MG1 is in the first continuously variable transmission mode, and the rotational speed of the output shaft O goes from the positive state to the zero state as the rotational speed of the output shaft O increases from the zero state. It becomes a negative state, and the synchronous switching point between the first continuously variable transmission mode and the second continuously variable transmission mode is set to an operation state in which the rotational speed of the first rotating electrical machine MG1 is negative. It is also possible to perform mode switching by engaging the brake B in a state where the rotation speed of the second rotation element e2 (first carrier ca1) of the second differential gear device G2 does not coincide with zero.

2-4. Fixed gear ratio mode The fixed gear ratio mode is a mode in which the rotational speed of the input shaft I can be changed at a constant gear ratio to transmit a positive torque to the output shaft O. As shown in FIG. 3, the fixed gear ratio mode is realized by engaging both the brake B and the clutch C. In the fixed gear ratio mode, when the clutch C is engaged, the fourth rotating element e4 (second sun gear s2 and third sun gear s3) of the first differential gear device G1 and the second differential gear device. The third rotating element e3 (first sun gear s1) is driven and connected so as to rotate integrally. As a result, the first differential gear device G1 and the second differential gear device G2 are in a state of operating integrally, and as shown in FIG. 13, all the first planetary gear mechanisms PG1 and second on the velocity diagram. The lines representing the planetary gear mechanism PG2 and the third planetary gear mechanism PG3 are collinear. Then, when the brake B is engaged, the first carrier ca1 is fixed to the case Dc. Thereby, in the fixed gear ratio mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I. Therefore, in the fixed gear ratio mode, the vehicle can travel by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. It becomes possible. Here, the rotational speed of the input shaft I is increased and transmitted to the output shaft O. The torque conversion ratio in this mode is a value between the first torque conversion ratio Rt1 and the second torque conversion ratio Rt2.

  At this time, the engine E is controlled to output an appropriate rotational speed and torque (input torque TE) according to the vehicle speed and the required driving force. Further, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are basically controlled to rotate at a rotational speed determined according to the rotational speed of the input shaft I (engine E) but not to output torque. . That is, in this fixed gear ratio mode, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 basically do not function as either a motor or a generator, and do not perform power running or power generation. However, when the torque of the engine E is insufficient with respect to the required driving force, one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be powered as a motor. In addition, when the amount of charge of the battery 21 is insufficient, it is possible to generate power using one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 as a generator. Alternatively, it is possible to cause one of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 to generate power as a generator and use the power obtained by the power generation to power the other as a motor.

  As described above, in the fixed gear ratio mode, all the planetary gear mechanisms PG1 to PG3 constituting the differential gear device G operate integrally, so that the output is proportional to the rotational speed of the input shaft I. In this mode, the rotational speeds of the shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined, and the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O. . Therefore, in the fixed gear ratio mode, it is possible to travel by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Therefore, when the load from the wheel W acting on the output shaft O is large, it is possible to suppress the heat generation of the first rotating electrical machine MG1 and the second rotating electrical machine MG2, so that this mode is suitable for climbing and traction. It has become. In addition, since loss due to conversion of the work of the input shaft I (engine E) into electric power (electric conversion) by a rotating electrical machine can be suppressed, it is also possible for cruising at a constant vehicle speed with little change in required driving force. It is a suitable mode. Further, this fixed gear ratio mode is obtained by further engaging the brake B from the first continuously variable transmission mode realized by the clutch C being engaged, or by bringing the brake B into the engaged state. This is realized by further engaging the clutch C from the second continuously variable transmission mode that is realized. Therefore, this fixed gear ratio mode is used when switching from the first continuously variable transmission mode to the second continuously variable transmission mode or when switching synchronously when switching from the second continuously variable transmission mode to the first continuously variable transmission mode. It is also used as an intermediate mode that is temporarily executed.

2-5. Second continuously variable transmission mode In the second continuously variable transmission mode, the torque of the first rotating electrical machine MG1 is used as a reaction force to transmit the torque of the input shaft I (engine E) to the output shaft O, and the first continuously variable transmission mode is a reaction force receiver. This is a mode in which the rotational speed of the input shaft I is steplessly changed by changing the rotational speed of the rotating electrical machine MG1, and torque in the positive direction is transmitted to the output shaft O. As shown in FIG. 3, the second continuously variable transmission mode is realized by setting the brake B to the engaged state and the clutch C to the released state. In the second continuously variable transmission mode, when the brake B is engaged, the second rotating element e2 (first carrier ca1) of the second differential gear device G2 is fixed to the case Dc. On the other hand, since the clutch C is in the disengaged state, the first differential gear device G1 and the second differential gear device G2 operate separately, unlike the first continuously variable transmission mode and the fixed gear ratio mode. It becomes a state. Therefore, as shown in FIGS. 14 and 15, the line representing the first differential gear device G1 (second planetary gear mechanism PG2 and third planetary gear mechanism PG3) on the velocity diagram, and the second differential gear device. The line representing G2 (first planetary gear mechanism PG1) is not basically collinear. In the second continuously variable transmission mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction as the reaction torque across the entire area. On the other hand, the second rotating electrical machine MG2 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the second continuously variable transmission mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio (second torque conversion ratio Rt2) smaller than that in the first continuously variable transmission mode.

  In the second continuously variable transmission mode, the first differential gear device G1 is configured such that the second planetary gear mechanism PG2 and the third planetary gear mechanism PG3 integrally distribute torque as shown as a straight line G1 in FIGS. It will be in the state which operate | moves as a mechanism. Then, the second ring gear r2 and the third carrier ca3 (the second rotating element e2 of the first differential gear device G1) that are intermediate in the order of the rotating speed are the input rotating elements Ei that are drivingly connected to the input shaft I. Yes. Further, the third ring gear r3 (the first rotating element e1 of the first differential gear device G1) that is one side in the order of the rotating speed with respect to the input rotating element Ei is connected to the output shaft O and the second rotating electrical machine MG2. The output rotation element Eo that is drive-coupled and the second carrier ca2 (the third rotation element e3 of the first differential gear device G1) on the other side in the order of the rotation speed is the MG1 torque T1 of the first rotating electrical machine MG1. The reaction force transmission element Em is transmitted through the two differential gear device G2. Thus, in the second continuously variable transmission mode, the reaction force transmission element Em that functions as a reaction force receiver is a different rotational element from that in the first continuously variable transmission mode. In other words, the differential gear device (first differential gear device G1) that functions as a torque distribution mechanism in the second continuously variable transmission mode has at least four (four in this example) rotating elements. It is. On the other hand, the differential gear device (differential gear device G) functioning as a torque distribution mechanism in the first continuously variable transmission mode is also a differential gear device having at least four (in this example, five) rotating elements. When comparing the differential gear device (differential gear device functioning as a torque distribution mechanism) in the first continuously variable transmission mode and the second continuously variable transmission mode, the input rotation element Ei and the output rotation element Eo are the same. Although it is a rotation element, the rotation element (reaction force transmission element Em) which transmits the torque from the first rotating electrical machine MG1 is different from each other.

  At this time, the engine E outputs a positive torque corresponding to the required driving force while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics). An input torque TE is transmitted to the input rotation element Ei via the input shaft I. Further, the first rotating electrical machine MG1 functions as a reaction force receiver for the input torque TE by generating a positive MG1 torque T1 throughout the second continuously variable transmission mode. Thereby, the differential gear device G distributes the input torque TE to the output rotating element Eo and the first rotating electrical machine MG1, and uses the MG1 torque T1 as a reaction force to attenuate the torque attenuated with respect to the input rotating element TE. To communicate.

  Further, in the second continuously variable transmission mode, the second differential gear device G2 reverses the direction of the torque of the first rotating electrical machine MG1 and amplifies the torque of the first rotating electrical machine MG1 to thereby increase the first differential gear device G1. To the third rotating element e3 (second carrier ca2). That is, the second differential gear device G2 operates as a torque amplification mechanism. As described above, since the first rotating electrical machine MG1 outputs a positive torque (MG1 torque T1), a negative torque is transmitted to the second carrier ca2. As shown as straight line PG1 (G2) in FIGS. 14 and 15, in the second differential gear device G2, the first carrier ca1, which is intermediate in the order of rotational speed, is fixed to the case Dc by the brake B and becomes one end. The first rotary electric machine MG1 is drivingly connected to the first sun gear s1. For this reason, the MG1 torque T1 whose direction is reversed is transmitted to the first ring gear r1, which is the other end in the order of the rotational speed. That is, a negative intermediate torque generated by the MG1 torque T1 of the first rotating electrical machine MG1 is applied to the third rotating element e3 (second carrier ca2) of the first differential gear device G1 that rotates integrally with the first ring gear r1. TM is transmitted, and this intermediate torque TM becomes a reaction force against the torque of the input shaft I. In the present embodiment, the second differential gear device G2 is configured to decelerate the rotational speed of the first rotating electrical machine MG1 and amplify the torque of the first rotating electrical machine MG1 and transmit it to the second carrier ca2. . Specifically, using the amplification factor A, the MG1 torque T1 is amplified A times and transmitted to the second carrier ca2. As described above, since λu = 0.5 in the present embodiment, the amplification factor A is “2”. Therefore, the MG1 torque T1 of the first rotating electrical machine MG1 is amplified twice and transmitted to the second carrier ca2. That is, in the present embodiment, the intermediate torque TM is a negative torque having twice the magnitude of the MG1 torque T1.

  In the second continuously variable transmission mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the positive direction. Then, when the rotation speed of the output shaft O is relatively low, the rotation speed of the first rotating electrical machine MG1 is negative as shown in FIG. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 increases. Then, after passing through a point where the rotational speed of the first rotating electrical machine MG1 becomes zero, the rotational speed of the first rotating electrical machine MG1 becomes positive as shown in FIG. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is negative, and functions as a motor and powers when the rotational speed is positive. Note that the point at which the rotation speed of the first rotating electrical machine MG1 becomes zero is a non-electric conversion point at which no electric conversion is performed, as in the first continuously variable transmission mode.

  Incidentally, as described above, in the first continuously variable transmission mode, as the rotation speed of the output shaft O increases, the rotation speed of the first rotating electrical machine MG1 changes from a positive state to a zero state and then becomes a negative state. Further, in the second continuously variable transmission mode, as the rotational speed of the output shaft O increases, the rotational speed of the first rotating electrical machine MG1 changes from a negative state to a zero state to a positive state. Thus, the hybrid drive device H according to the present embodiment passes through the non-electric conversion point where the rotation speed of the first rotating electrical machine MG1 becomes zero in both the first continuously variable transmission mode and the second continuously variable transmission mode. In the first continuously variable transmission mode and the second continuously variable transmission mode, the direction of change in the rotational speed of the first rotating electrical machine MG1 accompanying the increase in the rotational speed of the output shaft O is reversed. ing. This suppresses an increase in the absolute value of the rotation speed of the first rotating electrical machine MG1 that functions as a reaction force receiver. Therefore, the loss at the time of converting the work of the input shaft I (engine E) into electric power is suppressed, and the energy efficiency of the hybrid drive device H can be improved.

  On the other hand, the second rotary electric machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, and is basically input to be transmitted to the output shaft O by outputting a positive torque (MG2 torque T2). Assist with respect to the torque of the shaft I (engine E). However, as will be described later, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. Further, since the second rotating electrical machine MG2 is drivingly connected to the output shaft O so as to rotate integrally, regenerative braking can be efficiently performed even when the vehicle is decelerated.

  In the second continuously variable transmission mode, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs a torque (MG2 torque T2) having a direction corresponding to the operating state of the first rotating electrical machine MG1. That is, as shown in FIG. 14, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is generated by the first rotating electrical machine MG1. It consumes electric power and functions as a motor to power and output torque in the positive direction. On the other hand, as shown in FIG. 15, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. Moreover, although illustration is abbreviate | omitted, MG2 torque T2 which the 2nd rotary electric machine MG2 outputs is set to zero in the non-electric conversion point where the rotational speed of the 1st rotary electric machine MG1 becomes zero. As a result, the power balance of the entire hybrid control device H in the first continuously variable transmission mode can be basically zero. Therefore, since the state of charge of the battery 21 as the power storage device can be made not to fluctuate greatly, the second continuously variable transmission mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases, the rotation speed of the first rotating electrical machine MG1 changes from negative to positive through zero. Then, the second rotating electrical machine MG2 changes from a state in which positive torque is output to a state in which negative torque is output through a zero torque state.

  As described above, in the second continuously variable transmission mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is attenuated by the second torque conversion ratio Rt2 and transmitted to the output shaft O. It is a mode to do. The second torque conversion ratio Rt2 is smaller than the torque conversion ratio (first torque conversion ratio Rt1) in the first continuously variable transmission mode. Therefore, the second continuously variable transmission mode is suitable as a high-speed mode used in a region where the vehicle speed is relatively high. In the present embodiment, in the second continuously variable transmission mode, in the first continuously variable transmission mode, the rotational speed of the first rotating electrical machine MG1 decreases so as to gradually increase the rotational speed of the output shaft O, and the second differential gear. It is used in a state where the rotational speed of the output shaft O is higher than the state where the rotational speed of the first carrier ca1, which is the second rotational element e2 of the device G2, coincides with zero. Specifically, in the second continuously variable transmission mode, when the rotational speed of the engine E is constant, the rotational speed of the first rotating electrical machine MG1 is increased from the state where the rotational speed of the first carrier ca1 matches zero. Thus, the vehicle is accelerated by increasing the rotational speeds of the output shaft O and the second rotating electrical machine MG2. Further, by increasing the rotational speed of the input shaft I (engine E) or decreasing the rotational speed of the output shaft O and the second rotating electrical machine MG2, the fourth rotational element e4 (first rotation) of the first differential gear device G1. If the rotational speed of the second sun gear s2 and the third sun gear s3) is matched with the rotational speed of the third rotational element e3 (first sun gear s1) of the second differential gear device G2, the clutch C is engaged. The second continuously variable transmission mode is switched to the fixed transmission ratio mode. If the brake B is released simultaneously with the engagement of the clutch C, the second continuously variable transmission mode is switched to the first continuously variable transmission mode. These mode switching is synchronous switching in which the engaging members on both sides of the clutch C engaged at this time are engaged in the same rotational speed. The rotational speed of the fourth rotating element e4 (second sun gear s2 and third sun gear s3) of the first differential gear apparatus G1 and the third rotating element e3 (first sun gear s1) of the second differential gear apparatus G2 are shown. It is also possible to switch the mode by engaging the clutch C in a state in which the rotation speed does not match.

3. Other Embodiments (1) In the above embodiment, the hybrid drive device H includes a case where the first continuously variable transmission mode, the second continuously variable transmission mode, and the fixed gear ratio mode can be switched. Described as an example. However, the embodiment of the present invention is not limited to this, and in addition to the above three modes, another mode may be provided so as to be switchable. One. In addition, the hybrid drive device H may be configured to include the first continuously variable transmission mode and the second continuously variable transmission mode so as not to be provided with the fixed transmission ratio mode but to switch between the first continuously variable transmission mode and the second continuously variable transmission mode. One of the forms.

(2) In the above embodiment, in the first continuously variable transmission mode, the ratio of the magnitude of the torque output by the first rotating electrical machine MG1 as the reaction torque against the input torque TE and the magnitude of the input torque TE (first counter Force torque ratio Rr1) and the ratio of the magnitude of the torque output by the first rotary electric machine MG1 as the reaction torque with respect to the input torque TE in the second continuously variable transmission mode (the second reaction force torque ratio). The case where Rr2) is configured to be equal to each other has been described as an example. However, the embodiment of the present invention is not limited to this, and the number of teeth of the differential gear device G is such that the first reaction force torque ratio Rr1 and the second reaction force torque ratio Rr2 are different from each other. A configuration in which a ratio is set may be used. Even in this case, the difference in the magnitude of the reaction torque of the first rotating electrical machine can be reduced between the first continuously variable transmission mode and the second continuously variable transmission mode, and the size of the first rotating electrical machine can be increased. Can be suppressed.

(3) The differential gear device G (the first differential gear device G1 and the second differential gear device G2) described in each of the above embodiments, the first planetary gear mechanism PG1 and the second planetary gears constituting them. The configurations of the gear mechanism PG2 and the third planetary gear mechanism PG3 and the arrangement configuration of the engaging elements with respect to each of these rotating elements are merely examples, and the configuration of the present invention can be realized by configurations other than those described above. All configurations are within the scope of the present invention. For example, in the first embodiment, the third planetary gear mechanism PG3 constituting the first differential gear device G1 may be a single pinion type planetary gear mechanism, which is one of the preferred embodiments of the present invention. It is.

  The present invention is suitable for a hybrid drive device including an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device. Can be used.

B: Brake (friction engagement element)
C: Clutch (friction engagement element)
Dc: Case (non-rotating member)
E: Engine Ei: Input rotation element Eo: Output rotation element G: Differential gear device G1: First differential gear device G2: Second differential gear device H: Hybrid drive device I: Input shaft (input member)
MG1: First rotating electrical machine MG2: Second rotating electrical machine O: Output shaft (output member)
TE: Input torque W: Wheel

Claims (16)

An input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device,
With respect to at least four rotating elements of the differential gear device, an intermediate rotating element is driven and connected to the input member in the order of the rotating speed, and one of the rotating elements is in the order of rotating speed with respect to the input rotating element. The rotation element on the side is an output rotation element that is drivingly connected to the output member and the second rotating electrical machine,
Torque from the first rotating electrical machine is transmitted to one of the other rotating elements in the order of rotational speed with respect to the input rotating element, and the torque from the first rotating electrical machine is used as a reaction torque from the input member. In the continuously variable transmission mode in which the input torque transmitted to the input rotating element is transmitted to the output rotating element, the rotating torque transmitting torque from the first rotating electrical machine is different and the input torque is applied to the output member. The torque conversion ratio at the time of transmission is provided to be switchable between a first continuously variable transmission mode and a second continuously variable transmission mode,
In the second continuously variable transmission mode, the torque conversion ratio is set to a value on the torque attenuation side with respect to the first continuously variable transmission mode, and the rotational speed of the first rotating electrical machine is decelerated. A hybrid drive device configured to amplify the torque of the first rotating electrical machine and transmit the amplified torque to the rotating element on the other side of the differential gear device.   2. The hybrid device according to claim 1, wherein in the first continuously variable transmission mode, the rotational speed and torque of the first rotating electrical machine are directly transmitted to the rotating element on the other side.   3. The hybrid drive device according to claim 1, wherein in the second continuously variable transmission mode, the rotation speed and torque of the first rotating electrical machine are reversed in direction and transmitted to the rotation element on the other side.   The first rotating electrical machine outputs a negative torque as a reaction force against the input torque in the first continuously variable transmission mode, and a positive direction as a reaction force against the input torque in the second continuously variable transmission mode. The hybrid drive device according to claim 3 which outputs torque. When switching between the first continuously variable transmission mode and the second continuously variable transmission mode, the engagement members on both sides of the friction engagement elements engaged at the time of switching are engaged with each other in the same state. Synchronized switching is possible,
In the first continuously variable transmission mode, the first rotating electrical machine is changed from a positive state to a negative state through a zero state as the rotational speed of the output member increases from a zero state.
5. The hybrid drive device according to claim 4, wherein a synchronization switching point between the first continuously variable transmission mode and the second continuously variable transmission mode is set to an operation state in which a rotation speed of the first rotating electrical machine is negative. .   In the first continuously variable transmission mode, the ratio between the magnitude of the torque output by the first rotating electrical machine as a reaction torque against the input torque and the magnitude of the input torque, and the first rotation in the second continuously variable transmission mode. The hybrid drive device according to claim 4 or 5, wherein a ratio of a magnitude of a torque output as a reaction torque with respect to the input torque by an electric machine and a magnitude of the input torque are equal to each other.   7. The fixed transmission gear ratio mode according to claim 1, further comprising a fixed transmission gear ratio mode capable of changing the rotational speed of the input member at a constant transmission gear ratio and transmitting a positive torque to the output member. 8. Hybrid drive device.   The hybrid drive device according to claim 7, wherein switching between the first continuously variable transmission mode and the second continuously variable transmission mode is performed through the fixed transmission ratio mode.   The differential gear device includes a first differential gear device for transmitting the input torque to the output rotating element at a predetermined torque conversion ratio, and a torque of the first rotating electrical machine as a reaction torque with respect to the input torque. The hybrid drive device according to any one of claims 1 to 8, further comprising a second differential gear device for transmitting to any one of the rotating elements of the first differential gear device.   The second differential gear device reverses the direction of the rotational speed of the first rotating electrical machine and decelerates the rotational speed of the first rotating electrical machine in the second continuously variable transmission mode. The hybrid drive device according to claim 9, which is a differential gear device for amplifying the torque of the motor. The first differential gear device includes a first rotation element, a second rotation element, a third rotation element, and a fourth rotation element in the order of rotation speed, and the second differential gear device includes a first rotation element in the order of rotation speed. Comprising one rotating element, a second rotating element, and a third rotating element;
The output member and the second rotating electrical machine are drivingly connected to the first rotating element of the first differential gear device, the input member is drivingly connected to the second rotating element of the first differential gear device, and the first A third rotating element of one differential gear device is drivingly connected to a first rotating element of the second differential gear device, and a fourth rotating element of the first differential gear device is a second rotating gear of the second differential gear device. Selectively drivingly connected to the second rotating element or the third rotating element via a clutch,
The second rotating element of the second differential gear device is selectively fixed to a non-rotating member by a brake, and the first rotating electric machine is drivingly connected to the third rotating element of the second differential gear device. Item 11. The hybrid drive device according to Item 9 or 10. An input member drivingly connected to the engine, an output member drivingly connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a first differential gear device, and a second differential gear device. A hybrid drive unit,
The first differential gear device includes a first rotation element, a second rotation element, a third rotation element, and a fourth rotation element in the order of rotation speed, and the second differential gear device includes a first rotation element in the order of rotation speed. Comprising one rotating element, a second rotating element, and a third rotating element;
The output member and the second rotating electrical machine are drivingly connected to the first rotating element of the first differential gear device, the input member is drivingly connected to the second rotating element of the first differential gear device, and the first A third rotating element of one differential gear device is drivingly connected to a first rotating element of the second differential gear device, and a fourth rotating element of the first differential gear device is a second rotating gear of the second differential gear device. Selectively drivingly connected to the second rotating element or the third rotating element via a clutch,
A second rotating element of the second differential gear device is selectively fixed to a non-rotating member by a brake, and the first rotating electric machine is drivingly connected to a third rotating element of the second differential gear device;
When the second rotation element of the second differential gear device is fixed by the brake, the rotation speed of the third rotation element of the second differential gear device is reduced and the first rotation of the second differential gear device is performed. A hybrid drive device in which the second differential gear device is configured to be transmitted to an element.   The hybrid drive device according to claim 12, wherein the fourth rotary element of the first differential gear device is selectively driven and connected to the second rotary element of the second differential gear device via the clutch.   The rotational speed of the input member is changed by bringing the clutch into an engaged state and releasing the brake and changing the rotational speed of the first rotating electrical machine while outputting a negative torque to the first rotating electrical machine. 14. The hybrid drive device according to claim 12, wherein the first continuously variable transmission mode in which a forward torque is transmitted to the output member while being continuously variable is executable.   The rotation speed of the input member is changed by changing the rotation speed of the first rotating electric machine while the brake is engaged and the clutch is released and the first rotating electric machine outputs a positive torque. The hybrid drive apparatus according to claim 12, further comprising a second continuously variable transmission mode that transmits a torque in a positive direction to the output member while continuously shifting the speed.   The fixed gear ratio mode in which both the brake and the clutch are engaged, and the rotational speed of the input member is shifted at a constant gear ratio to transmit a positive torque to the output member is executable. The hybrid drive device according to any one of 12 to 15.

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