JP2011105167A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device capable of achieving its entire miniaturization and improving its energy efficiency. <P>SOLUTION: The hybrid driving device H is equipped with an input member I coupled with an engine E for driving force transmission, an output member O coupled with a wheel for driving force transmission, and a dynamo-electric machine MG. Further, a first differential gear device PG1 for deceleration is provided which has an input rotation element EI, an output rotation element EO, and a fixing element ES; the input rotation element EI is coupled with the dynamo-electric machine MG for driving force transmission; a second differential gear device PG2 is provided which has four rotation elements; one rotation element CA2 is selectively coupled with the input member I for driving force transmission; the other one rotation element R2 is coupled with the output member O for driving force transmission; at least one rotation element S3 other than these is selectively coupled with the output rotation element EO for driving force transmission; in addition, a first clutch C1 is provided which selectively couples the input rotation element EI with the input member I for driving force transmission. <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, and a rotating electrical machine.

  In recent years, hybrid vehicles equipped with engines and rotating electrical machines (motors and generators) as driving power sources have attracted attention from the viewpoint of energy saving and environmental problems, and various configurations have also been proposed for hybrid driving devices used therefor. Yes. As one of such hybrid drive devices, for example, a device described in Patent Document 1 below, which has been filed by the applicant of the present application and already published, is known. The hybrid drive device includes an input member that is drivingly connected to the engine, an output member that is drivingly connected to the wheels, a rotating electrical machine, a first rotating element, a second rotating element, a third rotating element in order of rotational speed, and And a differential gear device having four rotating elements serving as fourth rotating elements. In the hybrid drive device described in Patent Document 1, for each rotary element of the differential gear device, the output member is drivingly connected to the third rotary element, and the input member is connected to any rotary element other than the third rotary element. The rotary electric machine is drivingly connected to the first rotating element.

  The hybrid drive device includes a plurality of shift speeds that can be switched by selectively engaging any two of the plurality of clutches and brakes, with a predetermined gear ratio corresponding to each shift speed. There is a parallel mode in which the rotating electrical machine is powered or generated while changing the rotational speed of the input member and transmitting it to the output member. In addition, with the first rotating element fixed to the non-rotating member, the rotation speed of the input member is changed at a predetermined gear ratio according to each gear and transmitted to the output member while the rotation of the rotating electrical machine is stopped. It has an engine running mode. Here, the parallel mode and the engine running mode are collectively referred to as a stepped transmission mode. In this stepped speed change mode, in the parallel mode, the vehicle is driven by switching a plurality of shift speeds according to the running state of the vehicle, and the rotating electrical machine is powered to perform torque assist, or the rotating electrical machine is caused to generate power and store electricity. The vehicle can be run while storing electric power in the device. Therefore, it is possible to efficiently drive the vehicle using both the torque of the input member connected to the engine and the torque of the rotating electrical machine.

  Further, in the uppermost gear stage (the gear stage with the smallest gear ratio) of the stepped transmission mode that is preferably selected when the vehicle is traveling at a high speed, the first rotating element of the differential gear device to which the rotating electrical machine is driven is connected. The engine travel mode is fixed to the non-rotating member, and the rotational speed of the input member is increased and transmitted to the output member. This makes it possible to efficiently drive the vehicle by suppressing dragging loss of the rotating electrical machine and reducing the rotational speed of the engine, particularly during high-speed traveling with small fluctuations in required driving force.

JP 2009-107388 A

  In the hybrid drive device described in Patent Document 1, the rotary electric machine is integrally connected to the first rotary element of the differential gear device. In the stepped transmission mode, the rotation speed of the first rotation element is often lower than the rotation speed of the input member with respect to the rotation speed of each rotation member and rotation element at each shift speed (Patent Literature). 1 and FIG. 5). In this case, since the rotational speed of the rotating electrical machine is often lower than the rotational speed of the engine, there may be many situations where the rotating electrical machine must be driven in a relatively low rotational high torque state. Since the high torque type rotating electrical machine tends to be larger in size than the high rotating type rotating electrical machine, this is disadvantageous in terms of downsizing the rotating electrical machine and thus the entire hybrid drive device. Further, in the gear stage in which the first rotating element of the differential gear device is fixed to the non-rotating member, the rotating electric machine is also fixed to the non-rotating member together with the first rotating element. Was unable to perform torque assist or generate power. This can adversely affect the overall energy efficiency of the hybrid drive. Therefore, in the hybrid drive device described in Patent Document 1, there remains room for improvement in terms of downsizing the entire device and improving energy efficiency.

  Therefore, it is desired to realize a hybrid drive device in which the entire device is reduced in size and energy efficiency is improved.

  In order to achieve the above object, the hybrid drive device comprising an input member drivingly connected to an engine, an output member drivingly connected to a wheel, and a rotating electrical machine according to the present invention has a rotational speed A first differential gear device for reduction having three rotation elements that are an input rotation element, an output rotation element, and a fixed element in order is provided, and the input rotation element is drivingly connected to the rotating electric machine, and at least four rotations A second differential gear device having an element, wherein one rotary element of the second differential gear device is selectively drive-coupled to the input member, and the other one rotary element is drive-coupled to the output member. And at least one rotation element other than the rotation element selectively driven and connected to the input member and the rotation element driven and connected to the output member is the output rotation requirement of the first differential gear device. To selectively drive coupling is the input rotating element of the first differential gear device in that, further comprising a first clutch for selectively drivingly coupled to said input member.

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

According to this characteristic configuration, since the rotating electrical machine is drivingly connected to the input rotating element of the first differential gear device for reduction, the rotation of the rotating electrical machine is decelerated by the first differential gear device and output from the output rotating element. Is done. Thereby, since the rotation of the rotating electrical machine decelerated by the first differential gear device is input to the second differential gear device, the rotating electrical machine is integrally driven to one rotating element of the second differential gear device. Compared with the case where it connects, a rotary electric machine can be driven in the state of high rotation, the torque of a rotary electric machine can be amplified, and it can transmit to a 2nd differential gear apparatus. In particular, in a state where one rotary element of the second differential gear device is drivingly connected to the input member, and the first clutch is released and the input rotary element of the first differential gear device is separated from the input member, When the output rotating element of the differential gear device is drivingly connected to one rotating element other than the rotating element drivingly connected to the input member and the output member of the second differential gear device, By appropriately setting the gear ratio, the rotating electrical machine can be rotated at a higher speed than the input member. Therefore, it is possible to amplify the torque of the rotating electric machine driven in a high rotation state and secure the magnitude of the torque that can be transmitted to the output member, and use the rotating electric machine with a small physique. The entire drive device can be reduced in size.
Moreover, according to said characteristic structure, the output rotation element of a 1st differential gear apparatus can selectively drive-connect, The input member of the 2nd differential gear apparatus and output members other than the rotation element to which drive connection was carried out Even when one rotating element is fixed to a non-rotating member, the rotating element fixed to the non-rotating member is separated from the first differential gear device and the rotating electric machine is connected via the first clutch or the like. By drivingly connecting to another rotating element of the second differential gear device, it is possible to cause the rotating electric machine to perform torque assist and power generation according to the traveling state of the vehicle. Therefore, the hybrid drive device can be driven in a state of good energy efficiency.
Therefore, it is possible to provide a hybrid drive device in which the entire device is reduced in size and energy efficiency is improved.

  Here, the rotating electrical machine is selected as the input member other than the rotating element that is drivingly connected to the output member of the second differential gear device via the first differential gear device or the first clutch. It is preferable that the configuration is configured such that it can be selectively connected to any one of at least three rotating elements including a rotating element that is driven and connected.

According to this configuration, the drive connection relationship between each rotation element other than the rotation element drivingly connected to the output member in the second differential gear device, the input member, and the output rotation element of the first differential gear device, and By switching the drive connection relationship between the input member and the input rotation element of the first differential gear device, a plurality of shift speeds can be realized with respect to the gear ratio from the input member to the output member. As a result, the overall speed of the apparatus is reduced and the energy efficiency is improved while the vehicle is running by shifting the rotational speed of the input member to the output member by changing the rotational speed of the input member at an appropriate speed ratio according to the required driving force, vehicle speed, and the like. be able to.
In this case, according to the above configuration, at least three rotations other than the rotating element that is drivingly connected to the output member of the second differential gear device according to the traveling state of the vehicle determined based on the required driving force, the vehicle speed, and the like. A rotating electrical machine can be selectively drive coupled to any of the elements. Therefore, it becomes easy to drive the rotating electrical machine in an efficient state according to the traveling state of the vehicle.

  The second differential gear device further includes a second clutch, a third clutch, a fourth clutch, a first brake, and a second brake. The second differential gear device includes a first rotating element, a second rotating element, A first rotating element that is selectively fixed to a non-rotating member by the first brake, and that the first differential gear is connected via the fourth clutch. Selectively driven and connected to the output rotating element of the apparatus, and the second rotating element is selectively fixed to the non-rotating member by the second brake and selected to the input member via the third clutch The third rotating element is drivingly connected to the output member, and the fourth rotating element is selectively connected to the output rotating element of the first differential gear device via the second clutch. To drive and connect to It is suitable.

According to this configuration, by switching the engagement and disengagement of the four clutches and the two brakes, respectively, at least six different speed changes can be achieved by the cooperation of the first differential gear device for reduction and the second differential gear device. A ratio gear can be formed. Therefore, the vehicle can be run by shifting the rotational speed of the input member to the output member at an appropriate speed ratio according to the required driving force, vehicle speed, and the like.
Further, in this configuration, the first clutch is released to separate the input rotation element of the first differential gear device from the input member, and the first brake causes the first rotation element of the second differential gear device to be a non-rotation member. While fixing, the fourth rotating element of the second differential gear device is connected via the second clutch in a state where the second rotating element of the second differential gear device is drivingly connected to the input member via the third clutch. When drivingly connected to the output rotating element of the first differential gear device, the rotating electrical machine can be rotated at a significantly higher speed than the input member. Therefore, it is possible to amplify the torque of the rotating electric machine driven in a high rotation state and secure the magnitude of the torque that can be transmitted to the output member, and use the rotating electric machine with a small physique. The entire drive device can be reduced in size.
Moreover, according to said structure, even if it is in the state by which the 1st rotation element of the 2nd differential gear apparatus was fixed to the non-rotating member by the 1st brake, the 2nd differential gear apparatus was interposed via the 3rd clutch. In a state where the second rotating element is driven and connected to the input member, the rotating electric machine is drive connected to the second rotating element or the fourth rotating element of the second differential gear device via the first clutch or the second clutch. Thus, it is possible to cause the rotating electric machine to perform torque assist and power generation according to the traveling state of the vehicle. Therefore, the hybrid drive device can be driven in a state of good energy efficiency.

  Further, a fifth clutch is further provided, and the first rotating element of the second differential gear device is further selectively connected to the input rotating element of the first differential gear device via the fifth clutch. It is preferable to adopt the configuration.

  According to this configuration, the first differential gear device and the second differential gear device for reduction are added by adding another clutch and switching the engagement and release of the five clutches and the two brakes, respectively. Can be used to form gears with eight different gear ratios. Therefore, the vehicle can be run by shifting the rotational speed of the input member to the output member at an appropriate speed ratio according to the required driving force, vehicle speed, and the like.

  Further, the second differential gear device is constituted by a Ravigneaux type planetary gear device having four rotating elements of a first sun gear, a second sun gear, a common carrier, and a common ring gear, and the first rotating element is A first sun gear, the second rotating element is constituted by the common carrier, the third rotating element is constituted by the common ring gear, and the fourth rotating element is constituted by the second sun gear; It is preferable.

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

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

  In addition, a plurality of shift stages can be switched by switching engagement and disengagement of a plurality of engagement elements including the first clutch, and at least the rotational speed of the input member at a predetermined gear ratio according to each shift stage A stepped transmission mode in which the speed of the input member is increased by the second differential gear device and transmitted to the output member. As a shift stage, the first clutch is released, and the rotation of the rotating electrical machine decelerated by the first differential gear device is further decelerated by the second differential gear device and transmitted to the output member. The first differential gear and the first clutch are engaged, and the rotation of the rotating electric machine that rotates integrally with the input member is increased with the rotation of the input member by the second differential gear device, and the output Element A second high-speed gear stage for transmitting a when configured to include the switchable preferred.

According to this configuration, in the first high-speed shift stage provided in the high-speed shift stage that increases the rotational speed of the input member and transmits it to the output member among the plurality of shift stages in the stepped shift mode, the second differential Since the rotation of the output member accelerated by the gear device is further accelerated by the first differential gear device and transmitted to the rotating electrical machine, the rotating electrical machine can be rotated significantly faster than the input member. In this case, the rotation of the rotating electrical machine decelerated by the first differential gear device is further decelerated by the second differential gear device and transmitted to the output member. Therefore, it is possible to amplify the torque of the rotating electric machine driven in a high rotation state and secure the magnitude of the torque that can be transmitted to the output member, and use the rotating electric machine with a small physique. The entire drive device can be reduced in size.
In the second high speed gear stage, the rotating electrical machine can be rotated integrally with the input member, and the rotating electrical machine can be rotated at a relatively high rotational speed that is the same speed as the input member.
And in said structure, according to the driving | running state of the vehicle determined based on a request | requirement driving force, a vehicle speed, etc., a 1st high speed gear stage and a 2nd high speed gear stage are switched appropriately, and an engine and a rotary electric machine are each efficient. It can be driven in a state. In both the first high speed shift stage and the second high speed shift stage, the rotating electrical machine can be caused to perform torque assist and power generation according to the traveling state of the vehicle. Therefore, also from this point, the hybrid drive device can be driven in an energy efficient state.

  Further, as the high speed shift stage, the first clutch is released and the rotating electrical machine is stopped, and the rotational speed of the input member is increased via the second differential gear device to the output member. It is preferable that the third high-speed gear position to be transmitted is further switchable.

  According to this configuration, for example, when torque assist or power generation is not required during steady running, the first clutch is released, the rotating electrical machine is separated from the input member, and the rotating electrical machine is stopped. Drag loss can be suppressed. Therefore, the energy efficiency of the hybrid drive device can be improved.

  Further, with respect to the order of the rotational speeds of the rotating elements of the second differential gear device, the rotating elements that are drivingly connected to the input member and the rotating elements that are drivingly connected to the output rotating element of the first differential gear device. Is positioned on the opposite side across the rotating element drivingly connected to the output member, and the input member torque is input to one rotating element of the second differential gear device. A structure having a start mode for gradually increasing the rotational speed of the output member while amplifying the torque of the input member and transmitting the torque to the output member by outputting a reaction force to the torque of the member to the rotating electrical machine; It is preferable.

According to this configuration, in a state where the torque of the engine is input to one rotating element of the second differential gear device via the input member, a reaction force with respect to the torque of the input member is output to the rotating electrical machine, whereby the input is performed. The rotational speed of the output member can be gradually increased while amplifying the torque of the member and transmitting it to the output member. Therefore, the vehicle can be started appropriately using both the torque of the input member that is drivingly connected to the engine and the torque of the rotating electrical machine.
Further, in this configuration, when the rotation speed of the output member is low (typically zero) when the vehicle starts, the rotating electrical machine outputs a reaction force against the torque of the input member, and thus is opposite to the direction of the torque. It will generate electricity by rotating in the direction. Therefore, there is an advantage that the vehicle can be started appropriately even when the amount of power stored in the power storage device or the like provided in the vehicle is small.

  In addition, one rotating element of the second differential gear device is drivingly connected to the input member, and the rotating electrical machine is connected to the input member of the second differential gear device via the first differential gear device. The second differential gear device is configured to be selectively drive-coupled to any one of a rotating element selectively drivingly connected to the input member and a rotating element other than the rotating element drivingly connected to the output member. The rotational speed of the input member is controlled by causing the rotating electrical machine to output a reaction force against the torque of the input member and controlling the rotational speed of the rotating electrical machine in a state where the torque of the input member is input to one rotating element. It is preferable to employ a continuously variable transmission mode in which the speed is continuously variable and transmitted to the output member.

  According to this configuration, in the state where the torque of the input member is input to one rotating element of the second differential gear device, the reaction force against the torque of the input member is output to the rotating electrical machine and the rotational speed of the rotating electrical machine is controlled. By doing so, the rotation of the input member, which is steplessly changed so as to obtain an appropriate gear ratio according to the required driving force, the vehicle speed, and the like, can be transmitted to the output member to run the vehicle.

It is a skeleton figure of the hybrid drive device concerning a first embodiment of the present invention. It is a schematic diagram which shows the system configuration | structure of the hybrid drive device which concerns on 1st embodiment. It is a figure which shows the action | operation table | surface of the engagement element which concerns on 1st embodiment. It is a speed diagram in the stepped transmission mode according to the first embodiment. It is a speed diagram of three 8th speed steps in the stepped transmission mode according to the first embodiment. It is a speed diagram in the electric travel mode according to the first embodiment. It is a speed diagram in the first continuously variable transmission mode according to the first embodiment. It is a speed diagram in the second continuously variable transmission mode according to the first embodiment. It is a speed diagram in the third continuously variable transmission mode according to the first embodiment. It is a speed diagram in the start mode according to the first embodiment. It is a skeleton figure of the hybrid drive device concerning a second embodiment of the present invention. It is a figure which shows the action | operation table | surface of the engagement element which concerns on 2nd embodiment. It is a speed diagram in the stepped transmission mode according to the second embodiment. It is a speed diagram of three 6th speed steps in the stepped transmission mode according to the second embodiment. It is a speed diagram in the electric travel 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 apparatus H according to the present embodiment. In FIG. 1, the lower half configuration symmetrical to the central axis of the hybrid drive device H is omitted. FIG. 2 is a schematic diagram showing a system configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 2, a double solid line indicates a driving force transmission path, a double broken line indicates a power transmission path, and a white arrow indicates a flow of hydraulic oil. Also, solid arrows indicate various information transmission paths. Driving force is synonymous with torque.

  As shown in these drawings, the hybrid drive apparatus H according to the present embodiment includes an input shaft I that is drivingly connected to the engine E, an output gear O that is drivingly connected to the wheels W, a motor generator MG, One differential gear device PG1 and a second differential gear device PG2 are provided. Further, these configurations are housed in a drive device case Dc (hereinafter simply referred to as “case Dc”) as a non-rotating member fixed to the vehicle body. In the hybrid drive device H, each device is arranged in the order of the motor / generator MG, the first differential gear device PG1, and the second differential gear device PG2 from the engine E side along the rotational axis direction of the input shaft I. It is arranged. The output gear O is disposed coaxially with the input shaft I, and is disposed between the first differential gear device PG1 and the second differential gear device PG2 in the axial direction. The output gear O is disposed on the radially outer side of the second differential gear device PG2. Such a configuration is suitable when the hybrid drive device H according to the present invention is applied to a drive device such as an FF (front engine / front drive) type vehicle or an RR (rear engine / rear drive) type vehicle. It is. In the present embodiment, the input shaft I corresponds to the “input member” in the present invention, and the output gear O corresponds to the “output member” in the present invention. Further, the motor / generator MG corresponds to the “rotary electric machine” in the present invention.

  In such a configuration, in the hybrid drive device H according to the present embodiment, the first differential gear device PG1 has three rotation elements that become the input rotation element EI, the output rotation element EO, and the fixed element ES in order of rotation speed. And the input rotary element EI is drivingly connected to the motor / generator MG, and the second differential gear unit PG2 has at least four rotary elements, and the second differential gear unit PG2 One rotating element of the gear device PG2 is selectively connected to the input shaft I, the other one rotating element is connected to the output gear O, and the rotating element and output selectively connected to the input shaft I. At least one rotating element other than the rotating element drivingly connected to the gear O is selectively drivingly connected to the output rotating element EO of the first differential gear device PG1, and the first differential gear device PG1 is turned on. In that with a first clutch C1 selectively drivingly connecting rotary elements EI to the input shaft I further comprising the features. Thereby, the hybrid drive device H in which the overall size of the device is reduced and the energy efficiency is improved is realized. Hereinafter, the hybrid drive device H according to the present embodiment will be described in detail.

1-1. Configuration of Each Part of Hybrid Drive Device As shown in FIGS. 1 and 2, the input shaft I is drivingly connected to the engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and for example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, the input shaft I is drivingly connected so as to rotate integrally with an output rotation shaft such as a crankshaft of the engine E. It is also preferable that the input shaft I is drivingly connected to the output rotation shaft of the engine E via a damper, a clutch, or the like. As shown in FIG. 2, the output gear O is drivingly coupled to the wheel W through the output differential gear device 17 and the like so as to be able to transmit a driving force.

  A starter generator SG is provided adjacent to the engine E. The starter / generator SG functions as an auxiliary rotating electrical machine. Although not shown here, the starter / generator SG has a stator fixed to the casing and a rotor rotatably supported inside the stator in the radial direction. A starter / generator output gear 57 is coupled to an output rotation shaft (rotor rotation shaft) 56 of the starter / generator SG. An engine output gear 52 is connected via a separation clutch 53 to a second output rotation shaft 51 of the engine E that extends in the axial direction of the input shaft I to the opposite side of the input shaft I with respect to the engine E. ing. Note that the engine output gear 52 may be connected to the second output rotation shaft 51 of the engine E without using such a separation clutch 53. The starter / generator output gear 57 and the engine output gear 52 mesh with each other. Accordingly, in this state, the starter / generator SG is drivingly connected to the engine E via the starter / generator output gear 57 and the engine output gear 52 without passing through the second differential gear device PG2.

  As shown in FIGS. 1 and 2, the starter / generator SG is electrically connected to a battery 11 as a power storage device via a second inverter 12b. Note that the battery 11 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination. The starter / generator SG is electrically connected to the motor / generator MG via the second inverter 12b and the first inverter 12a. The starter / generator SG fulfills both a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. The starter / generator SG receives supply of electric power charged in the battery 11 when the engine E is started, for example, and functions as a motor to crank the engine E. The starter / generator SG functions as a generator, for example, when the storage amount of the battery 11 is small, and supplies the electric power generated by the driving force of the engine E to the motor / generator MG to cause the motor / generator MG to run. Such an operation of the starter / generator SG is performed via the second inverter 12b in accordance with a control command from the control unit ECU.

  As shown in FIG. 1, the motor / generator MG includes a stator St fixed to the case Dc, and a rotor Ro that is rotatably supported on the radially inner side of the stator St. The rotor Ro of the motor / generator MG is drivingly connected so as to rotate integrally with a carrier CA1 that is an input rotation element EI of the first differential gear device PG1. As shown in FIGS. 1 and 2, the motor / generator MG is electrically connected to a battery 11 as a power storage device via a first inverter 12a. The motor / generator MG is electrically connected to the starter / generator SG via the first inverter 12a and the second inverter 12b. The motor / generator MG performs both a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. When the motor / generator MG functions as a generator, the generated electric power is supplied to the battery 11 for charging. When the motor / generator MG functions as a motor, the electric power charged in the battery 11 or generated by the starter / generator SG. Powered by the supply of power. Such an operation of the motor / generator MG is performed via the first inverter 12a in accordance with a control command from the control unit ECU.

  As shown in FIG. 1, the first differential gear device PG <b> 1 is configured by a double pinion type planetary gear mechanism arranged coaxially with the input shaft I. In other words, the first differential gear device PG1 includes three rotating elements: a carrier CA1 that supports a plurality of sets of pinion gears, and a sun gear S1 and a ring gear R1 that respectively mesh with the pinion gears. If these three rotation elements of the first differential gear device PG1 are a first rotation element E1, a second rotation element E2, and a third rotation element E3 in the order of the rotation speed, in this embodiment, the sun gear S1 is “ Corresponding to “first rotating element E1”, ring gear R1 corresponds to “second rotating element E2”, and carrier CA1 corresponds to “third rotating element E3”. The sun gear S1 of the first differential gear device PG1 is fixed to a case Dc as a non-rotating member. The carrier CA1 is drivingly connected so as to rotate integrally with the rotor Ro of the motor / generator MG. Accordingly, the first differential gear device PG1 functions as a differential gear device for reduction that reduces the rotational speed of the motor / generator MG inputted to the carrier CA1 and outputs the reduced speed from the ring gear R1. In the present embodiment, the carrier CA1 corresponds to the “input rotation element EI”, the ring gear R1 corresponds to the “output rotation element EO”, and the sun gear S1 corresponds to the “fixed element ES”.

  In the present embodiment, the carrier CA1 as the input rotation element EI of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the rotor Ro of the motor / generator MG, and further includes a fifth clutch C5. Via the first sun gear S2 of the second differential gear device PG2. The ring gear R1 as the output rotating element EO is selectively connected to the second sun gear S3 of the second differential gear device PG2 via the second clutch C2, and is also connected to the second differential via the fourth clutch C4. It is selectively drive-coupled to the first sun gear S2 of the gear device PG2.

  The hybrid drive device H according to this embodiment further includes a first clutch C1 that selectively drives and couples the carrier CA1 of the first differential gear device PG1 that rotates integrally with the rotor Ro of the motor / generator MG to the input shaft I. ing. In the engaged state of the first clutch C1, the carrier CA1 as the input rotation element EI of the first differential gear device PG1 is drivingly connected so as to rotate integrally with the input shaft I. On the other hand, in the released state of the first clutch C1, the carrier CA1 as the input rotation element EI of the first differential gear device PG1 is separated from the input shaft I, and a direct driving force between the carrier CA1 and the input shaft I is obtained. Is interrupted.

  On the other hand, the second differential gear device PG2 is configured by a Ravigneaux type planetary gear device arranged coaxially with the input shaft I. Here, the Ravigneaux type planetary gear device is configured such that a set of single pinion type planetary gear mechanisms and a set of double pinion type planetary gear devices share a carrier and a ring gear. . Specifically, the second differential gear device PG2 includes a first sun gear S2 and a second sun gear S3, a common ring gear R2, a long pinion gear that meshes with both the first sun gear S2 and the common ring gear R2. There are four rotating elements including a common carrier CA2 that supports the long pinion gear and the short pinion gear that meshes with the second sun gear S3. In the present embodiment, these four rotating elements of the second differential gear device PG2 are defined as a first rotating element E1, a second rotating element E2, a third rotating element E3, and a fourth rotating element E4 in the order of rotational speed. The first sun gear S2 corresponds to the “first rotating element E1,” the common carrier CA2 corresponds to the “second rotating element E2,” the common ring gear R2 corresponds to the “third rotating element E3”, and the second The sun gear S3 corresponds to the “fourth rotating element E4”.

  Of the four rotating elements of the second differential gear device PG2, the common carrier CA2 which is one rotating element is selectively driven and connected to the input shaft I via the third clutch C3. Further, the common ring gear R2, which is another rotating element, is drivingly connected so as to rotate integrally with the output gear O. The second sun gear S3, which is one of the rotating elements other than the common carrier CA2 that is selectively drivingly connected to the input shaft I via the third clutch C3 and the common ring gear R2 that is drivingly connected to the output gear O, It is selectively drive-coupled to a ring gear R1 as an output rotation element EO of the first differential gear device PG1 via the second clutch C2. In the present embodiment, it is another rotating element other than the common carrier CA2 that is selectively connected to the input shaft I via the third clutch C3 and the common ring gear R2 that is connected to the output gear O. The first sun gear S2 is selectively driven and connected to the ring gear R1 as the output rotation element EO of the first differential gear device PG1 via the fourth clutch C4.

  Further, in the present embodiment, the first sun gear S2 of the second differential gear device PG2 is selectively driven and connected to the ring gear R1 of the first differential gear device PG1 via the fourth clutch C4, and the fifth The first differential gear unit PG1 is selectively driven and connected to a carrier CA1 as an input rotation element EI via a clutch C5. The first sun gear S2 is selectively fixed to the case Dc by the first brake B1. The common carrier CA2 is selectively connected to the input shaft I via the third clutch C3 and is selectively fixed to the case Dc by the second brake B2. The common carrier CA2 is selectively fixed to the case Dc by the one-way clutch F at the first speed in the stepped transmission mode described later.

  Therefore, the first sun gear S2 that is the first rotating element E1 of the second differential gear device PG2 is engaged with the first clutch through the fourth clutch C4. The rotation and torque of the ring gear R1 as the output rotation element EO of the gear device PG1 are input. The first sun gear S2 is engaged with the rotation of the carrier CA1 as the input rotation element EI of the first differential gear device PG1 via the fifth clutch C5 by engaging the fifth clutch C5. Torque is input. Further, the common carrier CA2 which is the second rotating element E2 of the second differential gear device PG2 is engaged with the input shaft I (engine E) via the third clutch C3 by engaging the third clutch C3. ) Rotation and torque. The common carrier CA2 is restricted by the one-way clutch F from rotating in the direction opposite to the rotation direction of the input shaft I. In addition, the second sun gear S3, which is the fourth rotating element E4 of the second differential gear device PG2, is engaged with the second clutch C2, and the first differential gear device PG2 is connected to the second differential gear device PG2 via the second clutch C2. The rotation and torque of the ring gear R1 as the output rotation element EO of the gear device PG1 are input.

  As described above, the hybrid drive device H includes the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake as engagement elements. B2 is provided. As these engagement elements, friction engagement elements such as a multi-plate clutch and a multi-plate brake that are operated by hydraulic pressure can be preferably used. These engagement elements, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2 are not supplied with hydraulic pressure. In this case, the disengaged state can be maintained, and the engaging element can be configured to be in an engaged state when hydraulic pressure is supplied (so-called normal open method).

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

1-2. Configuration of Control System for Hybrid Drive Device As shown in FIG. 2, the control device ECU uses information acquired by sensors Se1 to Se6 provided in each part of the vehicle, and uses an engine E, a motor / generator MG, and a hydraulic control. The engagement elements C1, C2, C3, C4, C5, B1, and B2 (see FIG. 1) of the first differential gear device PG1 and the second differential gear device PG2 through the device 13, and the electric oil pump Operation control of 15 etc. is performed. As these sensors, a motor / generator rotation sensor Se1, an engine rotation sensor Se2, a battery state detection sensor Se3, a vehicle speed sensor Se4, an accelerator operation detection sensor Se5, and a brake operation detection sensor Se6 are provided in this example.

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

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

  The engine control unit 31 performs operation control such as operation start, stop, rotation speed control, and output torque control of the engine E. The motor / generator control unit 32 performs operation control such as rotation speed control and output torque control of the motor / generator MG via the first inverter 12a. In the present embodiment, the motor / generator control unit 32 is configured to perform operation control such as rotation speed control and output torque control of the starter / generator SG via the second inverter 12b. The battery state detection unit 33 detects the state of the battery 11 such as the amount of charge based on the output of the battery state detection sensor Se3. The motor / generator rotation detector 34 detects the rotation speed of the motor / generator MG based on the output of the motor / generator rotation sensor Se1. The vehicle speed detector 35 detects the vehicle speed based on the output from the vehicle speed sensor Se4. The switching control unit 36 controls the operation of the hydraulic control device 13 to thereby engage the engagement elements C1, C2, C3, C4, C5, B1, and B2 provided in the hybrid drive device H (see FIG. 1). Each is engaged or disengaged (disengaged), and control is performed to switch the operation mode of the hybrid drive device H and the gear stage of each operation mode. The electric oil pump control unit 37 controls the operation of the electric oil pump 15 via the electric oil pump inverter 16. The engine rotation detector 38 detects the rotation speeds of the output rotation shaft and the input shaft I of the engine E based on the output from the engine rotation sensor Se2.

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

1-3. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 3 is an operation table showing operation states of the engagement elements C1, C2, C3, C4, C5, B1, and B2 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. In this figure, “circle” (●) indicates that each engaging element is in an engaged state, and “no mark” indicates that each engaging element is in a released (disengaged) state. ing. As shown in this figure, the hybrid drive device H according to the present embodiment is provided with a switchable operation mode of a stepped transmission mode, an electric travel mode, a continuously variable transmission mode, and a start mode. Further, the stepped speed change mode includes nine shift speeds of 1st to 8th speeds and reverse speeds that can be switched. In addition, the electric travel mode includes five shift speeds, that is, the first to fourth speed stages and the reverse speed.

  In FIG. 3, “1st” in the stepped speed change mode is the first speed, “2nd” is the second speed, “3rd” is the third speed, “4th” is the fourth speed, and “5th”. Indicates the fifth speed, "6th" indicates the sixth speed, "7th" indicates the seventh speed, "8th" indicates the eighth speed, and "Rev" indicates the reverse speed. In the present embodiment, for the names of the respective speed stages, the first speed stage, in descending order of the speed ratio (= reduction ratio) when the rotational speed of the input shaft I (engine E) is transmitted to the output gear O, Second speed stage,..., Eighth speed stage. In FIG. 3, “EV1” in the electric travel mode is the first speed, “EV2” is the second speed, “EV3” is the third speed, “EV4” is the fourth speed, and “EVRev” is Each reverse stage is shown. Regarding the names of the respective speed stages, the first speed stage, the second speed stage,... It is fast.

  4 to 10 show velocity diagrams of the first differential gear device PG1 and the second differential gear device PG2. That is, FIG. 4 is a speed diagram in the stepped speed change mode, FIG. 5 is a speed diagram in the eighth speed stage in which the driving force transmission mode can be switched in three ways in the stepped speed change mode, and FIG. A speed diagram in the traveling mode, FIGS. 7 to 9 show a speed diagram in the continuously variable transmission mode, and FIG. 10 shows a speed diagram in the start mode. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the first differential gear device PG1 and the second differential gear device PG2. That is, “S1”, “CA1”, and “R1” described above each vertical line correspond to the sun gear S1, the carrier CA1, and the ring gear R1 of the first differential gear device PG1, respectively. “CA2”, “R2”, and “S3” correspond to the first sun gear S2, the common carrier CA2, the common ring gear R2, and the second sun gear S3 of the second differential gear device PG2, respectively. As is apparent from these drawings, FIGS. 4 to 10 show the speed diagram of the second differential gear device PG2 side by side on the right side of the speed diagram of the first differential gear device PG1.

  Also, the interval between the vertical lines corresponding to each rotating element is the gear ratio of the first differential gear device PG1 and the second differential gear device PG2 (the gear ratio between the sun gear and the ring gear = [the number of teeth of the sun gear]). / [Number of teeth of ring gear]). 4 to 10, the gear ratio of the first differential gear device PG1 is clearly shown as λ1 (λ1 <1). The gear ratio of the single pinion type planetary gear mechanism including the first sun gear S2, the common carrier CA2, and the common ring gear R2 constituting the second differential gear device PG2 is clearly indicated as λ2 (λ2 <1). The gear ratio of the double pinion planetary gear mechanism including the two sun gear S3, the common ring gear R2, and the common carrier CA2 is clearly shown as λ3 (λ3 <1). The specific values of the gear ratios λ1, λ2, and λ3 of the first differential gear device PG1 and the second differential gear device PG2 take into account the characteristics of the engine E and the motor / generator MG, the vehicle weight, and the like. It can be set appropriately. In these speed diagrams, “Δ” represents the rotational speed of the input shaft I (engine E), “☆” represents the rotational speed of the output gear O, “◯” represents the rotational speed of the motor / generator MG, and “× "Indicates a fixed state to the case Dc as a non-rotating member.

  Each operation mode and shift stage of the hybrid drive device H is selected by the mode / shift stage selection unit 39, and switching to the selected operation mode and shift stage is performed according to the control command from the control unit ECU. This is done by selectively engaging or releasing C1, C2, C3, C4, C5, B1, B2. At this time, the control unit ECU also controls the rotation speed and output torque of the motor / generator MG by the motor / generator control unit 32, and controls the rotation speed and output torque of the engine E by the engine control unit 31. Hereinafter, the operation state of the hybrid drive device H in each operation mode and shift speed will be described in detail.

1-4. Stepped Transmission Mode First, the operation states of the first differential gear unit PG1 and the second differential gear unit PG2 in the stepped transmission mode will be described based on FIGS. The stepped transmission mode has seven engagement elements, that is, among the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By selectively engaging any two or more of these, a plurality of gear speeds can be switched, and the rotational speed of the input shaft I is changed at a predetermined gear ratio according to each gear speed to the output gear O. It is a mode to transmit. In the present embodiment, as shown in FIG. 3, the stepped speed change mode includes nine shift speeds of 1st to 8th speed and reverse speed, and the eighth speed of the stepped speed change mode is , The first 8th speed stage, the second 8th speed stage, and the third 8th speed stage are provided so as to be switchable. For the first to seventh speeds, the second eighth speed, and the reverse speed, the first clutch C1 is engaged, and any two of the other six engagement elements are selectively engaged. By switching, a plurality of shift speeds are switched. On the other hand, the first clutch C1 is disengaged and a specific third of the other six engaging elements is selectively engaged to form a first eighth speed, and the other six engagements. By selectively engaging two specific ones of the joint elements, the third eighth speed stage is formed.

  FIG. 4 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the stepped transmission mode. FIG. 4 shows the state of the second eighth speed as the eighth speed. In the following description, the second 8th speed may be described as representing the 8th speed in the stepped speed change mode. As shown in the speed diagram on the left side of FIG. 4, the first differential gear device PG1 is basically stepped except for the first 8th speed stage and the third 8th speed stage (see FIG. 5). This is a common state for all of the plurality of shift stages included in the shift mode. That is, as shown in FIG. 3, in the stepped speed change mode, the first clutch C1 is engaged except for the first eighth speed and the third eighth speed. In the engaged state of the first clutch C1, the input shaft I, the rotor Ro of the motor / generator MG, and the carrier CA1 of the first differential gear device PG1 rotate integrally.

  In the first differential gear device PG1, the carrier CA1 as the input rotation element EI on one side in the order of the rotation speed rotates integrally with the input shaft I and the motor / generator MG, and the sun gear on the other side in the order of the rotation speed. S1 is fixed to the case Dc. As a result, the rotational speeds of the input shaft I and the motor / generator MG are reduced and transmitted to the ring gear R1 as the output rotational element EO that is intermediate in the order of rotational speeds in the first differential gear device PG1. The rotation of the ring gear R1 as the output rotation element EO is transmitted to the second sun gear S3 of the second differential gear device PG2 in the engaged state of the second clutch C2, and the second differential in the engaged state of the fourth clutch C4. It is transmitted to the first sun gear S2 of the gear device PG2. Further, the rotation of the carrier CA1 as the input rotation element EI is transmitted to the common carrier CA2 of the second differential gear device PG2 when the third clutch C3 is engaged, and the second difference when the fifth clutch C5 is engaged. It is transmitted to the first sun gear S2 of the dynamic gear device PG2.

  At this time, the engine E outputs a torque Te in the positive direction corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is small (generally along the optimum fuel consumption characteristics). Further, when the torque Te of the input shaft I (engine E) is insufficient with respect to the required driving force of the vehicle, such as during acceleration of the vehicle, the motor / generator MG has the same rotation direction as that of the motor / generator MG. The torque Tmg in the direction can be output to assist the torque Te of the input shaft I. On the other hand, during deceleration of the vehicle, regenerative braking can be performed by outputting torque Tmg in the direction opposite to the rotational direction.

  Further, as shown in the speed diagram on the right side of FIG. 4, in the stepped speed change mode, the second clutch C2, the third clutch C3, the fourth clutch C4, the second clutch C1, the first clutch C1 are maintained in the engaged state. By selectively engaging any two of the five clutches C5, the first brake B1, and the second brake B2, the state of the speed diagram of the second differential gear device PG2 changes. The first differential gear device PG1 and the second differential gear device PG2 cooperate to change the rotational speed of the input shaft I at a predetermined gear ratio corresponding to each of the plurality of gear speeds. The output gear O is in a state of transmission. Hereinafter, the state of the second differential gear device PG2 at each shift stage in the stepped transmission mode will be described.

  As shown in FIG. 3, at the first speed (1st), the first clutch C1, the second clutch C2, and the second brake B2 (or the one-way clutch F) are engaged. In the engaged state of the first clutch C1, the input shaft I, the motor / generator MG, and the carrier CA1 of the first differential gear device PG1 rotate integrally (hereinafter, the same applies to the seventh speed). As shown in FIG. 4, at the first speed stage, the second clutch C2 is engaged, so that the first differential gear device is connected to the second sun gear S3 of the second differential gear device PG2. The rotation of the input shaft I (engine E) and the motor / generator MG decelerated by PG1 is transmitted. Further, when the second brake B2 is engaged, the common carrier CA2 of the second differential gear device PG2 is fixed to the case Dc. Accordingly, the rotational speed of the second sun gear S3 is reduced by the second differential gear device PG2 and transmitted to the output gear O. That is, at the first speed stage, the rotation of the input shaft I and the motor / generator MG is decelerated by the first differential gear device PG1, and further decelerated by the second differential gear device PG2, and transmitted to the output gear O. Is done. The speed ratio (reduction ratio) from the input shaft I to the output gear O at the first speed is determined based on the gear ratios λ1 and λ3, and has the largest speed ratio among all the speeds in the stepped speed change mode. . Therefore, at the first speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are most amplified among all the speeds in the stepped speed change mode and transmitted to the output gear O.

  As shown in FIG. 3, at the second speed (2nd), the first clutch C1, the second clutch C2, and the first brake B1 are engaged. As shown in FIG. 4, at the second speed stage, the second clutch C2 is engaged, so that the second differential gear device PG2 has the second sun gear S3 to the first differential gear device. The rotation of the input shaft I (engine E) and the motor / generator MG decelerated by PG1 is transmitted. Further, when the first brake B1 is engaged, the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc. Accordingly, the rotational speed of the second sun gear S3 is reduced by the second differential gear device PG2 and transmitted to the output gear O. That is, at the second speed stage, the rotational speeds of the input shaft I and the motor / generator MG are decelerated by the first differential gear device PG1 and further decelerated by the second differential gear device PG2 to the output gear O. Communicated. The speed ratio from the input shaft I to the output gear O at the second speed stage is determined based on the gear ratios λ1 to λ3 and is smaller than the speed ratio of the first speed stage in the stepped speed change mode. Therefore, at the second speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are amplified at a smaller ratio than the first speed and transmitted to the output gear O.

  As shown in FIG. 3, at the third speed (3rd), the first clutch C1, the second clutch C2, and the fourth clutch C4 are engaged. Then, as shown in FIG. 4, at the third speed, the second clutch C2 and the fourth clutch C4 are engaged, so that the second sun gear S3 and the first sun gear S3 of the second differential gear device PG2 are engaged. The rotation of the input shaft I (engine E) and the motor / generator MG decelerated by the first differential gear device PG1 is transmitted to the sun gear S2. Further, since the second clutch C2 and the fourth clutch C4 are simultaneously engaged, the entire second differential gear device PG2 is brought into a directly connected state in which it integrally rotates, and is decelerated by the first differential gear device PG1. The rotation of the input shaft I and the motor / generator MG is transmitted to the output gear O as it is. That is, at the third speed stage, the rotational speeds of the input shaft I and the motor / generator MG are decelerated by the first differential gear device PG1 and transmitted to the output gear O. The speed ratio from the input shaft I to the output gear O at the third speed is determined based on the gear ratio λ1, and is smaller than the speed ratio of the first speed and the second speed. Therefore, at the third speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are amplified at a smaller ratio than the second speed and transmitted to the output gear O.

  As shown in FIG. 3, at the fourth speed (4th), the first clutch C1, the second clutch C2, and the fifth clutch C5 are engaged. As shown in FIG. 4, at the fourth speed stage, the fifth clutch C5 is engaged, so that the input shaft I (engine E) is connected to the first sun gear S2 of the second differential gear device PG2. ) And the rotation of the motor / generator MG is transmitted as it is. Further, when the second clutch C2 is engaged, the input shaft I (engine E) and the motor decelerated by the first differential gear device PG1 are added to the second sun gear S3 of the second differential gear device PG2. -The rotation of the generator MG is transmitted. As a result, the rotational speed of the first sun gear S2 is reduced and the rotational speed of the second sun gear S3 is increased by the second differential gear device PG2, and the rotational speeds of the input shaft I and the motor / generator MG are reduced as a whole. And transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the fourth speed is determined based on the gear ratios λ1 to λ3 and is smaller than the gear ratio at the third speed. Therefore, at the fourth speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are amplified at a smaller ratio than the third speed and transmitted to the output gear O.

  As shown in FIG. 3, at the fifth speed (5th), the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. As shown in FIG. 4, at the fifth speed stage, the third clutch C3 is engaged, whereby the common carrier CA2 of the second differential gear device PG2 is connected to the input shaft I (engine E). The rotation of the motor / generator MG is transmitted as it is. Further, when the second clutch C2 is engaged, the input shaft I (engine E) and the motor decelerated by the first differential gear device PG1 are added to the second sun gear S3 of the second differential gear device PG2. -The rotation of the generator MG is transmitted. As a result, the rotation speed of the common carrier CA2 is reduced by the second differential gear device PG2, and the rotation speed of the second sun gear S3 is increased, and the rotation speeds of the input shaft I and the motor / generator MG are reduced as a whole. Is transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the fifth speed is determined based on the gear ratios λ1 and λ3, and is smaller than the gear ratio at the fourth speed. Therefore, at the fifth speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are amplified at a smaller ratio than the fourth speed and transmitted to the output gear O.

  As shown in FIG. 3, at the sixth speed (6th), the first clutch C1, the third clutch C3, and the fifth clutch C5 are engaged. Then, as shown in FIG. 4, at the sixth speed, the third clutch C3 and the fifth clutch C5 are engaged, whereby the common carrier CA2 and the first sun gear of the second differential gear device PG2 are engaged. In S2, the rotation of the input shaft I (engine E) and the motor / generator MG is transmitted as it is. In addition, since the third clutch C3 and the fifth clutch C5 are simultaneously engaged, the entire second differential gear device PG2 is brought into a directly connected state, and the second differential gear device PG2 also has an input shaft. I and the rotation of the motor / generator MG are not shifted and are transmitted to the output gear O as they are. Therefore, in this example, the speed ratio from the input shaft I to the output gear O at the sixth speed is 1, which is smaller than the speed ratio at the fifth speed. Therefore, at the sixth speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are transmitted to the output gear O as they are.

  As shown in FIG. 3, at the seventh speed (7th), the first clutch C1, the third clutch C3, and the fourth clutch C4 are engaged. As shown in FIG. 4, at the seventh speed stage, the third clutch C3 is engaged, whereby the common carrier CA2 of the second differential gear device PG2 is connected to the input shaft I (engine E). The rotation of the motor / generator MG is transmitted as it is. Further, when the fourth clutch C4 is engaged, the input shaft I (engine E) and the motor decelerated by the first differential gear device PG1 are added to the first sun gear S2 of the second differential gear device PG2. -The rotation of the generator MG is transmitted. Thereby, the rotational speeds of the first sun gear S2 and the common carrier CA2 are increased by the second differential gear device PG2, and the rotational speeds of the input shaft I and the motor / generator MG are also increased and transmitted to the output gear O. . The gear ratio from the input shaft I to the output gear O at the seventh speed is determined based on the gear ratios λ1 and λ2, and is smaller than the gear ratio at the sixth speed, and the rotation of the input shaft I and the motor / generator MG. Is accelerated by the second differential gear device PG2 and transmitted to the output gear O. Therefore, at the seventh speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are attenuated and transmitted to the output gear O.

  As described above, the eighth speed in the stepped speed change mode includes the first eight speed, the second eighth speed, and the third eighth speed in a switchable manner. These are common in that the gear ratios when the rotational speed of the input shaft I is changed and transmitted to the output gear O are equal to each other. That is, as shown in the speed diagram on the right side of FIG. 5, the second differential gear device PG <b> 2 is in a common state for all three eighth speed stages included in the stepped transmission mode. That is, as shown in FIG. 3, at the three eighth speeds, the third clutch C3 and the first brake B1 are all engaged. Then, as shown in FIG. 5, when the third clutch C3 is engaged, the rotation of the input shaft I (engine E) is transmitted as it is to the common carrier CA2 of the second differential gear device PG2. . Further, when the first brake B1 is engaged, the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc. Accordingly, the rotation speed of the common carrier CA2 that rotates integrally with the input shaft I is increased by the second differential gear device PG2, and is transmitted to the output gear O. The gear ratio from the input shaft I to the output gear O at the three eighth gears is determined based on the gear ratio λ2, and is smaller than the gear ratio at the seventh gear. Therefore, at the eighth speed, the torque Te of the input shaft I is attenuated and transmitted to the output gear O. In the present embodiment, the eighth speed corresponds to the “high speed shift speed” in the present invention.

  FIG. 5 shows the first differential gear device PG1 and the second differential gear of three eighth speeds (first eighth speed, second eighth speed, and third eighth speed) in the stepped speed change mode. It is a speed diagram of gear apparatus PG2. The three eighth speed stages included in the stepped speed change mode are different in the number and type of engaging elements that are engaged, so that the first speed chart as shown in the speed diagram on the left side of FIG. The state of the speed diagram of the differential gear device PG1 changes.

  As shown in FIG. 3, in the first 8th speed stage (8th [1], indicated by a circled character in the drawing, the same applies hereinafter), in addition to the third clutch C3 and the first brake B1, the second clutch C2 is The engaged state is established. Further, the first clutch C1 is in a released state. In the disengaged state of the first clutch C1, the input shaft I, the rotor Ro of the motor / generator MG, and the carrier CA1 as the input rotation element EI of the first differential gear device PG1 are separated, and the input shaft I and the motor / generator MG are separated. And can rotate at different speeds. When the second clutch C2 is engaged in this state, the rotation of the motor / generator MG decelerated by the first differential gear device PG1 is transmitted to the second sun gear S3 of the second differential gear device PG2. Is done. Further, the rotational speed of the second sun gear S3 is further reduced by the second differential gear device PG2 and transmitted to the output gear O. In other words, the rotational speed of the output gear O is increased by the second differential gear device PG2, is transmitted to the second sun gear S3, and is drive-coupled so as to rotate integrally with the second sun gear S3 via the second clutch C2. The rotational speed of the ring gear R1 is further increased by the first differential gear device PG1 and transmitted to the carrier CA1. In the present embodiment, the first eighth speed corresponds to the “first high speed” in the present invention.

  Thus, at the first eighth speed, the rotational speed of the input shaft I is increased and transmitted to the output gear O, and at the same time, the output is increased by the second differential gear device PG2 and transmitted to the ring gear R1. The rotation of the gear O is further accelerated by the first differential gear device PG1 and transmitted to the carrier CA1. Therefore, the rotor Ro of the motor / generator MG that is drivingly connected so as to rotate integrally with the carrier CA1 of the first differential gear device PG1 can be rotated significantly faster than the input shaft I. The torque Tmg of the motor / generator MG amplified by the first differential gear device PG1 and transmitted to the second sun gear S3 is further amplified by the second differential gear device PG2 and transmitted to the output gear O. Therefore, in the first eighth speed stage, a motor having a small physique is obtained while amplifying the torque Tmg of the motor / generator MG driven in a high rotation state to ensure the magnitude of the assist torque that can be transmitted to the output gear O. Since the generator MG can be used, it is possible to reduce the size of the motor / generator MG and thus the entire hybrid drive device H. Moreover, there is also an advantage that by reducing the overall size of the hybrid drive device H, the weight can be reduced and the energy efficiency at the time of driving the vehicle can be improved.

  As shown in FIG. 3, at the second eighth speed (8th [2]), in addition to the third clutch C3 and the first brake B1, the first clutch C1 is engaged. Unlike the first eighth speed, the second clutch C2 is in a released state. In the engaged state of the first clutch C1, the input shaft I, the rotor Ro of the motor / generator MG, and the carrier CA1 of the first differential gear device PG1 rotate integrally, and the input shaft I and the motor / generator MG have the same speed. It will be in the state of rotating at. At the second eighth speed, the rotation of the motor / generator MG that rotates integrally with the input shaft I is increased along with the rotation of the input shaft I by the second differential gear device PG2 and transmitted to the output gear O. In the present embodiment, the second eighth speed corresponds to the “second high speed” in the present invention.

  In the second eighth speed stage, the motor / generator MG can be rotated in a relatively high rotation state at the same speed as the input shaft I. Note that the rotational speed of the motor / generator MG at the second eighth speed stage is relatively high, but is lower than the rotational speed of the motor / generator MG at the first eighth speed stage. In this case, it is possible to suppress an increase in the induced voltage due to an excessive increase in the rotational speed of the motor / generator MG as compared with the first eighth speed. Therefore, it is possible to control the maximum torque of the motor / generator MG in a wide range of vehicle speeds (rotational speed of the output gear O), and energy efficiency can be improved. Accordingly, the energy efficiency of the entire hybrid drive device H can be improved.

  As shown in FIG. 3, at the third 8th speed (8th [3]), unlike the first 8th speed and the second 8th speed, only the third clutch C3 and the first brake B1 are engaged. All other engaging elements are released. In the disengaged state of the first clutch C1, the input shaft I, the rotor Ro of the motor / generator MG, and the carrier CA1 of the first differential gear device PG1 are separated, and the input shaft I and the motor / generator MG are at different speeds. It can be rotated. Further, in all the released states of the second clutch C2, the fourth clutch C4, and the fifth clutch C5, the ring gear R1 of the first differential gear device PG1, the first sun gear S2 of the second differential gear device PG2, and the second The sun gear S3 is separated, and the carrier CA1 of the first differential gear device PG1 and the first sun gear S2 of the second differential gear device PG2 are separated. Thus, the motor / generator MG is completely separated from the input shaft I and the second differential gear device PG2, and is drivingly connected to the four rotary elements of the input shaft I and the second differential gear device PG2. It will be in the state which can rotate independently with respect to the member. In the present embodiment, at the third eighth speed stage, the rotation of the motor / generator MG is stopped in this state, and only the rotation of the input shaft I (engine E) is increased by the second differential gear device PG2. It is transmitted to the output gear O. In the present embodiment, the third eighth speed corresponds to the “third high speed” in the present invention.

  In the third eighth speed stage, the motor / generator MG is completely separated from the input shaft I and the second differential gear device PG2, and the rotation of the motor / generator MG is stopped, so that, for example, torque is generated during steady running. When assist or power generation is not required, the vehicle can be driven only by the driving force of the input shaft I (engine E), and drag loss of the motor / generator MG can be suppressed. Therefore, the energy efficiency of the entire device of the hybrid drive device H can be improved.

  Unlike the hybrid drive apparatus described in the patent document shown as the prior art in any of the first 8th speed stage, the second 8th speed stage, and the third 8th speed stage, the eighth speed stage in the stepped speed change mode Even when the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc by the first brake B1, the motor / generator MG is not fixed to the case Dc together with the first sun gear S2. . That is, the motor / generator MG rotates at a speed much higher than that of the input shaft I at the first eighth speed, and rotates at the same speed as the input shaft I at the second eighth speed. Therefore, even when the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc by the first brake B1, torque assist or power generation is performed on the motor / generator MG according to the traveling state of the vehicle. Can be made. The motor / generator MG can rotate independently at the third eighth speed, but the first eighth speed or the second speed can be increased by engaging the first clutch C1 or the second clutch C2. Since it is also possible to shift to the eighth gear, it is possible to cause the motor / generator MG to perform torque assist and power generation in the same manner according to the traveling state of the vehicle. Similarly, for the second speed stage in which the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc by the first brake B1, the motor / generator MG rotates at the same speed as the input shaft I. Similarly, it is possible to cause the motor / generator MG to perform torque assist or power generation according to the traveling state of the vehicle. Therefore, it is possible to drive the hybrid drive device H in an energy efficient state.

  As shown in FIG. 3, in the reverse speed (Rev), the first clutch C1, the fourth clutch C4, and the second brake B2 are engaged. Then, as shown in FIG. 4, in this reverse speed, the fourth clutch C4 is engaged, so that the first sun gear S2 of the second differential gear device PG2 is moved to the first differential gear device PG1. The decelerated input shaft I (engine E) and motor / generator MG are transmitted. Further, when the second brake B2 is engaged, the common carrier CA2 of the second differential gear device PG2 is fixed to the case Dc. As a result, the rotational speed of the first sun gear S2 is reduced by the second differential gear device PG2, and the rotational direction is reversed and transmitted to the output gear O. That is, at the reverse speed, the rotational speeds of the input shaft I and the motor / generator MG are decelerated by the first differential gear device PG1, and further decelerated by the second differential gear device PG2, and transmitted to the output gear O. The Therefore, in the reverse speed, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are amplified and transmitted to the output gear O. Note that the speed ratio from the input shaft I to the output gear O in this reverse speed is determined based on the gear ratios λ1 and λ2.

  As described above, in the stepped speed change mode, the torque Te of the input shaft I (engine E) is shifted at a speed ratio corresponding to each speed stage and transmitted to the output gear O, and the motor generator is generated as necessary. The MG can be powered to assist the torque Te of the input shaft I, or the motor / generator MG can generate power to perform regenerative braking, charge the battery, or the like. By releasing the first clutch C1 from the state of the fifth speed, which is the speed at which the second clutch C2 and the third clutch C3 are engaged in this stepped speed change mode, The shift mode can be entered. Further, by releasing the first clutch C1 from the state of the sixth speed, which is the shift stage in which the third clutch C3 and the fifth clutch C5 are engaged in the stepped shift mode, Transition to the continuously variable transmission mode is possible. In addition, by releasing the first clutch C1 from the state of the seventh speed, which is the speed at which the third clutch C3 and the fourth clutch C4 are engaged in this stepped speed change mode, Transition to the continuously variable transmission mode is possible.

1-5. Electric travel mode Next, the operation states of the first differential gear device PG1 and the second differential gear device PG2 in the electric travel mode will be described with reference to FIG. The electric travel mode is a mode in which the vehicle travels by transmitting the driving force of the motor / generator MG to the output gear O in a state where the input shaft I is separated from the output gear O and the motor / generator MG. In the present embodiment, the electric travel mode is a state in which the first clutch C1 and the third clutch C3 are released, and the second clutch C2, the fourth clutch C4, the fifth clutch C5, the first brake B1, and the second brake B2. By selectively engaging any two of the gears, a plurality of shift speeds can be switched, and the rotational speed of the motor / generator MG is shifted at a predetermined speed ratio corresponding to each shift speed to output gears. To O. In the present embodiment, as shown in FIG. 3, the electric travel mode includes five shift speeds, that is, the first to fourth speed stages and the reverse speed.

  FIG. 6 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the electric travel mode. As can be understood with reference to FIG. 6 and FIG. 4, the speed diagrams of the first differential gear device PG1 and the second differential gear device PG2 in the electric travel mode are shown in FIG. It is the same as the velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 of the first to fourth speeds and the reverse gear formed in the released state of C3. Therefore, the description of the state of the first differential gear device PG1 and the second differential gear device PG2 at each gear position in the electric travel mode is omitted here. However, in the electric travel mode, as shown in FIG. 3, in addition to the third clutch C3, the first clutch C1 is also released, and the input shaft I is separated from the output gear O and the motor / generator MG. Therefore, in the electric travel mode, unlike the stepped transmission mode, only the torque Tmg of the motor / generator MG is transmitted to the output gear O. In this electric travel mode, the rotational speed of the motor / generator MG is changed at a predetermined speed ratio corresponding to each gear stage, and the torque Tmg of the motor / generator MG is converted and transmitted to the output gear O to Let it run.

  In the present embodiment, the third clutch C3 is released while the second clutch C2 and the first brake B1 are engaged from the state in which the first eighth speed of the stepped speed change mode is formed. Thus, the second speed stage in the electric travel mode can be formed. At this time, since the second clutch C2 and the first brake B1 are maintained in the engaged state, the ratio of the rotational speeds of the rotating elements in the second differential gear device PG2 is maintained in a constant state. When the third clutch C3 is released in this state, the common carrier CA2 and the input shaft I of the second differential gear device PG2 are separated, and the second shift stage of the electric travel mode is shifted to. At the second speed in the electric travel mode, the rotation speed of the output gear O is increased by the second differential gear device PG2 and transmitted to the second sun gear S3, and the second sun gear S3 is connected to the second sun gear S3 via the second clutch C2. The rotation speed of the ring gear R1 that is drivingly connected so as to rotate integrally is increased by the first differential gear device PG1 and transmitted to the carrier CA1. Therefore, the rotor Ro of the motor / generator MG that rotates integrally with the carrier CA1 of the first differential gear device PG1 can be rotated at a significantly higher speed than the output gear O. Therefore, in the present embodiment, when regenerative braking is performed when the vehicle is traveling at a high speed and the first 8th speed of the stepped speed change mode is formed, the third clutch C3 is released and the electric travel mode is set. By shifting to the second speed stage, the motor / generator MG is rotated at a high speed while the ratio of the rotational speeds of the output gear O and the motor / generator MG is kept constant, thereby improving the energy efficiency during regeneration. Can do.

1-6. Next, the operation state of the first differential gear device PG1 and the second differential gear device PG2 in the continuously variable transmission mode will be described with reference to FIGS. The continuously variable transmission mode is a mode in which the rotational speed of the input shaft I is continuously variable and transmitted to the output gear O. In this continuously variable transmission mode, the common carrier CA2 which is one rotating element of the second differential gear device PG2 is drivingly connected to the input shaft I via the third clutch C3, and the motor / generator MG is Two rotating elements (that is, the first sun gear S2 and the second sun gear S3) other than the common ring gear R2 that is drivingly connected to the common carrier CA2 and the output gear O of the second differential gear device PG2 via the differential gear device PG1. ) Are selectively connected to one another. Then, in a state where the torque Te of the input shaft I (engine E) is input to the common carrier CA2 of the second differential gear device PG2, the reaction force against the torque Te of the input shaft I is output to the motor / generator MG. By controlling the rotational speed of the motor / generator MG, the rotational speed of the input shaft I is steplessly changed and transmitted to the output gear O. As such a continuously variable transmission mode, in the present embodiment, as shown in FIG. 3, three continuously variable transmission modes of a first continuously variable transmission mode, a second continuously variable transmission mode, and a third continuously variable transmission mode are provided. I have.

1-6-1. First Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the first continuously variable transmission mode will be described with reference to FIG. As shown in FIG. 3, in the first continuously variable transmission mode (CVT [1]), the second clutch C2 and the third clutch C3 are engaged. With the third clutch C3 engaged, the torque Te of the input shaft I is input to the common carrier CA2 of the second differential gear device PG2. Further, in the engaged state of the second clutch C2, the second sun gear S3 of the second differential gear device PG2 is drivingly connected so as to rotate integrally with the ring gear R1 of the first differential gear device PG1, and is connected to the second sun gear S3. The rotation and torque Tmg of the motor / generator MG are input via the first differential gear device PG1. At this time, the rotation and torque Tmg of the motor / generator MG are decelerated and amplified by the first differential gear device PG1, and transmitted to the second sun gear S3. In this state, the first continuously variable transmission mode is realized by controlling the rotational speed and torque of the motor / generator MG.

  FIG. 7 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the first continuously variable transmission mode. As shown in the speed diagram on the left side of FIG. 7, in the first continuously variable transmission mode, the rotational speed of the motor / generator MG is reduced and the torque Tmg of the motor / generator MG is reduced by the first differential gear device PG1. Is amplified and transmitted to the second sun gear S3 of the second differential gear device PG2. That is, in the first differential gear device PG1, the carrier CA1 on one side in the order of the rotational speed rotates integrally with the motor / generator MG, and the sun gear S1 on the other side in the order of the rotational speed is fixed to the case Dc. Yes. Then, the rotation of the ring gear R1 that is intermediate in the order of the rotation speed in the first differential gear device PG1 is transmitted to the second sun gear S3 of the second differential gear device PG2 via the second clutch C2. Accordingly, the rotational speed of the motor / generator MG is reduced, and the torque Tmg of the motor / generator MG is amplified and transmitted to the second sun gear S3 of the second differential gear device PG2.

  Further, as shown in the speed diagram on the right side of FIG. 7, in the first continuously variable transmission mode, the rotational speed and torque of the input shaft I are transmitted to the common carrier of the second differential gear device PG2 via the third clutch C3. It is transmitted to CA2. At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the common carrier CA2 via the input shaft I and the third clutch C3. Then, the torque Te of the input shaft I (engine E) transmitted to the common carrier CA2 is amplified by the second differential gear device PG2 and transmitted to the output gear O. That is, in the second differential gear device PG2, the torque Tmg of the motor / generator MG amplified by the first differential gear device PG1 is input to the second sun gear S3, which is one side in the order of the rotational speed, and the rotational speed. The torque Te of the input shaft I is drivingly connected to the common carrier CA2 on the other side in this order. Then, the output gear O is drivingly connected to the common ring gear R2 that is intermediate in the order of the rotational speed. At this time, the motor / generator MG outputs a torque Tmg in the positive direction and functions as a reaction force receiver for the torque Te of the input shaft I. As a result, the second differential gear device PG2 combines the torque Te of the input shaft I transmitted to the common carrier CA2 and the torque Tmg of the motor / generator MG transmitted to the second sun gear S3. The torque amplified with respect to the torque Te is transmitted to the output gear O. At this time, the motor / generator MG performs a power running in a state of a positive rotation positive torque.

  Here, as described above, in the present embodiment, the starter / generator SG is provided adjacent to the engine E so that the starter / generator SG can generate power by the driving force of the engine E. . In the first continuously variable transmission mode, the motor / generator MG enters a state of positive rotation positive torque and powers and consumes electric power. Therefore, the motor / generator control unit 32 uses the torque Te of the engine E to generate the starter / generator. The electric power generated by the SG is supplied to the motor / generator MG, and the motor / generator MG is controlled to be powered. By doing in this way, it becomes possible to implement | achieve the 1st continuously variable transmission mode irrespective of the electrical storage amount of the battery 11. In this case, in general, power loss occurs when the battery 11 is charged or discharged. Therefore, the power generated by the starter / generator SG as described above is directly supplied to the motor / generator MG without passing through the battery 11. In addition, driving the motor / generator MG has an advantage that energy efficiency can be improved.

  In the present embodiment, the first continuously variable transmission mode is a mode realized also in the transition process between the fifth speed and the eighth speed (here, the first eighth speed) in the stepped speed change mode. It has become. Therefore, in the speed diagram of FIG. 7, the speed diagram corresponding to the fifth speed and the first eighth speed in the stepped speed change mode is indicated by a one-dot chain line. In the transition process from the fifth speed to the first eighth speed, the first clutch C1 is engaged with the second clutch C2 and the third clutch C3 being engaged from the state where the fifth speed is formed. The first continuously variable transmission mode is realized. In this state, when the rotational speed of the motor / generator MG is gradually increased, the second sun gear of the second differential gear unit PG2 that rotates integrally with the ring gear R1 of the first differential gear unit PG1 via the second clutch C2. The rotational speed of S3 also increases gradually. Along with this, the rotational speed of the first sun gear S2 gradually decreases. Then, when the rotational speed of the first sun gear S2 eventually becomes zero, the first eighth speed is established by bringing the first brake B1 into the engaged state. Although only the transition process from the fifth speed to the first eighth speed has been described here, the reverse operation described above causes the transition from the first eighth speed to the fifth speed through the first continuously variable transmission mode. It is also possible to do.

1-6-2. Second Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the second continuously variable transmission mode will be described with reference to FIG. As shown in FIG. 3, in the second continuously variable transmission mode (CVT [2]), the third clutch C3 and the fifth clutch C5 are engaged. With the third clutch C3 engaged, the torque Te of the input shaft I is input to the common carrier CA2 of the second differential gear device PG2. Further, in the engaged state of the fifth clutch C5, the first sun gear S2 of the second differential gear device PG2 is drivingly connected so as to rotate integrally with the carrier CA1 and the motor / generator MG of the first differential gear device PG1, The rotation and torque Tmg of the motor / generator MG are directly input to the first sun gear S2. In this state, the second continuously variable transmission mode is realized by controlling the rotation speed and torque Tmg of the motor / generator MG.

  FIG. 8 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the second continuously variable transmission mode. As shown in the speed diagram on the right side of FIG. 8, in the second continuously variable transmission mode, the rotational speed and torque of the input shaft I are transmitted through the third clutch C3 to the common carrier CA2 of the second differential gear device PG2. Is transmitted to. At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the common carrier CA2 via the input shaft I and the third clutch C3. Then, the torque Te of the input shaft I (engine E) transmitted to the common carrier CA2 is attenuated by the second differential gear device PG2 and transmitted to the output gear O. That is, in the second differential gear device PG2, the torque Tmg of the motor / generator MG is input to the first sun gear S2 on one side in the order of the rotational speed via the fifth clutch C5, The rotation of the input shaft I is input to the common carrier CA2. The output gear O is drivably coupled to the common ring gear R2 that is one of the rotating elements on the other side in the order of the rotational speed. At this time, the motor / generator MG outputs a torque Tmg in the negative direction and functions as a reaction force receiver for the torque Te of the input shaft I. Thereby, the second differential gear device PG2 distributes a part of the torque Te of the input shaft I transmitted to the common carrier CA2 to the motor generator MG, and the torque attenuated with respect to the torque Te of the input shaft I. Is transmitted to the output gear O. At this time, the motor / generator MG generates power in a state of positive rotation negative torque.

  In the present embodiment, the second continuously variable transmission mode is a mode realized also in the transition process between the sixth speed and the eighth speed (here, the third eighth speed) in the stepped speed change mode. It has become. Therefore, in the speed diagram of FIG. 8, the speed diagram corresponding to the sixth speed and the third eighth speed of the stepped speed change mode is indicated by a one-dot chain line. In the transition process from the sixth gear to the third eighth gear, the first clutch C1 is engaged with the third clutch C3 and the fifth clutch C5 being engaged from the state where the sixth gear is formed. The second continuously variable transmission mode is realized. In this state, when the rotational speed of the motor / generator MG is gradually decreased, the rotational speed of the first sun gear S2 of the second differential gear device PG2 that rotates integrally with the motor / generator MG via the fifth clutch C5 is also gradually increased. To drop. When the rotational speed of the first sun gear S2 eventually becomes zero, the first brake B1 is brought into the engaged state and the fifth clutch C5 is brought into the released state, whereby the third eighth speed stage is formed. Thereafter, the rotational speed and torque Tmg of the motor / generator MG are controlled to bring one of the first clutch C1 and the second clutch C2 into an engaged state, and shift to the first eighth speed or second eighth speed. You can also. Although only the transition process from the sixth speed to the third eighth speed has been described here, the reverse operation described above causes the transition from the third eighth speed to the sixth speed through the second continuously variable transmission mode. It is also possible to do. It is also possible to transition from the first 8th speed stage or the second 8th speed stage to the 6th speed stage through the third 8th speed stage and the second continuously variable transmission mode.

1-6-3. Third Continuously Variable Transmission Mode The operation state of the first differential gear device PG1 and the second differential gear device PG2 in the third continuously variable transmission mode will be described with reference to FIG. As shown in FIG. 3, in the third continuously variable transmission mode (CVT [3]), the third clutch C3 and the fourth clutch C4 are engaged. With the third clutch C3 engaged, the torque Te of the input shaft I is input to the common carrier CA2 of the second differential gear device PG2. Further, in the engaged state of the fourth clutch C4, the first sun gear S2 of the second differential gear device PG2 is drivingly connected so as to rotate integrally with the ring gear R1 of the first differential gear device PG1, and is connected to the first sun gear S2. The rotation and torque Tmg of the motor / generator MG are input via the first differential gear device PG1. At this time, the rotation and torque Tmg of the motor / generator MG are decelerated and amplified by the first differential gear device PG1, and transmitted to the first sun gear S2. In this state, the third continuously variable transmission mode is realized by controlling the rotation speed and torque Tmg of the motor / generator MG.

  FIG. 9 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the third continuously variable transmission mode. As shown in the speed diagram on the left side of FIG. 9, in the third continuously variable transmission mode, the rotational speed of the motor / generator MG is reduced and the torque Tmg of the motor / generator MG is reduced by the first differential gear device PG1. Is amplified and transmitted to the first sun gear S2 of the second differential gear device PG2. That is, in the first differential gear device PG1, the carrier CA1 on one side in the order of the rotational speed rotates integrally with the motor / generator MG, and the sun gear S1 on the other side in the order of the rotational speed is fixed to the case Dc. Yes. Then, the rotation of the ring gear R1 that is intermediate in the order of the rotation speed in the first differential gear device PG1 is transmitted to the first sun gear S2 of the second differential gear device PG2 via the fourth clutch C4. Accordingly, the rotational speed of the motor / generator MG is reduced, and the torque Tmg of the motor / generator MG is amplified and transmitted to the first sun gear S2 of the second differential gear device PG2.

  Further, as shown in the speed diagram on the right side of FIG. 9, in the third continuously variable transmission mode, the rotational speed and torque of the input shaft I are transmitted to the common carrier of the second differential gear device PG2 via the third clutch C3. It is transmitted to CA2. At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the common carrier CA2 via the input shaft I and the third clutch C3. Then, the torque Te of the input shaft I (engine E) transmitted to the common carrier CA2 is attenuated by the second differential gear device PG2 and transmitted to the output gear O. That is, in the second differential gear device PG2, the torque Tmg of the motor / generator MG amplified by the first differential gear device PG1 is input to the first sun gear S2 that is one side in the order of the rotation speed, and the rotation speed is increased. The rotation of the input shaft I is input to the common carrier CA2 that is intermediate in the order of. The output gear O is drivably coupled to the common ring gear R2 that is one of the rotating elements on the other side in the order of the rotational speed. At this time, the motor / generator MG outputs a torque Tmg in the negative direction and functions as a reaction force receiver for the torque Te of the input shaft I. Thereby, the second differential gear device PG2 distributes a part of the torque Te of the input shaft I transmitted to the common carrier CA2 to the motor generator MG, and the torque attenuated with respect to the torque Te of the input shaft I. Is transmitted to the output gear O. At this time, the motor / generator MG generates power in a state of positive rotation negative torque.

  In the present embodiment, the third continuously variable transmission mode is a mode that is also realized in the transition process between the seventh speed and the eighth speed (here, the third eighth speed) in the stepped speed change mode. It has become. Therefore, in the speed diagram of FIG. 9, the speed diagram corresponding to the seventh speed and the third eighth speed in the stepped speed change mode is indicated by a one-dot chain line. In the transition process from the seventh speed to the third eighth speed, the first clutch C1 is engaged with the third clutch C3 and the fourth clutch C4 being engaged from the state where the seventh speed is formed. The third continuously variable transmission mode is realized. In this state, when the rotational speed of the motor / generator MG is gradually decreased, the first sun gear of the second differential gear unit PG2 that rotates integrally with the ring gear R1 of the first differential gear unit PG1 via the fourth clutch C4. The rotational speed of S2 also decreases gradually. When the rotational speed of the first sun gear S2 eventually becomes zero, the first brake B1 is brought into the engaged state and the fourth clutch C4 is brought into the released state, whereby the third eighth speed stage is formed. Thereafter, the rotational speed and torque Tmg of the motor / generator MG are controlled to bring one of the first clutch C1 and the second clutch C2 into an engaged state, and shift to the first eighth speed or second eighth speed. You can also. Although only the transition process from the 7th speed to the 3rd 8th speed has been described here, the reverse operation described above causes the transition from the 3rd 8th speed to the 7th speed through the third continuously variable transmission mode. It is also possible to do. It is also possible to transition from the first 8th speed stage or the second 8th speed stage to the 7th speed stage via the third 8th speed stage and the third continuously variable transmission mode.

  By the way, the shift of the gear stage performed through the above three continuously variable transmission modes is a synchronous switch in which the rotation speeds of the engaging members on both sides of the engaging element engaged at the time of switching are engaged in the same state. ing. Therefore, at the time of such shift speed switching, smooth switching can be performed without generating an impact accompanying the engagement of the engagement elements. Note that it is not always necessary to control the rotational speed and torque Tmg of the motor / generator MG throughout the entire transition process at the time of shifting gears. That is, for example, in a transition process at the time of shifting gears, a configuration may be adopted in which cooperative control between control of the motor / generator MG and hydraulic control is performed. More specifically, the hydraulic control device 13 (see FIG. 2) engages the engagement element (for example, the first in the transition process from the fifth speed to the first eighth speed) after the shift speed is switched. By increasing the hydraulic pressure supplied to the brake B1), the shift process is advanced to the vicinity of the final stage, and then by controlling the torque Tmg of the motor / generator MG, It can be set as the structure which carries out rotation synchronization of an engaging member.

1-7. Starting Mode Next, the operation states of the first differential gear device PG1 and the second differential gear device PG2 in the starting mode will be described with reference to FIG. In the start mode, the torque of the input shaft I (engine E) is inputted to the common carrier CA2 which is one rotating element of the second differential gear device PG2, and the reaction force against the torque of the input shaft I is applied to the motor / generator. In this mode, the torque of the input shaft I is amplified and transmitted to the output gear O by outputting to the MG, and the vehicle is started by gradually increasing the rotational speed of the output gear O. In the present embodiment, as shown in FIG. 3, in the start mode, the second clutch C2 and the third clutch C3 are engaged. With the third clutch C3 engaged, the torque Te of the input shaft I is input to the common carrier CA2 of the second differential gear device PG2. Further, in the engaged state of the second clutch C2, the second sun gear S3 of the second differential gear device PG2 is drivingly connected so as to rotate integrally with the ring gear R1 of the first differential gear device PG1, and is connected to the second sun gear S3. The rotation and torque Tmg of the motor / generator MG are input via the first differential gear device PG1. At this time, the rotation and torque Tmg of the motor / generator MG are decelerated and amplified by the first differential gear device PG1, and transmitted to the second sun gear S3. In this state, the motor generator MG is caused to output a reaction force against the torque of the input shaft I, thereby realizing the start mode.

  FIG. 10 is a velocity diagram of the first differential gear device PG1 and the second differential gear device PG2 in the start mode. In this figure, the alternate long and short dash line shows the speed diagram of the first differential gear device PG1 and the second differential gear device PG2 when the rotational speed of the output gear O is zero (ie, the vehicle is stopped), and the solid line is a single point. A speed diagram of the first differential gear device PG1 and the second differential gear device PG2 in a state where the rotation speed of the output gear O is higher than the chain line state (that is, the vehicle speed is higher) is shown. As shown in the speed diagram on the left side of FIG. 10, in the start mode, the rotation speed of the motor / generator MG is reduced and the torque Tmg of the motor / generator MG is amplified by the first differential gear device PG1. It is transmitted to the second sun gear S3 of the second differential gear device PG2. That is, in the first differential gear device PG1, the carrier CA1 on one side in the order of the rotational speed rotates integrally with the motor / generator MG, and the sun gear S1 on the other side in the order of the rotational speed is fixed to the case Dc. Yes. Then, the rotation of the ring gear R1 that is intermediate in the order of the rotation speed in the first differential gear device PG1 is transmitted to the second sun gear S3 of the second differential gear device PG2 via the second clutch C2. Accordingly, the rotational speed of the motor / generator MG is reduced, and the torque Tmg of the motor / generator MG is amplified and transmitted to the second sun gear S3 of the second differential gear device PG2.

  As shown in the speed diagram on the right side of FIG. 10, in the start mode, the rotational speed and torque of the input shaft I are transmitted to the common carrier CA2 of the second differential gear device PG2 via the third clutch C3. The At this time, the engine E outputs a positive torque Te corresponding to the required driving force while being controlled so as to be maintained in a state where the efficiency is high and the amount of exhaust gas is low (generally along the optimum fuel consumption characteristics). Is transmitted to the common carrier CA2 via the input shaft I and the third clutch C3. Then, the torque Te of the input shaft I (engine E) transmitted to the common carrier CA2 is amplified by the second differential gear device PG2 and transmitted to the output gear O. That is, in the second differential gear device PG2, the torque Tmg of the motor / generator MG amplified by the first differential gear device PG1 is input to the second sun gear S3, which is one side in the order of the rotational speed, and the rotational speed. The torque Te of the input shaft I is drivingly connected to the common carrier CA2 on the other side in this order. Then, the output gear O is drivingly connected to the common ring gear R2 that is intermediate in the order of the rotational speed.

  As described above, in the start mode, the common carrier CA2 and the second clutch C2 that are drivingly connected to the input shaft I via the third clutch C3 are connected in the order of the rotational speeds of the rotating elements of the second differential gear device PG2. The second sun gear S3 that is drivingly connected to the ring gear R1 that is the output rotating element EO of the first differential gear device PG1 is located on the opposite side across the common ring gear R2 that is drivingly connected to the output gear O. Yes. In this state, the torque Te of the input shaft I (engine E) is input to the common carrier CA2, and the reaction force against the torque Te of the input shaft I is output to the motor / generator MG. That is, the motor / generator MG outputs a torque Tmg in the positive direction and functions as a reaction force receiver for the torque Te of the input shaft I. As a result, the second differential gear device PG2 combines the torque Te of the input shaft I transmitted to the common carrier CA2 and the torque Tmg of the motor / generator MG transmitted to the second sun gear S3. The torque amplified with respect to the torque Te is transmitted to the output gear O.

  At this time, as described above, the common carrier CA2 that is drivingly connected to the input shaft I via the third clutch C3 and the second sun gear S3 that is drivingly connected to the ring gear R1 via the second clutch C2 are connected to the output gear O. It is located on the opposite side across the drive-connected common ring gear R2. Since the rotational speed of the input shaft I (engine E) is always positive, the second sun gear S3 rotates in the negative direction when the vehicle is stopped, as indicated by a dashed line in FIG. At this time, the rotation of the second sun gear S3 in the negative direction is transmitted to the ring gear R1 of the first differential gear device PG1 via the second clutch C2, and further accelerated in the negative direction by the first differential gear device PG1. It is transmitted to the motor generator MG. Therefore, when the start mode is realized when the vehicle is stopped, first, the motor / generator MG is in a negative rotation positive torque state to generate electric power. In this state, when the rotational speed of the motor / generator MG is gradually increased, the second sun gear of the second differential gear unit PG2 that rotates integrally with the ring gear R1 of the first differential gear unit PG1 via the second clutch C2. The rotational speed of S3 also increases gradually. Accordingly, the rotation speed of the common ring gear R2 and the output gear O that is drivingly connected to the common ring gear R2 also gradually increases. As a result, the vehicle is started and starts moving forward. When the rotation speed of the motor / generator MG increases and eventually starts to rotate in the positive direction, the motor / generator MG enters a state of positive rotation and positive torque and powers.

  Thus, in the start mode, the torque Te of the input shaft I and the torque Tmg of the motor / generator MG are synthesized by the second differential gear device PG2, and the torque amplified with respect to the torque Te of the input shaft I is output to the output gear. The rotational speed of the output gear O can be gradually increased while transmitting to O. Therefore, it is possible to appropriately start the vehicle by using both the torque Te of the input shaft I and the torque Tmg of the motor / generator MG. Further, in the start mode according to the present embodiment, the vehicle can be started while the motor / generator MG generates power from the state where the vehicle is stopped as described above. Therefore, even when the amount of power stored in the battery 11 provided in the vehicle is small, the vehicle can be started appropriately.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 11 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. Note that FIG. 11 omits the configuration of the lower half symmetric with respect to the central axis, as in FIG. The configuration of the hybrid drive device H is the same as the configuration in which the specific configuration of the first differential gear device PG1 in the hybrid drive device H in the first embodiment is changed and the fifth clutch C5 is removed. And this hybrid drive device H does not include the fifth clutch C5, so that the number of speed steps in the stepped speed change mode and the electric travel mode and the number of modes of the continuously variable speed change mode are the same as those in the first embodiment. It is less than the form. Other configurations are basically the same as those in the first embodiment. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on differences from the first embodiment. Note that points not particularly specified are the same as those in the first embodiment.

2-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 11, in the present embodiment, the first differential gear device PG1 is configured by a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. Yes. That is, the first differential gear device PG1 includes three rotating elements, that is, a carrier CA1 that supports a plurality of pinion gears, and a sun gear S1 and a ring gear R1 that mesh with the pinion gears. If these three rotation elements of the first differential gear device PG1 are a first rotation element E1, a second rotation element E2, and a third rotation element E3 in the order of the rotation speed, in this embodiment, the sun gear S1 is “ The carrier CA1 corresponds to the “second rotating element E2”, and the ring gear R1 corresponds to the “third rotating element E3”. The sun gear S1 of the first differential gear device PG1 is fixed to a case Dc as a non-rotating member. The ring gear R1 is drivingly connected so as to rotate integrally with the rotor Ro of the motor / generator MG. Accordingly, the first differential gear device PG1 functions as a differential gear device for reduction that reduces the rotational speed of the motor / generator MG inputted to the ring gear R1 and outputs it from the carrier CA1. In the present embodiment, the ring gear R1 corresponds to the “input rotation element EI”, the carrier CA1 corresponds to the “output rotation element EO”, and the sun gear S1 corresponds to the “fixed element ES”.

  In the present embodiment, the ring gear R1 as the input rotation element EI of the first differential gear device PG1 is only drive-coupled so as to rotate integrally with the rotor Ro of the motor / generator MG. It is not configured to be selectively connected to the first sun gear S2 of the gear device PG2. The carrier CA1 as the output rotation element EO is selectively connected to the second sun gear S3 of the second differential gear device PG2 via the second clutch C2, and is also connected to the second differential via the fourth clutch C4. It is selectively drive-coupled to the first sun gear S2 of the gear device PG2.

  In the present embodiment, among the four rotating elements of the second differential gear device PG2, the common carrier CA2, which is one rotating element, is selectively connected to the input shaft I via the third clutch C3. Further, the common ring gear R2, which is another rotating element, is drivingly connected so as to rotate integrally with the output gear O. The second sun gear S3, which is one of the rotating elements other than the common carrier CA2 that is selectively drivingly connected to the input shaft I via the third clutch C3 and the common ring gear R2 that is drivingly connected to the output gear O, It is selectively drive-coupled to a carrier CA1 as an output rotation element EO of the first differential gear device PG1 via the second clutch C2. In the present embodiment, it is another rotating element other than the common carrier CA2 that is selectively connected to the input shaft I via the third clutch C3 and the common ring gear R2 that is connected to the output gear O. The first sun gear S2 is selectively connected to the carrier CA1 as the output rotation element EO of the first differential gear device PG1 via the fourth clutch C4.

  Further, in the present embodiment, the first sun gear S2 of the second differential gear device PG2 is selectively driven and connected to the carrier CA1 of the first differential gear device PG1 via the fourth clutch C4. It is selectively fixed to the case Dc by the brake B1. The common carrier CA2 is selectively connected to the input shaft I via the third clutch C3 and is selectively fixed to the case Dc by the second brake B2.

  Therefore, the first sun gear S2 that is the first rotating element E1 of the second differential gear device PG2 is engaged with the first clutch through the fourth clutch C4. The rotation and torque of the carrier CA1 as the output rotation element EO of the gear device PG1 are input. Further, the common carrier CA2 which is the second rotating element E2 of the second differential gear device PG2 is engaged with the input shaft I (engine E) via the third clutch C3 by engaging the third clutch C3. ) Rotation and torque. In addition, the second sun gear S3, which is the fourth rotating element E4 of the second differential gear device PG2, is engaged with the second clutch C2, and the first differential gear device PG2 is connected to the second differential gear device PG2 via the second clutch C2. The rotation and torque of the carrier CA1 as the output rotation element EO of the gear device PG1 are input.

2-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 12 is an operation table showing operation states of the engagement elements C1, C2, C3, C4, B1, and B2 at a plurality of operation modes and a plurality of shift speeds included in each operation mode. The notation in this figure is the same as in FIG. As shown in FIG. 12, the hybrid drive apparatus H according to the present embodiment is similar to the hybrid drive apparatus H according to the first embodiment in the stepped transmission mode, the electric travel mode, the continuously variable transmission mode, and the start. There are four modes of operation that can be switched. However, in the present embodiment, the stepped speed change mode includes seven shift speeds of the first to sixth speeds and the reverse speed so as to be switchable. In addition, the electric travel mode includes four shift speeds, that is, the first to third speed stages and the reverse speed. Further, as the continuously variable transmission mode, there are two modes, a first continuously variable transmission mode and a second continuously variable transmission mode.

  The first speed, the second speed, the third speed, the fourth speed, the fifth speed, and the sixth speed in the stepped transmission mode according to the present embodiment are the same as those in the first embodiment. Corresponding to the first speed, second speed, third speed, fifth speed, seventh speed, and eighth speed of the stepped speed change mode. In addition, the first sixth speed, the second sixth speed, and the third sixth speed, which are provided so that the sixth speed of the stepped speed change mode according to the present embodiment can be switched, are provided according to the first embodiment. The 8th speed in the step shift mode corresponds to the first 8th speed, the second 8th speed, and the third 8th speed, respectively. Further, the first speed, the second speed, and the third speed of the electric travel mode according to the present embodiment are the first speed, the second speed of the electric travel mode according to the first embodiment, And the third speed stage respectively. Therefore, here, the speed diagram in the stepped transmission mode corresponding to FIGS. 4 to 6 described in the first embodiment, the speed diagram of the three sixth speed steps in the stepped transmission mode, In addition, the speed diagrams in the electric travel mode are shown in FIGS.

  Further, the first continuously variable transmission mode and the second continuously variable transmission mode according to this embodiment correspond to the first continuously variable transmission mode and the third continuously variable transmission mode according to the first embodiment, respectively. The start mode according to the present embodiment is basically the same as the start mode according to the first embodiment. Therefore, description of the first continuously variable transmission mode, the third continuously variable transmission mode, and the start mode is omitted here. However, in the present embodiment, since the first differential gear device PG1 is constituted by a single pinion type planetary gear mechanism, the rotation of the carrier CA1 and the ring gear R1 is compared with the first embodiment. Note that the order of speed and the functions as input rotation element EI and output rotation element EO are interchanged. Further, in response to the difference in the number of shift speeds that the switchable speed change modes can be switched to, the first continuously variable shift mode includes the fourth speed and the sixth speed (here, The second continuously variable transmission mode is the fifth speed stage and the sixth speed stage (here, the third speed stage) in the stepped transmission mode. Note that the mode is realized in the transition process between the first stage and the second stage.

  In the hybrid drive device H according to the present embodiment, at the first sixth speed, the rotational speed of the input shaft I is increased and transmitted to the output gear O, and is increased by the second differential gear device PG2. The rotation of the output gear O transmitted to the carrier CA1 is further accelerated by the first differential gear device PG1 and transmitted to the ring gear R1. Therefore, the rotor Ro of the motor / generator MG that is drivingly connected so as to rotate integrally with the ring gear R1 of the first differential gear device PG1 can be rotated at a significantly higher speed than the input shaft I. The torque Tmg of the motor / generator MG amplified by the first differential gear device PG1 and transmitted to the second sun gear S3 is further amplified by the second differential gear device PG2 and transmitted to the output gear O. Therefore, in the first sixth speed stage, a motor with a small physique is secured while amplifying the torque Tmg of the motor / generator MG driven in a high rotation state to ensure the magnitude of the assist torque that can be transmitted to the output gear O. Since the generator MG can be used, it is possible to reduce the size of the motor / generator MG and thus the entire hybrid drive device H. Moreover, there is also an advantage that by reducing the overall size of the hybrid drive device H, the weight can be reduced and the energy efficiency at the time of driving the vehicle can be improved.

  Further, at the second sixth speed stage, the motor / generator MG can be rotated in a relatively high rotation state at the same speed as the input shaft I. Note that the rotational speed of the motor / generator MG at the second sixth speed stage is relatively high, but is lower than the rotational speed of the motor / generator MG at the first sixth speed stage. In this case, it is possible to suppress the induced voltage from becoming higher due to the excessive increase in the rotational speed of the motor / generator MG as compared with the first sixth speed. Therefore, it is possible to improve the energy efficiency by controlling the maximum torque of the motor / generator MG within a wide range of vehicle speeds (rotational speed of the output gear O). Accordingly, the energy efficiency of the entire hybrid drive device H can be improved.

  Further, at the third sixth speed stage, the motor / generator MG is completely separated from the input shaft I and the second differential gear device PG2, and the rotation of the motor / generator MG is stopped, for example, during steady running. When torque assist or power generation is not required, the vehicle can be driven only by the driving force of the input shaft I (engine E), and drag loss of the motor / generator MG can be suppressed. Therefore, the energy efficiency of the entire device of the hybrid drive device H can be improved.

  And in any of 1st 6th speed stage, 2nd 6th speed stage, and 3rd 6th speed stage, unlike the hybrid drive device indicated in the patent documents shown as a prior art, the 6th of the stepped speed change mode. Even when the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc by the first brake B1 at the high speed, the motor / generator MG is fixed to the case Dc together with the first sun gear S2. There is no. That is, the motor / generator MG rotates at a significantly higher speed than the input shaft I at the first sixth speed, and rotates at the same speed as the input shaft I at the second sixth speed. Therefore, even when the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc by the first brake B1, torque assist or power generation is performed on the motor / generator MG according to the traveling state of the vehicle. Can be made. The motor / generator MG can rotate independently at the third sixth speed, but the first sixth speed or second speed can be increased by engaging the first clutch C1 or the second clutch C2. Since it is also possible to shift to the sixth gear, it is possible to cause the motor / generator MG to perform torque assist and power generation according to the traveling state of the vehicle. Similarly, for the second speed stage in which the first sun gear S2 of the second differential gear device PG2 is fixed to the case Dc by the first brake B1, the motor / generator MG rotates at the same speed as the input shaft I. Similarly, it is possible to cause the motor / generator MG to perform torque assist or power generation according to the traveling state of the vehicle. Therefore, it is possible to drive the hybrid drive device H in an energy efficient state.

[Other Embodiments]
(1) In each of the above-described embodiments, the hybrid drive device H is configured to be capable of switching between the stepped transmission mode, the electric travel mode, the continuously variable transmission mode, and the start mode. Described as an example. However, the embodiment of the present invention is not limited to this. For example, the hybrid drive device H can be configured to include only the stepped transmission mode. Moreover, it is suitable also as a structure provided with the stepped transmission mode and other one or two operation modes so that switching is possible. Further, in addition to the above four modes, a configuration in which other modes can be switched is also suitable.
Examples of other modes in this case include a charging mode. In the charging mode, the input shaft I and the motor / generator MG are integrally rotated by engaging the first clutch C1. At this time, all other engaging elements are released. Then, the torque Te of the input shaft I (engine E) is transmitted to the motor / generator MG via the first clutch C1, and the motor / generator MG is output with the torque Tmg in the direction opposite to the rotation direction for charging. Do. In this charging mode, it is also possible to start the engine E by outputting the torque Tmg to the motor / generator MG using the integral rotation of the input shaft I and the motor / generator MG.

(2) In the first embodiment, the hybrid drive device H has the first eighth speed, the second eighth speed, and the third eighth speed as the eighth speed of the highest speed in the stepped speed change mode. The case where the three stages are switchable has been described as an example. Further, in the second embodiment, the hybrid drive device H has the first sixth speed, the second sixth speed, and the third sixth speed as the sixth speed of the highest speed in the stepped speed change mode. As an example, a case has been described in which the above three are provided to be switchable. However, the embodiment of the present invention is not limited to this. That is, for example, in the first embodiment, only the first 8th speed can be formed as the eighth speed of the highest speed in the stepped speed change mode, or the first 8th speed and the second 8th speed. It is also a preferred embodiment of the present invention that the two are configured to be switchable. The same applies to the second embodiment.

(3) In the first embodiment described above, the hybrid drive device H is provided with switchable eight forward speeds of the first to eighth speeds in the stepped speed change mode, and the first in the electric travel mode. As an example, the description has been given of the case where the four forward speeds of the fourth to fourth gears are provided so as to be switchable. Further, in the second embodiment, the hybrid drive device H is provided with switchable gears for six forward speeds of the first to sixth speeds in the stepped speed change mode, and the first to first speeds in the electric travel mode. The case where the three forward speeds of the third speed are provided so as to be switchable has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the number of shift stages in the stepped transmission mode is arbitrary, and may be five or less, seven, or nine or more. In any of these cases, the first clutch C1 is released and the motor is decelerated by the first differential gear device PG1 as a high-speed gear stage that increases the rotational speed of the input shaft I and transmits it to the output gear O. A motor that engages the first clutch C1 and rotates integrally with the input shaft I while the first high-speed gear that further reduces the speed of the generator MG by the second differential gear device PG2 and transmits it to the output gear O. It is preferable that the rotation speed of the generator MG is increased with the rotation of the input shaft I by the second differential gear device PG2 and transmitted to the output gear O so as to be switchable. Further, the number of shift stages in the electric travel mode is arbitrary, and can be two or less, or five or more. In particular, the motor / generator MG functioning as a driving force source for the vehicle is relatively easy to control its rotational speed and torque Tmg. good. In this case, the second clutch C2 and the second brake B2 can be engaged, and all other engagement elements can be released to achieve the forward stage in the electric travel mode.

(4) In each of the above embodiments, the case where the second differential gear device PG2 is configured by a Ravigneaux type planetary gear device has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the specific configuration of the second differential gear device PG2 can be appropriately changed. For example, the second differential gear device PG2 may be configured by combining a plurality of planetary gear mechanisms. Each planetary gear mechanism in this case may be either a single pinion type or a double pinion type. The second differential gear device PG2 only needs to have at least four rotating elements, and can be configured to have five or more rotating elements.

(5) In each of the embodiments described above, when the motor / generator MG powers and consumes electric power, the motor / generator control unit 32 uses the electric power generated by the starter / generator SG by the torque Te of the engine E. The case where control is performed so that the motor / generator MG is supplied has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, on the contrary, in a state where the motor / generator MG generates electric power, the electric power generated by the motor / generator MG is supplied to the starter / generator SG to drive the starter / generator SG, and the driving force of the engine E is increased. It is also a preferred embodiment of the present invention that the control is performed so as to assist. Depending on the amount of power stored in the battery 11, such as when the battery 11 is in a fully charged state, a part of the power generated by the motor / generator MG is not stored in the battery 11 but is wasted due to heat generation or the like. There is a case. Therefore, by configuring as described above, the starter generator SG is driven by the electric power generated by the motor / generator MG to assist the driving force of the engine E, so the electric power generated by the motor / generator MG is consumed wastefully. It can be used effectively without improving the energy efficiency and the fuel consumption rate. In addition, even when the amount of power stored in the battery 11 is relatively small, it is possible to improve energy efficiency by suppressing power loss associated with charging / discharging.

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

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

(8) In each of the above embodiments, the output gear O as an output member provided in the hybrid drive device H is disposed between the first differential gear device PG1 and the second differential gear device PG2 in the axial direction. In the radial direction, the case where the second differential gear device PG2 is disposed outside in the radial direction has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, a configuration in which an output shaft as an output member is disposed coaxially with the input shaft I on the opposite side of the engine E in the axial direction is also one preferred embodiment of the present invention. Such a configuration is suitable when the hybrid drive device H according to the present invention is applied to, for example, an FR (front engine / rear drive) type vehicle drive device.

  INDUSTRIAL APPLICABILITY The present invention can be suitably used in a hybrid drive device that includes an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, and a rotating electrical machine.

H Hybrid drive E Engine I Input shaft (input member)
O Output gear (output member)
MG Motor generator (Rotating electric machine)
PG1 first differential gear unit S1 sun gear CA1 carrier R1 ring gear PG2 second differential gear unit S2 first sun gear S3 second sun gear CA2 common carrier R2 common ring gear Dc drive unit case (non-rotating member)
C1 1st clutch C2 2nd clutch C3 3rd clutch C4 4th clutch C5 5th clutch B1 1st brake B2 2nd brake EI Input rotation element EO Output rotation element ES Fixed element E1 1st rotation element E2 2nd rotation element E3 Third rotating element E4 Fourth rotating element

Claims (9)

A hybrid drive device comprising an input member drivingly connected to an engine, an output member drivingly connected to a wheel, and a rotating electrical machine,
A first differential gear device for reduction having three rotational elements that are an input rotational element, an output rotational element, and a fixed element in order of rotational speed, and the input rotational element is drivingly connected to the rotating electrical machine,
A second differential gear device having at least four rotating elements, wherein one rotating element of the second differential gear device is selectively drive-coupled to the input member, and the other one rotating element is the output At least one rotating element other than the rotating element that is drivingly connected to the member and selectively drivingly connected to the input member and the rotating element that is drivingly connected to the output member is the output rotating element of the first differential gear device. Selectively drive coupled to
The hybrid drive device further comprising a first clutch that selectively connects the input rotation element of the first differential gear device to the input member.   The rotating electrical machine is selectively driven to the input member other than the rotating element drivingly connected to the output member of the second differential gear device via the first differential gear device or the first clutch. The hybrid drive device according to claim 1, wherein the hybrid drive device is configured to be selectively drive-coupled to any of at least three rotating elements including the rotating elements to be connected. A second clutch, a third clutch, a fourth clutch, a first brake, and a second brake;
The second differential gear device has a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order of rotational speed,
The first rotating element is selectively fixed to the non-rotating member by the first brake, and is selectively driven and connected to the output rotating element of the first differential gear device via the fourth clutch. ,
The second rotating element is selectively fixed to the non-rotating member by the second brake and is selectively driven and connected to the input member via the third clutch;
The third rotating element is drivingly connected to the output member;
3. The hybrid drive device according to claim 1, wherein the fourth rotation element is selectively connected to the output rotation element of the first differential gear device via the second clutch. 4. A fifth clutch,
The hybrid according to claim 3, wherein the first rotating element of the second differential gear device is further selectively connected to the input rotating element of the first differential gear device via the fifth clutch. Drive device. The second differential gear device is composed of a Ravigneaux type planetary gear device having four rotating elements, a first sun gear, a second sun gear, a common carrier, and a common ring gear,
The first rotating element is constituted by the first sun gear, the second rotating element is constituted by the common carrier, the third rotating element is constituted by the common ring gear, and the fourth rotating element is constituted by the second sun gear. The hybrid drive device according to claim 3, which is configured by: By switching between engagement and disengagement of a plurality of engagement elements including the first clutch, a plurality of gear speeds can be switched, and at least the rotation speed of the input member is shifted at a predetermined gear ratio according to each gear speed. And a stepped transmission mode for transmitting to the output member,
In the stepped transmission mode, the second differential gear device increases the rotational speed of the input member and transmits it to the output member.
A first high speed gear stage that releases the first clutch and further reduces the rotation of the rotating electrical machine decelerated by the first differential gear device to the output member by further decelerating the rotation by the second differential gear device. When,
A second gear that engages the first clutch and accelerates the rotation of the rotating electrical machine that rotates integrally with the input member together with the rotation of the input member by the second differential gear device and transmits the rotation to the output member. A high speed gear,
The hybrid drive device according to any one of claims 1 to 5, wherein the switch is provided to be switchable.   As the high speed shift stage, the first clutch is released and the rotating electrical machine is stopped to rotate, and the rotational speed of the input member is increased by the second differential gear device and transmitted to the output member. The hybrid drive device according to claim 6, wherein the high-speed gear stage is further switchable. With respect to the order of the rotational speeds of the rotating elements of the second differential gear device, a rotating element that is drivingly connected to the input member and a rotating element that is drivingly connected to the output rotating element of the first differential gear device. , And located on the opposite side across the rotating element drivingly connected to the output member,
The torque of the input member is amplified by causing the rotating electrical machine to output a reaction force against the torque of the input member in a state where the torque of the input member is input to one rotating element of the second differential gear device. The hybrid drive apparatus according to any one of claims 1 to 7, further comprising a start mode in which a rotational speed of the output member is gradually increased while being transmitted to the output member. One rotating element of the second differential gear device is drivingly connected to the input member, and the rotating electrical machine is connected to the input member of the second differential gear device via the first differential gear device. A rotary element that is selectively drive-coupled to the rotary element and a rotary element other than the rotary element that is drive-coupled to the output member.
In a state where the torque of the input member is inputted to one rotating element of the second differential gear device, the rotating electric machine outputs a reaction force against the torque of the input member and controls the rotational speed of the rotating electric machine. The hybrid drive apparatus according to any one of claims 1 to 8, further comprising a continuously variable transmission mode in which the rotational speed of the input member is steplessly changed and transmitted to the output member.

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