JP2011063136A - Driving device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device for a hybrid vehicle allowing miniaturization of the device. <P>SOLUTION: This driving device 1 for the hybrid vehicle includes a power-dividing planetary gear mechanism 25 capable of dividing power generated in an engine 3 into an output side and an MG1 side, and also includes a gear-changing planetary gear mechanism 31 capable of transmitting the power generated in the engine 3 to the output side through two paths, one brake B1, and two clutches of a clutch C1 and a clutch C2. Thereby, by the brake B1 and a changeover between engagement and release of the clutches C1, C2, a travel mode in the travel of the vehicle can be changed over, and a gear change when transmitting the power generated in the engine 3 to the output side can be performed. Accordingly, when using the engine 3 and MG2 used as an electric motor as power sources in the travel of the vehicle, a desired travel state can be obtained with a minimum configuration. As a result, the device can be miniaturized. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a drive device for a hybrid vehicle.

  In recent years, a hybrid vehicle that combines an engine that is an internal combustion engine and a motor generator as a prime mover when the vehicle travels from the viewpoints of environmental conservation, fuel resource saving, and practicality when actually using the vehicle. Demand is growing. In such a hybrid vehicle, a desired driving force is obtained by adjusting the output of the engine and the output of the motor generator. However, in a conventional hybrid vehicle, two motor generators, an engine, The difference in the rotational speed between the engine and the axle is differentially absorbed by one motor generator.

  For example, the hybrid vehicle drive structure described in Patent Document 1 includes two motor generators MG1 and MG2 and an engine, and further includes a planetary gear device capable of transmitting engine output to the axle side. ing. Of these, MG2 is provided so as to be able to rotate in proportion to the rotation of the axle, and the engine is provided so as to be able to transmit an output to the axle via a planetary gear device. Further, MG1 is provided so that the planetary gear device can be operated. By operating the planetary gear device with MG1, the difference in the rotational speed between the engine and the axle can be absorbed. As a result, the transmission between the engine and the axle, which is required in a conventional vehicle, can be omitted.

  Further, in the hybrid vehicle drive device provided with such a planetary gear device, even when the engine is stopped when the vehicle travels in consideration of the improvement in fuel efficiency, the travel is maintained by using the output of MG2 as the drive force. However, when the engine is stopped and then restarted, the engine is restarted by transmitting the output of MG1 to the engine. At that time, the hybrid vehicle drive structure described in Patent Document 1 is provided with a device capable of switching power such as a brake and a clutch so that the output of MG1 can be more reliably transmitted to the engine. In addition, by providing a device capable of increasing the rotation load such as a transmission, it is possible to restart the engine more reliably.

JP 2003-127679 A

  However, when a brake, a clutch, or the like is provided in addition to the planetary gear mechanism in order to ensure startability when the engine is restarted, the number of elements constituting the drive device increases, and the device tends to be large. In particular, when a transmission is provided in order to ensure the running performance of the vehicle, the entire drive device can be further increased in size. In this case, it may be difficult to mount on the vehicle.

  The present invention has been made in view of the above, and an object of the present invention is to provide a drive device for a hybrid vehicle that can reduce the size of the device.

  In order to solve the above-described problems and achieve the object, a hybrid vehicle drive device according to the present invention uses an internal combustion engine and an electric motor as power sources when the vehicle travels, and generates power by the electric motor. Of a hybrid vehicle comprising a generator capable of generating electricity for use at the time, and further comprising a planetary gear mechanism for power splitting capable of splitting and transmitting power generated by the internal combustion engine to an output side and the generator side In the drive device, the planetary gear mechanism for transmission capable of transmitting at least the power generated in the internal combustion engine to the output side through two paths, and the two paths from the planetary gear mechanism for transmission to the output side, respectively. Two clutches capable of switching between transmission and interruption of power, and a brake for fixing an output from the power split planetary gear mechanism, At the time of both travels, by switching between transmission and disconnection of power by the two clutches and the brake, a change in a plurality of travel modes in which the use form of the power of the internal combustion engine and the power of the electric motor are different, and Shifting when transmitting the power generated in the internal combustion engine to the output side is performed.

  In the hybrid vehicle driving apparatus, when the vehicle is running, the internal combustion engine is stopped and the two clutches are released together, whereby the EV mode is the running mode in which the vehicle runs only with the power of the electric motor. And by releasing both the two clutches and engaging the brake, the power is generated by the generator by the power of the internal combustion engine, and the power generated by the motor is generated by the power generated by the generator. The power of the internal combustion engine and the power of the electric motor are used by engaging the series mode, which is the travel mode for traveling, and engaging one of the two clutches and releasing the other clutch. It is possible to change the three driving modes, the HV mode, which is the driving mode for driving Ri, further, in the HV mode, by switching a release and engagement of the two clutches, it is preferable that it becomes possible to perform the shift by switching between the low speed stage and a high speed stage.

  The hybrid vehicle drive device further includes a power output gear capable of transmitting power from the shifting planetary gear mechanism side to the output side, the internal combustion engine, the power split planetary gear mechanism, and the generator. And the power output gear are preferably arranged concentrically, and at least one of the two clutches is disposed on the inner periphery of the power output gear.

  In the hybrid vehicle drive device, the brake is provided so as to be rotatable when the power of the internal combustion engine is transmitted, and to be able to engage with the rotational member, and to rotate when engaged. A stop-side member that restricts rotation of the side member, and the stop-side member is disposed on an inner periphery of the generator and is connected to a fixed element in the planetary gear mechanism for shifting. It is preferable.

  In the hybrid vehicle drive device, the brake is preferably formed by a mesh clutch.

  The drive device for a hybrid vehicle according to the present invention has an effect that the device can be downsized.

FIG. 1 is a schematic view of a driving apparatus according to Embodiment 1 of the present invention. FIG. 2 is a detailed view of the brake B1 shown in FIG. FIG. 3 is an explanatory diagram showing a correspondence relationship between each driving mode and a combination of controls. FIG. 4 is a collinear diagram when switching from the low speed stage to the high speed stage in the HV mode. FIG. 5 is a collinear diagram when the engine is started in the EV mode. FIG. 6 is a collinear diagram when the vehicle is driven by the power of the engine after the engine is started. FIG. 7 is a collinear diagram when the engine is started during reverse travel. FIG. 8 is a schematic diagram of a driving apparatus according to Embodiment 2 of the present invention. FIG. 9 is a schematic diagram of a driving apparatus according to a modification.

  Embodiments of a hybrid vehicle drive device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
FIG. 1 is a schematic view of a driving apparatus according to Embodiment 1 of the present invention. The drive device 1 shown in the figure includes an engine 3 that is an internal combustion engine and a motor generator 5 that is driven by electricity. A vehicle (not shown) provided with the drive device 1 travels by cooperatively controlling an engine 3 and a motor generator 5 provided as a power source during traveling by an ECU (Electronic Control Unit) 15 that controls each part of the vehicle. It is a so-called hybrid vehicle. For this reason, the engine 3 and the motor generator 5 are both connected to the ECU 15 and are provided so as to be controllable by the ECU 15.

  The motor generator 5 is a well-known motor generator that has both a function as an electric motor that converts supplied electric power into mechanical power and a function as an electric generator that converts input mechanical power into electric power. There are provided two motor generators 5 including a first motor generator (MG1) and a second motor generator (MG2). Of these, MG1 is mainly used as a generator, and MG2 is mainly used as an electric motor. These motor generators 5 are connected to a battery (not shown) as a power source through an inverter (not shown) or the like. When power is generated, power is generated by the power of the battery and power generation is performed. If so, the battery is charged with the generated power.

  Further, the drive device 1 includes a power split mechanism that splits the power generated by the engine 3 as a power transmission mechanism for transmitting power generated by the engine 3 and the motor generator 5 to drive wheels (not shown) of the vehicle. 20, a speed reduction mechanism 60 that decelerates the rotation transmitted from the power split mechanism 20 and increases the torque, and a differential device 65 that distributes and outputs the power transmitted from the speed reduction mechanism 60 to the left and right drive wheels. ing.

  Among them, the power split mechanism 20 includes a planetary gear mechanism 21 that can split the power generated in the engine 3 into power that drives the MG 1 and power that drives the speed reduction mechanism 60, and the power generated in the engine 3. A power transmission member 40 capable of transmitting from 21 to the speed reduction mechanism 60, and a clutch and a brake B1 that are controlled when power is transmitted in a desired state when the MG 1 or the speed reduction mechanism 60 is driven by the power generated by the engine 3. , Is composed of.

  Of these, two types of clutches, the clutch C1 and the clutch C2, are provided, and the clutch can be switched between power transmission and interruption between the planetary gear mechanism 21 and the power transmission member 40. Yes. The clutches C1 and C2 are known hydraulic wet multi-plate clutches, and the hydraulic control device 16 controlled by the ECU 15 controls the hydraulic pressure applied to the clutches C1 and C2, thereby controlling engagement and disengagement. Is possible. Specifically, the hydraulic control device 16 includes an oil pump (not shown) that generates hydraulic pressure, and switching between engagement and disengagement of the clutches C1 and C2 is performed in the hydraulic circuit line at the time of disengagement than at the time of engagement. By switching the pressure, that is, the original pressure of the oil pump, from the time of engagement, it is possible to switch between engagement and release.

  In addition, the brake B1 is connected to a part of members constituting the planetary gear mechanism 21, and the brake B1 is provided so that the member can be stopped and the rotation can be switched. As will be described later, the brake B1 can be switched between engagement and release by electromagnetic force, and is provided so as to be controllable by an electromagnetic force control device 17 controlled by the ECU 15.

  The planetary gear mechanism 21 includes a power split planetary gear mechanism 25 and a speed change planetary gear mechanism 31, and the power split planetary gear mechanism 25 includes a sun gear 26 and a coaxially arranged sun gear 26. A planetary carrier that supports the ring gear 27, a plurality of planetary gears 28 interposed between these gears, and the planetary gear 28 so as to be capable of rotating and revolving around the rotation center axis of the sun gear 26 or the ring gear 27. 29. Similarly, the planetary gear mechanism 31 for speed change supports the sun gear 32 and the ring gear 33 arranged coaxially with each other, a plurality of planetary gears 34 interposed between these gears, and the planetary gear 34 so as to be rotatable. And a planetary carrier 35.

  The power split planetary gear mechanism 25 and the shift planetary gear mechanism 31 provided in this way are arranged concentrically, and the ring gear 27 of the power split planetary gear mechanism 25 and the planetary carrier 35 of the shift planetary gear mechanism 31 are arranged. Are connected together so as to be rotatable. The planetary gear mechanism 21 is connected to the engine 3 and the MG 1. The power split planetary gear mechanism 25 and the shift planetary gear mechanism 31 are arranged on the engine 3 side. The shifting planetary gear mechanism 31 is provided on the MG1 side. These engine 3 and MG1 are also arranged concentrically with the planetary gear mechanism 21, and therefore, the engine 3, the planetary gear mechanism 21 and MG1 are arranged coaxially.

  Further, the input shaft 4 of the power split mechanism 20 provided as a rotating shaft when the power from the engine 3 is input to the power split mechanism 20 is connected to the planetary carrier 29 of the power split planetary gear mechanism 25 so as to be integrally rotatable. Has been. Thereby, the power split planetary gear mechanism 25 splits the power transmitted from the engine 3 into power transmitted to the sun gear 26 and power transmitted to the ring gear 27 from the planetary gear 28 supported by the planetary carrier 29. It is possible.

  The MG 1 is connected to the power split mechanism 20, and the rotating shaft 7 of the MG 1 is connected to the sun gear 26 of the power split planetary gear mechanism 25 so as to be integrally rotatable. Here, since MG1 is arranged on the shifting planetary gear mechanism 31 side, the rotation shaft 7 of the MG1 is an inner part of the shifting planetary gear mechanism 31 located between the MG1 and the power splitting planetary gear mechanism 25. It is connected to the sun gear 26 of the power split planetary gear mechanism 25 through the circumferential side, that is, the inside of the sun gear 32 of the planetary gear mechanism 31 for shifting. As a result, the power input from the engine 3 to the power split planetary gear mechanism 25 can be transmitted to the MG 1 via the planetary carrier 29, the planetary gear 28, and the sun gear 26, and MG 1 is transmitted from the engine 3. It is possible to generate electricity with the power. As described above, both the engine 3 and the MG 1 are provided so that power can be transmitted to and from the power split planetary gear mechanism 25.

  On the other hand, the sun gear 32 of the transmission planetary gear mechanism 31 is connected to the stationary side portion of the drive device 1 and is provided so as not to rotate. Specifically, the sun gear 32 is coupled to a brake actuator case 51 of the brake B1 that the power split mechanism 20 has. The brake actuator case 51 is provided as a stationary member in the drive device 1, and the sun gear 32 of the shifting planetary gear mechanism 31 is coupled to the brake actuator case 51 so that it cannot rotate. . The sun gear 32 that cannot rotate as described above is provided as a fixed element in the planetary gear mechanism 31 for shifting.

  The planetary gear 34 of the transmission planetary gear mechanism 31 is connected to a power transmission switching member 45 that is a member used when switching the transmission state when the planetary gear mechanism 21 transmits power of the engine 3 or the like. As with the planetary carrier 35, the power transmission switching member 45 is provided so as to be rotatable coaxially with the revolution axis when the planetary gear 34 revolves. The power transmission switching member 45 has a brake fixing element 46 that is provided so that engagement and release with the plunger 50 can be switched by operating the plunger 50 of the brake B1. The brake fixing element 46 constitutes the brake B1 and is provided as a rotation-side member that can rotate when the power of the engine 3 is transmitted.

  FIG. 2 is a detailed view of the brake B1 shown in FIG. The brake B1 will be described in detail. In the brake B1, a brake actuator case 51 that holds the plunger 50 is fixed to a unit case 58 in which the power split mechanism 20 and the like are installed. The plunger 50 includes the brake actuator case 51. It is hold | maintained at the plunger holding part 52 which has. At that time, the plunger 50 engages with the plunger holding portion 52 by a known engagement element such as a spline, so that the plunger 50 cannot rotate in the rotation direction around the rotation center axis of the planetary gear mechanism 21 and rotates. It is provided so as to be movable in a direction along the central axis. In other words, the plunger 50 is connected to the sun gear 32 of the speed change planetary gear mechanism 31 connected to the brake actuator case 51 through being held by the plunger holding portion 52.

  The brake fixing element 46 that can be switched between engagement and disengagement with the plunger 50 provided in this way is located in the vicinity of the plunger 50, and the direction of the brake fixing element 46 is along the rotation center axis. It is provided so as to be able to engage with the plunger 50 when moved to the position. Specifically, the brake fixing element 46 and the plunger 50 are provided with teeth (not shown) that can mesh with each other, and the brake fixing element 46 and the plunger 50 are engaged with each other by engaging the teeth with each other. It is provided as possible. The plunger 50 thus provided constitutes the brake B1, is provided so as to be engageable with the brake fixing element 46, and is provided as a stop-side member that restricts the rotation of the brake fixing element 46 when engaged.

  The plunger holding portion 52 is open on the side where the brake fixing element 46 is located, and a spring holding portion 53 that holds a spring 54 that is a biasing member is disposed on the opening side. The spring 54 is provided between the spring holding portion 53 and the plunger 50, and applies an urging force in a direction away from the brake fixing element 46 to the plunger 50.

  Furthermore, the brake actuator case 51 is provided with an electromagnetic coil 55 that can generate an electromagnetic force when energized. When the electromagnetic force is generated by the electromagnetic coil 55, the plunger 50 is fixed to the brake by the electromagnetic force. It is movable in the direction of element 46. The plunger 50 is movable by the electromagnetic force generated by the electromagnetic coil 55 as described above, and is provided so as to be able to engage with the brake fixing element 46 when moving in the direction of the brake fixing element 46. Yes. The brake B1 is provided as an electromagnetic meshing brake or an electromagnetic meshing dog clutch that engages when the teeth of the plunger 50 and the brake fixing element 46 mesh with each other, and the plunger 50 is provided so as not to rotate. It has been. For this reason, when the brake B1 is engaged, the brake fixing element 46 also cannot rotate, and the power transmission switching member 45 cannot rotate. On the other hand, when the plunger 50 is separated from the brake fixing element 46 by the biasing force of the spring 54 and the plunger 50 and the brake fixing element 46 are released, that is, when the brake B1 is released, the brake fixing element 46 is Since the rotation is not restricted by the plunger 50, the power transmission switching member 45 becomes rotatable.

  The brake B1 switches the engagement and release by controlling the movement of the plunger 50 by the electromagnetic force generated by the electromagnetic coil 55 as described above. The electromagnetic force generated by the electromagnetic coil 55 is switched by the electromagnetic force control device 17. It is provided to be controllable. That is, the brake B <b> 1 can switch between engagement and disengagement by controlling the electromagnetic force of the electromagnetic coil 55 with the electromagnetic force control device 17. Thus, the brake B1 is provided so as to be able to restrict the rotation of the engine 3 directly connected to the power transmission switching member 45 through restricting the rotation of the power transmission switching member 45. In other words, the brake B1 can fix the output element from the engine 3 side to the output side, and thereby the output from the power split planetary gear mechanism 25 can be fixed.

  A part of the brake actuator case 51 provided as described above is disposed on the inner peripheral side of the MG1. Specifically, since the brake actuator case 51 holds the plunger 50 by the plunger holding portion 52, the portion where the plunger holding portion 52 is located protrudes in the opposite direction to the side where the brake fixing element 46 is located. , MG1 has a rotor 8 as a rotating body formed in a substantially cylindrical shape. The brake actuator case 51 is disposed so that the portion where the plunger holding portion 52 is located is located on the inner peripheral side of the rotor 8 of the MG1 formed in a substantially cylindrical shape.

  Further, since the sun gear 32 of the planetary gear mechanism 31 for transmission is coupled to the brake actuator case 51 thus provided, the sun gear 32 is coupled to the unit case 58 via the brake actuator case 51. For this reason, the sun gear 32 is provided so as not to rotate with respect to the fixing member of the unit case 58.

  Further, the power transmission switching member 45 is provided so as to be able to switch between engagement and disengagement with the clutch C2. The clutch C2 is provided between the power transmission switching member 45 and the power transmission member 40 of the planetary gear mechanism 31 for shifting, and the power transmission switching member 45 and the power transmission member are switched by switching between engagement and release. The transmission and interruption of power can be switched between 40 and 40. The clutch C2 provided in this way is a second clutch that can switch between transmission and interruption of power from the planetary gear mechanism 21 to the drive wheel side that is the output side.

  Further, the transmission planetary gear mechanism 31 is provided with an engagement member 48 that is provided on the ring gear 33 so as to be rotatable integrally with the ring gear 33 and that can be switched between engagement and disengagement with the clutch C1. It has been. The clutch C <b> 1 is provided between the engaging member 48 included in the planetary gear mechanism 31 for transmission and the power transmission member 40, and the engagement member 48 and the power transmission member 40 are switched by switching between engagement and release. Between them, power transmission and interruption can be switched. The clutch C1 provided in this way is a first clutch that can switch between transmission and interruption of power from the planetary gear mechanism 21 to the drive wheel side that is the output side.

  As described above, the planetary gear mechanism 31 for transmission can transmit the power generated by the engine 3 to the drive wheel side that is the output side through the two paths of the power transmission switching member 45 side and the engagement member 48 side. The clutch C1 and the clutch C2 are provided in two paths and are capable of switching between transmission and interruption of power, respectively. In addition, as described above, the clutches C1 and C2 and the planetary gear mechanism 31 for transmission that are provided so as to be able to switch between transmission and interruption of power on different paths constitute a transmission mechanism. In this speed change mechanism, the gear ratio is switched when power is transmitted from the speed change planetary gear mechanism 31 to the power transmission member 40 or the drive wheel side by switching between engagement and release of the clutch C1 and the clutch C2. Is possible.

  The transmission planetary gear mechanism 31 constitutes a transmission mechanism in this way, but the transmission planetary gear mechanism 31 is connected to the power split planetary gear mechanism 25, and the power split planetary gear mechanism 25 The engine 3 is connected via a shaft 4. That is, the engine 3 is provided in a state where it is directly connected to the planetary gear mechanism 31 for transmission without using a clutch or a torque converter.

  The power transmission member 40 is provided so as to be rotatable coaxially with the rotation center axis of the ring gear 33 included in the planetary gear mechanism 31 for speed change. The power transmission member 40 includes a counter shaft 63 included in the speed reduction mechanism 60. Counter drive gear 41 is provided. The counter drive gear 41 is a power output gear capable of transmitting power from the planetary gear mechanism 21 side to the drive wheel side that is the output side by transmitting the power from the planetary gear mechanism 21 to the speed reduction mechanism 60. .

  The speed reduction mechanism 60 is coupled to the counter driven gear 61 that meshes with the counter drive gear 41 of the power split mechanism 20, the counter shaft 63 coupled to the counter driven gear 61, and the counter shaft 63. And a final drive gear 64 that meshes with the ring gear 66 having the same. The counter driven gear 61 included in the speed reduction mechanism 60 meshes with the drive gear 12 provided on the rotating shaft 11 of the MG 2. For these reasons, the speed reduction mechanism 60 reduces the rotational speed and increases the torque of the power transmitted from the power transmission member 40 of the power split mechanism 20 and the power transmitted from the MG 2 to increase the torque. Transmission to the gear 66 is possible.

  The differential device 65 includes a ring gear 66 and a differential case 67 that is fixed to the ring gear 66 and rotates integrally. Further, a side gear (not shown) and a differential pinion (not shown) are provided in the differential case 67, and the drive shaft 70 to which the left and right drive wheels (not shown) of the vehicle are coupled is different from this difference. The moving device 65 is connected. Further, as described above, since the drive gear 12 meshes with the counter driven gear 61 of the speed reduction mechanism 60, the MG2 is directly connected to the drive shaft 70 or the drive wheel of the vehicle. .

  The drive device 1 according to the first embodiment is configured as described above, and the operation thereof will be described below. When the vehicle is traveling, a control signal is transmitted from the ECU 15 to the hydraulic control device 16 or the electromagnetic force control device 17 in accordance with the traveling state of the vehicle, and switching between engagement and disengagement of the clutches C1 and C2 and the brake B1 is performed. It is possible to travel in the traveling state. For example, when the clutches C1 and C2 are controlled, a control signal is transmitted from the ECU 15 to the hydraulic pressure control device 16, and the oil pump base pressure is adjusted to adjust the line pressure, whereby the clutches C1 and C2 are engaged. Toggle release.

  When traveling using the power of the engine 3, either one of the clutch C1 and the clutch C2 is engaged and the other is released, whereby the transmission path of the clutch on the engaged side is engaged. Thus, the power of the engine 3 can be transmitted to the speed reduction mechanism 60 side. In other words, a shift can be performed by switching the clutch to be engaged.

  Further, the electromagnetic force control device 17 generates an electromagnetic force by the electromagnetic coil 55 when the brake B1 is engaged, and removes the electromagnetic force when the brake B1 is released. The electromagnetic force is reduced as compared with the engagement operation which is a transition period until the engagement. That is, when engaging the brake B1 in the released state, the electromagnetic force control device 17 generates a large electromagnetic force once in the electromagnetic coil 55, and when the engagement is completed, the electromagnetic force is reduced to such an extent that the engagement can be maintained. Let

  In addition, the driving device 1 is configured to select a plurality of driving modes in which usage forms of the power of the engine 3 and the power of the motor generator 5 are different when the vehicle is traveling according to the traveling state of the vehicle and the request of the driver. It can be changed by switching between transmission and interruption of power by C2 and brake B1. Specifically, by controlling the combination of engagement and disengagement of the clutches C1, C2 and brake B1, the EV mode, which is a travel mode using only electric power, and the power of the engine 3 generate power, and the vehicle travels using the electric power generated by the power generation The HV mode, which is a mode in which traveling is performed using the power of the engine 3 and the power of the motor generator 5, can be switched. By controlling the combination of engagement and disengagement of the clutches C1, C2 and the brake B1, the three travel modes can be changed in this way.

  FIG. 3 is an explanatory diagram showing a correspondence relationship between each driving mode and a combination of controls. First, the control in the EV mode will be described. In the EV mode, the operation of the engine 3 is stopped and the clutches C1 and C2 are released. The power generated in the engine 3 is input to the power split mechanism 20 from the input shaft 4 and input to the planetary gear mechanism 21. When the operation of the engine 3 is stopped, the power is transmitted from the input shaft 4 to the planetary gear mechanism 21. Is not entered. For this reason, the planetary gear mechanism 21 does not operate and is stopped, and is connected to the engagement member 48 connected to the ring gear 33 of the shifting planetary gear mechanism 31 and the planetary gear 34 of the shifting planetary gear mechanism 31. The motive power transmission switching member 45 is also stopped.

  Among them, the engaging member 48 is provided so as to be able to switch between transmission and interruption of power with the power transmission member 40 by the clutch C1, and the power transmission switching member 45 is transmitted with power by the clutch C2. Although it is provided to be able to switch between transmission and interruption of power with the member 40, the clutches C1 and C2 are both released. Therefore, no power is transmitted between the engagement member 48 or the power transmission switching member 45 and the power transmission member 40, and the power transmission member 40 is freely rotatable with respect to the planetary gear mechanism 21. It has become.

  In the EV mode, the power transmission switching member 45 is stopped as described above, and the clutch C2 is released, so that the power is not transmitted between the power transmission switching member 45 and the power transmission member 40. Since the transmission is not performed, the brake B1 that stops the rotation of the power transmission switching member 45 by engaging may be either engaged or released.

  In the EV mode, the MG 2 is driven using the battery power according to the target driving force. Since the drive gear 12 of the MG 2 meshes with the counter driven gear 61 of the speed reduction mechanism 60, the power generated by the MG 2 is transmitted to the counter shaft 63 of the speed reduction mechanism 60. The power of MG 2 transmitted to the counter shaft 63 is transmitted from the final drive gear 64 to the ring gear 66 of the differential device 65 meshing with the final drive gear 64, thereby being transmitted to the differential device 65. . Thereby, the power of MG2 is transmitted to the drive shaft 70 of the vehicle and used as a driving force when the vehicle travels, and the vehicle travels with the power generated by this MG2.

  Further, the counter drive gear 41 of the power transmission member 40 meshes with the counter driven gear 61 of the speed reduction mechanism 60 to which the power generated in the MG 2 is transmitted. However, in the EV mode, the clutches C1 and C2 are released, The power transmission member 40 is rotatable with respect to the planetary gear mechanism 21. For this reason, even when the power from the MG 2 is transmitted to the power transmission member 40 via the counter driven gear 61, the power is not transmitted from the power transmission member 40 to other parts and used. Only the transmission member 40 rotates. As described above, the EV mode is a traveling mode in which traveling is performed only with the power generated in the MG2.

  Next, a description will be given of the control at the time of reverse traveling in the series mode. When traveling backward in the series mode, the engine 3 is operated, the brake B1 is engaged, and the clutches C1 and C2 are released. The power generated in the engine 3 by operating the engine 3 is input to the input shaft 4 and the input shaft 4 rotates. Since this input shaft 4 is connected to the planetary carrier 29 of the planetary gear mechanism 25 for power split, when the input shaft 4 rotates, the planetary carrier 29 also rotates together with the input shaft 4. When the planetary carrier 29 rotates in this way, the rotation is transmitted to the planetary gear 28 supported by the planetary carrier 29, and the planetary gear 28 revolves.

  Here, the planetary gear 28 meshes with the ring gear 27, but the ring gear 27 is connected to the planetary carrier 35 of the shifting planetary gear mechanism 31, and the planetary carrier 35 of the shifting planetary gear mechanism 31 is The power transmission switching member 45 is connected to the planetary gear 34. The power transmission switching member 45 is in a non-rotatable state because the brake B1 is engaged. For this reason, the ring gear 27 of the power split planetary gear mechanism 25 connected to the power transmission switching member 45 via the planetary gear 34 and the planetary carrier 35 of the transmission planetary gear mechanism 31 is also in a non-rotatable state. ing. As a result, the planetary gear 28 of the power split planetary gear mechanism 25 to which the power from the engine 3 has been transmitted rolls with respect to the ring gear 27 that is stopped, and the planetary carrier 29 that supports the planetary gear 28. Revolves along with the rotation.

  At this time, the planetary gear 28 rotates while revolving while meshing with the sun gear 26 of the power split planetary gear mechanism 25. The direction of the rotation of the planetary gear 28 is that of the planetary carrier 29 on the side of the sun gear 26. It is rotating in the direction toward the direction of rotation. For this reason, when the rotation is transmitted from the planetary gear 28 that is rotating while revolving to the sun gear 26, it is transmitted at an increased speed. Therefore, when the power from the engine 3 is transmitted to the sun gear 26 of the planetary gear mechanism 25 for power split, it is transmitted at a speed higher than that of the input shaft 4.

  Since the rotation shaft 7 of MG1 is connected to the sun gear 26 of the power split planetary gear mechanism 25, the power from the engine 3 transmitted to the sun gear 26 is transmitted to MG1. MG1 generates power with this power. The electricity generated by MG1 is charged to the battery.

  In the series mode, as in the EV mode, the MG 2 is driven according to the target driving force, and the power generated in the MG 2 is transmitted from the speed reduction mechanism 60 to the differential device 65 and transmitted to the drive shaft 70, thereby To run. That is, in the series mode, the vehicle travels using electricity generated by the power generated by the engine 3.

  In the series mode, the power of MG2 is transmitted to the power transmission member 40 of the power split mechanism 20 via the counter driven gear 61 of the speed reduction mechanism 60. In this series mode, the clutches C1 and C2 are both released. Yes. For this reason, as in the EV mode, even when the power generated in MG2 is transmitted to power split mechanism 20, it is not used except for the rotation of power transmission member 40, and the power of MG2 is driven when the vehicle travels. Used only to generate force. As described above, the series mode is a travel mode in which power is generated by the MG 1 using the power generated by the engine 3 and travel is performed by the power generated by the MG 2 using the power generated by the MG 1.

  In the series mode, the vehicle travels with the power generated by the MG2 as described above. However, when the vehicle travels backward, the MG2 is driven with the rotation direction of the MG2 opposite to the rotation direction at the time of forward movement. Thereby, since each part to which the motive power of MG2 is transmitted rotates in the direction opposite to the direction of rotation at the time of forward movement, the direction of rotation of the drive shaft 70 connected to the drive wheel is also in the opposite direction. The vehicle moves backward. Even in this case, since the clutches C1 and C2 are released, the vehicle travels backward without losing the power generated in the MG2.

  Next, the control in the HV mode will be described. In the HV mode, the engine 3 and the MG 2 both generate power. Further, the brake B1 is released, and the clutch C1 and the clutch C2 are switched between engagement and release according to the selected gear stage. First, in the HV mode, when traveling at a low speed, the clutch C1 is engaged and the clutch C2 is released. In this case, the power generated in the engine 3 is transmitted from the input shaft 4 to the planetary carrier 29 of the power split planetary gear mechanism 25, and the planetary gear 28 revolves. Thereby, the power of the engine 3 is transmitted separately from the planetary gear 28 to the ring gear 27 and the sun gear 26. Among these, the motive power transmitted to the sun gear 26 is transmitted to MG1, and MG1 generates electric power with this motive power.

  On the other hand, the power transmitted from the planetary gear 28 to the ring gear 27 is further transmitted from the ring gear 27 to the planetary carrier 35 of the planetary gear mechanism 31 for shifting. In this HV mode, since the brake B1 is released, the planetary gear 34 of the shifting planetary gear mechanism 31 supported by the planetary carrier 35 can revolve.

  Therefore, the planetary carrier 35 of the transmission planetary gear mechanism 31 to which the power of the engine 3 is transmitted from the ring gear 27 of the power split planetary gear mechanism 25 rotates together with the ring gear 27 and is supported by the planetary carrier 35. The planetary gear 34 revolves with the rotation of the planetary carrier 35. Here, the planetary gear 34 meshes with the sun gear 32, but the sun gear 32 of the planetary gear mechanism 31 for shifting is provided so as not to rotate. Therefore, the planetary gear 34 revolves around the sun gear 32 as the planetary carrier 35 that supports the planetary gear 34 rotates while rolling with respect to the sun gear 32 in a stopped state.

  At this time, the planetary gear 34 rotates while revolving while meshing with the ring gear 33 of the planetary gear mechanism 31 for speed change. The direction of the rotation is such that the planetary carrier 35 has the planetary carrier 35 on the ring gear 33 side. It is rotating in the direction toward the direction of rotation. For this reason, when the rotation is transmitted from the planetary gear 34 that is rotating while revolving to the ring gear 33, the rotation is increased and transmitted. Therefore, when the power from the engine 3 is transmitted to the ring gear 33 of the shifting planetary gear mechanism 31, it is transmitted at a speed higher than that of the input shaft 4.

  The clutch C1 is provided so as to be able to switch between transmission and interruption of power between the ring gear 33 of the shifting planetary gear mechanism 31 and the power transmission member 40, but the clutch C1 is engaged. The rotation of the ring gear 33 is transmitted to the power transmission member 40 via the clutch C1. As a result, the power transmission member 40 rotates, and this rotation is transmitted from the counter drive gear 41 provided on the power transmission member 40 to the counter driven gear 61 of the speed reduction mechanism 60. As a result, the counter shaft 63 and the final drive gear 64 rotate, and this rotation is transmitted to the differential device 65. That is, the power generated in the engine 3 is transmitted from the power split mechanism 20 to the speed reduction mechanism 60 and from the speed reduction mechanism 60 to the differential device 65.

  In the HV mode, MG2 is driven and power is generated by MG2. The power generated in MG2 is transmitted to the differential device 65 through the speed reduction mechanism 60. In the HV mode, the power generated by the engine 3 and the power generated by the MG 2 are transmitted to the differential device 65 in this way. The drive shaft 70 of the vehicle is rotated by these powers, and the vehicle travels. As described above, the HV mode is a traveling mode in which traveling is performed using the power generated by the engine 3 and the power generated by the MG 2.

  Further, when the vehicle travels at a high speed in the HV mode, the clutch C1 is released and the clutch C2 is engaged. Thereby, when the power transmission switching member 45 connected to the planetary gear 34 of the planetary gear mechanism 31 for speed change that revolves when the power of the engine 3 is transmitted rotates along with the revolution of the planetary gear 34, The rotation is transmitted to the power transmission member 40 via the clutch C2. As a result, the power of the engine 3 is transmitted from the power transmission member 40 to the speed reduction mechanism 60 and from the speed reduction mechanism 60 to the differential device 65. Furthermore, since the power of MG2 is transmitted to the differential device 65, the vehicle travels using the power of the engine 3 and the power of MG2. As described above, in the HV mode, by shifting the engagement and release of the two clutches, the clutch C1 and the clutch C2, it is possible to switch between the low speed stage and the high speed stage.

  When the vehicle is traveling, the power generated by the engine 3 or the motor generator 5 is controlled as described above, or the engagement or disengagement of the brake B1 or the clutches C1 and C2 is switched to allow the vehicle to travel in a desired travel mode. To do. That is, when the vehicle is traveling, the ECU 15 performs coordinated control of the engine 3, the motor generator 5, etc. according to the target driving force, the traveling state, the amount of charge of the battery, etc. The operation state of each part will be described.

  FIG. 4 is a collinear diagram when switching from the low speed stage to the high speed stage in the HV mode. FIG. 4 shows the rotation state of each part constituting the driving device 1. The sun gear 26 of the power split planetary gear mechanism 25 is indicated by S, the planetary carrier 29 is indicated by C, and the ring gear 27 is indicated by R. The sun gear 32 of the transmission planetary gear mechanism 31 is indicated by S ′, the planetary carrier 35 is indicated by C ′, and the ring gear 33 is indicated by R ′. The power of the engine 3 and the motor generator 5 is finally output from the drive shaft 70 connected to the differential device 65, but the power from the power split mechanism 20 and MG 2 is counter shaft 63 of the speed reduction mechanism 60. Since the counter shaft 63 and the drive shaft 70 are in a proportional relationship, the rotation state of the counter shaft 63 is indicated by OUT as the final output. Further, since MG1 is directly connected to the sun gear 26 of the power split planetary gear mechanism 25, the MG1 and the sun gear 26 (S) have the same rotational speed, and the engine 3 is connected to the power split planetary gear mechanism 25. Since it is directly connected to the planetary carrier 29, the engine 3 and the planetary carrier 29 (C) have the same rotational speed. The same applies to other nomographs.

  In the HV mode, power is transmitted to the speed reduction mechanism 60 from the power transmission member 40 of the power split mechanism 20 and the MG2. Therefore, the rotation of the power transmission member 40 and the rotation of MG2 are synchronized. In the HV mode, the clutches C1 and C2 engaged at the low speed stage and the high speed stage are different, and the power transmission member 40 has different power transmission paths from the engine 3 depending on the clutches C1 and C2 to be engaged. The rotation is different. That is, when traveling at a low speed, the clutch C2 is disengaged and the clutch C1 is engaged, so that the MG2 transmits the power to the power transmission member 40 via the clutch C1. The rotation is synchronized with the ring gear 33 (R ′).

  On the other hand, when traveling at a high speed, the clutch C1 is released and the clutch C2 is engaged. Therefore, the rotation of the MG 2 is synchronized with the planetary carrier 35 (C ′) of the planetary gear mechanism 31 for shifting. That is, the clutch C2 is provided so as to be able to transmit power from the power transmission switching member 45 to the power transmission member 40, and the power transmission switching member 45 rotates together with the planetary carrier 35. Therefore, the MG2 is connected to the planetary carrier 35. (C ') and rotation are synchronized. In this case, the rotational speed of MG1 is relatively increased, and the rotational speed of MG1 increases. That is, of the power input from the engine 3 to the power split mechanism 20, the ratio of power distribution to the MG1 side, which is the power distributed to the sun gear 26 (S) side of the power split planetary gear mechanism 25, increases. . For this reason, the electric power generation amount in MG1 increases.

  FIG. 5 is a collinear diagram when the engine is started in the EV mode. In the EV mode, since the vehicle is driven by the power of MG2, the engine 3 is stopped while the MG2 is rotating, so that each part of the planetary gear mechanism 21 is also stopped. When the engine 3 is started in this state, the brake B1 is engaged and the MG1 is driven. When the brake B1 is engaged, the ring gear 27 (R) of the power split planetary gear mechanism 25 is in a non-rotatable state, so that the power generated by the MG1 is used for the shift planetary gear mechanism 31 and the speed reduction mechanism 60. It is transmitted only to the engine 3 via the sun gear 26 (S), the planetary gear 28 and the planetary carrier 29 (C) of the power split planetary gear mechanism 25 without being transmitted to the side. Engine 3 is started by the power transmitted from MG1.

  FIG. 6 is a collinear diagram when the vehicle is driven by the power of the engine after the engine is started. After the engine 3 is started, when traveling using the power of the engine 3 in the HV mode, the brake B1 is released to reduce the power of the MG1. As a result, the ring gear 27 (R) of the power split planetary gear mechanism 25 rotates, and accordingly, the planetary carrier 35 (C ′) of the shift planetary gear mechanism 31 rotates, and the power of the engine 3 shifts. It is output from the planetary gear mechanism 31 to the speed reduction mechanism 60 side through the power transmission member 40.

  FIG. 7 is a collinear diagram when the engine is started during reverse travel. When performing reverse travel, the brake B1 is engaged and the clutches C1 and C2 are released, and the MG2 is driven in a direction opposite to the rotational direction during forward travel. As a result, rotation in the direction opposite to that during forward travel is transmitted to the deceleration mechanism 60 from the MG 2, and the vehicle moves backward. Further, when starting the engine 3 during reverse travel, the MG 1 is driven to start. In this reverse travel, because the brake B1 is engaged, the ring gear 27 (R) of the power split planetary gear mechanism 25 is in a non-rotatable state. For this reason, the power generated in MG1 is not transmitted to the shifting planetary gear mechanism 31 side, but is transmitted only to the engine 3. Engine 3 is started by the power transmitted from MG1.

  The hybrid vehicle driving apparatus 1 includes the power split planetary gear mechanism 25 that can split the power generated by the engine 3 into the output side and the MG1 side, and further, the power generated by the engine 3 through two paths. A planetary gear mechanism 31 for transmission that can be transmitted to the output side, one brake B1, and two clutches, a clutch C1 and a clutch C2, are provided. Thus, by switching engagement and release of these brakes B1 and clutches C1 and C2, the vehicle travels only with the power of the motor generator 5 when the vehicle travels, or the power of the motor generator 5 and the power of the engine 3 are used in combination. The traveling mode during traveling of the vehicle can be switched, and further, a shift can be performed when the power generated by the engine 3 is transmitted to the output side. Therefore, when the engine 3 and the motor generator 5 used as an electric motor are used as a power source when the vehicle is traveling, a desired traveling state can be obtained with a minimum configuration. As a result, the apparatus can be reduced in size.

  In addition, by downsizing the apparatus in this way, the engine 3 is mounted on the front side portion of the vehicle, and the vehicle drives the front wheels when traveling, that is, a hybrid in which the drive type is a so-called FF (Front engine Front drive). Even in the case of a vehicle, the drive device 1 can be easily mounted on the vehicle. As a result, it is possible to improve the mountability of the drive device 1 to the vehicle.

  In addition, by switching the engagement and disengagement of the two clutches C1, C2 and the brake B1, the three driving modes of the EV mode, the series mode, and the HV mode can be changed, and a shift in the HV mode can be performed. Can be. For this reason, even when the apparatus is miniaturized with a minimum configuration, various traveling states can be realized, and traveling performance can be ensured. As a result, it is possible to achieve both downsizing of the apparatus and securing of the running performance of the vehicle.

  Further, since MG2 is directly connected to the drive shaft 70 of the vehicle and the clutches C1 and C2 are provided on the output side of the planetary gear mechanism 21, the MG2 and the planets are released by releasing the clutches C1 and C2 when traveling in the EV mode. The gear mechanism 21 can be disconnected. Thereby, drag loss when traveling in the EV mode can be reduced. Further, when the vehicle travels in the EV mode, the clutches C1 and C2 are disengaged, so that it is possible to reduce power loss caused by operating an oil pump or the like when the clutches C1 and C2 are engaged. As a result, it is possible to improve fuel consumption and reduce power consumption. Further, since the power consumption is reduced in this way, in particular, in the case of a plug-in hybrid vehicle that is a hybrid vehicle that can be charged from an external power source, the travel distance in the EV mode can be increased.

  Further, when the vehicle reverses in the series mode, the engine 3 is driven with the clutches C1 and C2 disengaged, so that the amount of charge of the battery is reduced as in a conventional hybrid vehicle drive device. When reverse traveling, drag loss caused by driving the engine to generate electricity can be suppressed. As a result, it is possible to reduce the power consumption when the vehicle travels backward in the series mode, and it is possible to secure the driving force during the backward travel. As a result, the power consumption can be more reliably reduced and the traveling performance can be ensured.

  In addition, since the planetary gear mechanism 31 for shifting and the clutches C1 and C2 are provided, two-speed shifting is possible in the HV mode. The heat of the motor generator 5 at the time can be suppressed. Further, since MG2 is directly connected to drive shaft 70, when changing gears by switching between engagement and release of clutch C1 and clutch C2, the shift shock during the shift is easily reduced by the power of MG2. be able to. Further, when the engine 3 is started, the clutches C1 and C2 are released and the brake B1 is engaged, so that the engine 3 can be started while suppressing a shock transmitted to the drive shaft 70 during the start. Further, since the shock is not transmitted to the drive shaft 70 at the time of starting the engine 3 in this way, it is not necessary to generate a starting reaction force by the MG 2, and the output of the battery can be reduced, thereby reducing the cost. be able to.

  Further, the plunger 50 constituting the brake B1 is disposed on the inner periphery of the MG1, and the plunger 50 is connected to the sun gear 32 of the shifting planetary gear mechanism 31 which is a fixed element in the shifting planetary gear mechanism 31. ing. Thereby, the axial length which combined MG1 and the planetary gear mechanism 21 can be shortened. As a result, it is possible to reduce the size of the apparatus more reliably and to improve the mountability to the vehicle.

  Further, the speed change mechanism is constituted by a speed change planetary gear mechanism 31 and further clutches C1, C2, and these clutches C1, C2 are hydraulic wet multi-plate clutches. For this reason, at the time of shifting, the clutches C1 and C2 are differentiated, and the engagement and disengagement of the respective clutches are gradually switched, so that the engine 3 is easily connected to the shifting planetary gear mechanism 31 and is likely to become large. It is possible to reduce the shift shock. Further, when the clutches C1 and C2 are disengaged, the line pressure of the hydraulic circuit is reduced more than when the clutches C1 and C2 are engaged. Therefore, power loss due to operating the oil pump can be reduced. As a result, it is possible to obtain a good riding comfort while suppressing power loss.

  Further, since the brake B1 is formed by an electromagnetic meshing dog clutch which is a meshing clutch, it is possible to improve controllability. That is, since the brake B1 is engaged only when the engine 3 is stopped and is released only when the engine 3 is started, the brake B1 is a meshing clutch and has sufficient controllability. The brake B1 is electromagnetically meshed. Control can be easily performed by using a dog clutch. In addition, by using the meshing clutch in this way, the clutch can be reliably released at the time of release, and during the release, drag loss can be reduced as compared with the hydraulic wet multi-plate clutch.

  Further, since the brake B1 reduces the electromagnetic force during engagement more than during the engagement operation, the power consumption can be reduced. For this reason, even if the brake B1 is always engaged during the EV mode or the regenerative running, it is possible to reduce a loss such as an increase in power consumption.

  Further, in the case of a hydraulic wet multi-plate clutch, at the start of cryogenic temperature, the starting reaction force of the engine 3 due to the response of the hydraulic system cannot be taken by the MG2, and it takes time to start the engine 3. By using the dog clutch, it is possible to ensure the operability of the brake B1 at the start of cryogenic temperature. Thereby, the starting time of the engine 3 can be shortened. On the other hand, during normal gear shifting, the responsiveness of the hydraulic system can be ensured. Therefore, gear shifting shock can be reduced by performing gear shifting using the clutches C1 and C2 provided by the hydraulic wet multi-plate clutch. As a result, it is possible to perform more reliable shift control while reducing power consumption, and to obtain a good riding comfort.

[Embodiment 2]
The drive device 80 according to the second embodiment has substantially the same configuration as the drive device 1 according to the first embodiment, but is characterized in that the clutch of the power split mechanism is disposed on the engine side. Since other configurations are the same as those of the first embodiment, the description thereof is omitted and the same reference numerals are given. FIG. 8 is a schematic diagram of a driving apparatus according to Embodiment 2 of the present invention. Similarly to the driving apparatus 1 according to the first embodiment, the driving apparatus 80 according to the second embodiment includes an engine 3 and a motor generator 5 (MG1, MG2) that are used as a power source when the vehicle travels. , A power split mechanism 82, a speed reduction mechanism 60, and a differential device 65. Among these, the speed reduction mechanism 60 and the differential device 65 are provided in the same form as the speed reduction mechanism 60 and the differential device 65 provided in the drive device 1 according to the first embodiment.

  The power split mechanism 82 includes a planetary gear mechanism 83, a power transmission member 100, clutches C1 and C2, and a brake B1 in the same manner as the power split mechanism 20 included in the drive device 1 according to the first embodiment. However, each member in the driving device 1 according to the first embodiment has a different form.

  Among these, the planetary gear mechanism 83 has a power split planetary gear mechanism 85 and a transmission planetary gear mechanism 91, and among these, the power split planetary gear mechanism 85 is a sun gear arranged coaxially with each other. 86, a ring gear 87, a plurality of planetary gears 88 interposed between these gears, and a planetary carrier 89 that supports the planetary gears 88 in a rotatable manner. Similarly, the planetary gear mechanism 91 for speed change also includes a sun gear 92, a ring gear 93, a planetary gear 94, and a planetary carrier 95.

  The power split planetary gear mechanism 85 and the shift planetary gear mechanism 91 provided in this way are arranged concentrically, and the ring gear 87 of the power split planetary gear mechanism 85 and the planetary carrier 95 of the shift planetary gear mechanism 91 are arranged. Are connected together so as to be rotatable. Further, the engine 3 and the MG 1 are concentrically connected to the planetary gear mechanism 83, but this planetary gear mechanism 83 is different from the planetary gear mechanism 21 included in the drive device 1 according to the first embodiment, In the split planetary gear mechanism 85 and the shift planetary gear mechanism 91, the power split planetary gear mechanism 85 is disposed on the MG1 side, and the shift planetary gear mechanism 91 is disposed on the engine 3 side.

  The input shaft 4 of the power split mechanism 82 is connected to the planetary carrier 89 of the power split planetary gear mechanism 85 so as to be integrally rotatable. Here, the input shaft 4 is connected to the engine 3, and the engine 3 is disposed on the planetary gear mechanism 91 for shifting. Therefore, the input shaft 4 passes through the inner peripheral side of the transmission planetary gear mechanism 91 located between the engine 3 and the power split planetary gear mechanism 85, that is, the inside of the sun gear 92 of the transmission planetary gear mechanism 91. The planetary carrier 89 of the power split planetary gear mechanism 85 is connected. Accordingly, the power split planetary gear mechanism 85 splits the power transmitted from the engine 3 into power transmitted to the sun gear 86 and power transmitted to the ring gear 87 from the planetary gear 88 supported by the planetary carrier 89. It is possible.

  Further, the rotation shaft 7 of the MG 1 is connected to the sun gear 86 of the power split planetary gear mechanism 85 so as to be integrally rotatable. As a result, both the engine 3 and the MG 1 are provided so that power can be transmitted to and from the power split planetary gear mechanism 85, and the MG 1 can generate power using the power transmitted from the engine 3.

  On the other hand, the ring gear 93 of the transmission planetary gear mechanism 91 is connected to the stationary side portion of the driving device 80 by the fixing member 110 and is provided so as not to rotate. The ring gear 93 provided in such a non-rotatable manner is provided with a stop-side engagement member 115 that constitutes the brake B1, and the stop-side engagement member 115 includes a rotation center of the planetary gear mechanism 83. A plunger 118 is provided that is not rotatable in the rotation direction about the axis and is movable in a direction along the rotation center axis.

  The ring gear 87 of the power split planetary gear mechanism 85 is provided with a rotation-side engagement member 116 constituting the brake B1. The plunger 118 is provided so as to be movable in the direction of the rotation side engagement member 116 and away from the rotation side engagement member 116, and the plunger 118 is moved in the direction of the rotation side engagement member 116. In this case, the plunger 118 and the rotation side engaging member 116 are provided so as to be engageable with each other. That is, the brake B1 is provided as a dog clutch that is engaged when the plunger 118 and the rotation side engaging member 116 are engaged. Since this plunger 118 is provided so as not to rotate, when the brake B1 is engaged, the rotation-side engagement member 116 is also unable to rotate, and the power-dividing member to which the rotation-side engagement member 116 is connected. The ring gear 87 of the planetary gear mechanism 85 can no longer rotate.

  On the other hand, when the plunger 118 is separated from the rotation-side engagement member 116, the brake B1 is released, and the rotation-side engagement member 116 is not restricted from rotating by the plunger 118. The member 116 and the ring gear 87 are rotatable.

  Further, the planetary gear 94 of the transmission planetary gear mechanism 91 is connected to a first power transmission switching member 105 that is a member used when switching the transmission state when the planetary gear mechanism 83 transmits power of the engine 3 or the like. As with the planetary carrier 95, the first power transmission switching member 105 is rotatably provided coaxially with the revolution shaft when the planetary gear 94 revolves. Further, a second power transmission switching member 106, which is a member similar to the first power transmission switching member 105, is connected to the sun gear 92, and the second power transmission switching member 106 is connected to the planetary gear mechanism 91 for shifting. The sun gear 92 and the sun gear 92 are provided so as to be rotatable.

  Further, the first power transmission switching member 105 is provided so as to be able to switch between engagement and disengagement with the clutch C1. The clutch C1 is provided between the first power transmission switching member 105 and the power transmission member 100. By switching between engagement and release, the clutch C1 is provided between the first power transmission switching member 105 and the power transmission member 100. Thus, power transmission and interruption can be switched.

  Similarly, the second power transmission switching member 106 is provided so as to be able to switch between engagement and disengagement with the clutch C2. The clutch C2 is provided between the second power transmission switching member 106 and the power transmission member 100, and is switched between engagement and release to switch between the second power transmission switching member 106 and the power transmission member 100. Thus, power transmission and interruption can be switched.

  The power transmission member 100 is provided so as to be rotatable coaxially with the revolution center axis of the planetary gear 94 included in the speed change planetary gear mechanism 31 and the rotation center axis of the sun gear 92. A counter drive gear 101 that drives a counter shaft 63 included in the speed reduction mechanism 60 is provided. Specifically, the power transmission member 100 is formed in a substantially cylindrical shape, and the counter drive gear 101 is provided on the outer peripheral portion of the power transmission member 100, and is a concentrically arranged power split planetary gear mechanism. 85 and the planetary gear mechanism 91 for speed change, etc. are arranged concentrically with these. The clutches C1 and C2 are provided on the inner periphery of the power transmission member 100. In other words, the clutches C1 and C2 are disposed on the inner periphery of the counter drive gear 101.

  The speed reduction mechanism 60 is provided with a counter driven gear 61 coupled to a counter shaft 63 meshing with the counter drive gear 101. Further, the differential device 65 is provided such that a ring gear 66 included in the differential device 65 is engaged with a final drive gear 64 coupled to the counter shaft 63. In the MG 2, the drive gear 12 meshes with the counter driven gear 61 of the speed reduction mechanism 60.

  The drive device 80 according to the second embodiment is configured as described above, and the operation thereof will be described below. When the vehicle travels, the driving device 80 according to the second embodiment also switches the driving mode by switching the engagement and release of the clutches C1 and C2 and the brake B1 of the driving device 80 as in the driving device 1 according to the first embodiment. Can be switched. That is, in the drive device 80 according to the second embodiment, the power split mechanism 82 includes the power split planetary gear mechanism 85 and the speed change planetary gear mechanism 91, and the engine 3 is a planetary of the power split planetary gear mechanism 85. MG1 is connected to the sun gear 86 of the power split planetary gear mechanism 85, and the ring gear 87 of the power split planetary gear mechanism 85 is connected to the planetary carrier 95 of the shift planetary gear mechanism 91. Yes. For this reason, the power transmission paths of the engine 3 and the MG 1 in the power split mechanism 82 are the same paths in the drive device 1 according to the first embodiment and the drive device 80 according to the second embodiment.

  In the planetary gear mechanism 91 for speed change, one element of the sun gear 92, the ring gear 93, and the planetary carrier 95 is non-rotatable, and the other two elements are the power transmission member by the clutches C1 and C2. Power transmission and interruption with 100 are possible.

  Further, when the brake B1 is engaged, the ring gear 87 of the power split planetary gear mechanism 85 can be made non-rotatable, but the brake B1 is engaged by the drive device 1 according to the first embodiment. Also in this case, the ring gear 27 of the power split planetary gear mechanism 25 cannot be rotated. That is, the same operating state is obtained when the engagement and release of the brake B1 are switched by the drive device 1 according to the first embodiment and when the engagement and release of the brake B1 are switched by the drive device 80 according to the second embodiment. Can be obtained.

  For these reasons, the power transmission form between the power split mechanism 82 and the power transmission member 100 obtained by switching the engagement and release of the clutches C1 and C2 and the brake B1 is the power in the drive device 1 according to the first embodiment. It is possible to obtain a form similar to the form of transmission. For this reason, also in the drive device 80 according to the second embodiment, similarly to the drive device 1 according to the first embodiment, the driving mode is changed to the EV mode by controlling the combination of engagement and release of the clutches C1 and C2 and the brake B1. And can be switched between the series mode and the HV mode.

  The above drive device 80 has the engine 3, the power split planetary gear mechanism 85, MG1 and the counter drive gear 101 arranged concentrically, and the clutches C1 and C2 are arranged on the inner periphery of the counter drive gear 101. Yes. As a result, the inner circumference of the counter drive gear 101 can be used effectively, so that the combined axial length of the power split planetary gear mechanism 85 and MG1 can be shortened more reliably. As a result, it is possible to reduce the size of the apparatus more reliably and to improve the mountability to the vehicle.

  FIG. 9 is a schematic diagram of a driving apparatus according to a modification. In the drive device 1 according to the first embodiment, the brake B1 is provided as an electromagnetic meshing brake, but the brake B1 may have other forms. For example, as shown in FIG. 9, the brake B1 may be an electromagnetic cam brake that includes an electromagnetic coil 130 and a cam mechanism 135 that is operated by electromagnetic force. The cam mechanism 135 includes a stop member 136, a rotation member 137, and a cam 138. The stop member 136 is fixed to a brake actuator case, and the rotation member 137 is a planetary gear mechanism 31 for the speed change planetary gear mechanism 31. The power transmission switching member 45 connected to the gear 34 is connected. The cam 138 is disposed between the stop member 136 and the rotating member 137, and the electromagnetic coil 130 is provided so that the cam 138 can be operated by electromagnetic force.

  When the electromagnetic force is not generated by the electromagnetic coil 130, the brake B <b> 1 provided in this way can rotate the rotating member 137 relative to the cam 138, and the power along with the revolution of the planetary gear 34. When the transmission switching member 45 rotates, the rotating member 137 rotates as the power transmission switching member 45 rotates. On the other hand, when an electromagnetic force is generated by the electromagnetic coil 130, friction is generated between the cam 138 and the rotating member 137, and the rotation of the rotating member 137 is restricted. As a result, the rotation of the power transmission switching member 45 is restricted, the revolution of the planetary gear 34 is also restricted, and the revolution is disabled.

  Thus, even when an electromagnetic cam brake is used for the brake B1, drag loss can be reduced by operating the brake B1 with electromagnetic force, and the operability of the brake B1 at the start of cryogenic temperature. Can be secured. As a result, more reliable shift control can be performed while reducing power consumption.

  In the drive devices 1 and 80 described above, the clutches C1 and C2 are provided to be operable by hydraulic pressure, and the brake B1 is provided to be operable by electromagnetic force. However, the clutches C1 and C2 and the brake B1 are Other modes of operation may be used. For example, the clutches C1 and C2 and the brake B1 may all be provided so as to be operable by electromagnetic force. The clutches C1 and C2 are multi-plate clutches, and the brake B1 is a mesh type brake or a cam type brake. However, the clutches C1 and C2 and the brake B1 are formed in other forms. May be. Regardless of the mode of operation or type, clutches C1 and C2 are provided on the two output paths of power from the planetary gear mechanisms 31 and 91 for shifting, and a brake B1 that can restrict the rotation of the engine 3 is provided. Thus, it is possible to achieve both the achievement of a desired traveling state and the downsizing of the apparatus.

  As described above, the hybrid vehicle drive device according to the present invention is useful for a hybrid vehicle drive device including an engine and a motor as power sources, and is particularly suitable for obtaining a plurality of travel modes.

1, 80 Drive device 3 Engine 5 Motor generator 15 ECU
16 Hydraulic control device 17 Electromagnetic force control device 20, 82 Power split mechanism 21, 83 Planetary gear mechanism 25, 85 Power split planetary gear mechanism 26, 32, 86, 92 Sun gear 27, 33, 87, 93 Ring gear 28, 34 , 88, 94 Planetary gears 29, 35, 89, 95 Planetary carriers 31, 91 Shifting planetary gear mechanism 40, 100 Power transmission member 41, 101 Counter drive gear 45 Power transmission switching member 46 Brake fixing element 48 Engaging member 50, 118 Plunger 60 Deceleration mechanism 65 Differential device 70 Drive shaft 105 First power transmission switching member 106 Second power transmission switching member 110 Fixed member 115 Stop side engagement member 116 Rotation side engagement member 135 Cam mechanism

Claims (5)

An internal combustion engine and an electric motor are used as a power source when the vehicle travels, and a generator capable of generating electricity used when generating electric power with the electric motor is further provided, and the power generated by the internal combustion engine is output. In a drive device for a hybrid vehicle including a power split planetary gear mechanism that can be divided and transmitted to the generator side and the generator side,
A planetary gear mechanism for transmission capable of transmitting at least power generated by the internal combustion engine to the output side through two paths;
Two clutches provided on two paths from the planetary gear mechanism for shifting to the output side and capable of switching between transmission and interruption of power respectively;
A brake for fixing an output from the power split planetary gear mechanism;
With
When the vehicle travels, by switching between transmission and disconnection of power by the two clutches and the brake, a change in a plurality of travel modes in which usage forms of the power of the internal combustion engine and the power of the electric motor are different, and A drive device for a hybrid vehicle, which performs a shift when transmitting the power generated in the internal combustion engine to the output side. When the vehicle is traveling, the internal combustion engine is stopped and the two clutches are released together, whereby the EV mode is the traveling mode in which the vehicle travels only with the power of the motor;
By releasing both of the two clutches and engaging the brake, the generator generates power with the power of the internal combustion engine, and the vehicle travels with the power generated by the motor with the power generated by the generator. A series mode which is the running mode;
The HV mode which is the traveling mode in which traveling is performed using the power of the internal combustion engine and the power of the electric motor by engaging one of the two clutches and releasing the other clutch. The three driving modes can be changed.
Furthermore, in the HV mode, it is possible to change gears by switching between a low speed stage and a high speed stage by switching engagement and disengagement of the two clutches. The hybrid vehicle drive device described. A power output gear capable of transmitting power from the shifting planetary gear mechanism side to the output side;
The internal combustion engine, the power split planetary gear mechanism, the generator, and the power output gear are concentrically arranged, and at least one of the two clutches is disposed on the inner periphery of the power output gear. The drive device for a hybrid vehicle according to claim 1, wherein the drive device is provided.   The brake includes a rotation-side member that is rotatable when power of the internal combustion engine is transmitted, and a stop-side member that is provided to be engageable with the rotation-side member and restricts rotation of the rotation-side member when engaged. The stop-side member is disposed on the inner periphery of the generator and is connected to a fixed element in the planetary gear mechanism for shifting. The drive device for a hybrid vehicle according to any one of the above.   The drive device for a hybrid vehicle according to any one of claims 1 to 4, wherein the brake is formed by a meshing clutch.

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