JP2013082317A - Vehicle drive unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simultaneously drive two pieces of M/Gs, and to suffice traveling by using the M/G smaller in capacity when traveling by a hybrid vehicle as an electric vehicle.SOLUTION: This vehicle drive unit comprises an input shaft 10; an output shaft 12; a power dividing planetary gear set 20 which can divide power; the first M/G 56; and the second M/G 58. The input shaft 10 is connectable to a first ring gear 24. The output shaft 12 is connected to a first carrier 28. The first M/G 56 is connected to a first sun gear 22. The second M/G 58 is connectable to the output shaft 12 and the first ring gear 24, respectively, has a means for fixing the first ring gear 24 to a static part 52, and fixes the first ring gear 24 to the static part 52. By this, the first M/G 56 can deceleration-drive the output shaft 12 via the power dividing planetary gear set 20 in a state that an engine 1 is stopped, and the second M/G 58 can simultaneously drive the output shaft 12.

Description

  The present invention relates to a drive device for a so-called hybrid vehicle having two types of power sources, that is, an internal combustion engine and an electric motor, and in particular, can transmit power input from the engine to an output shaft via a planetary gear, and a plurality of motors. It is related with the drive device for motor vehicles provided with.

  Conventionally, as this type of automobile drive device, there is known an example in which two motor generators (hereinafter referred to as M / G) and two planetary gear sets are provided, and hybrid drive is performed as an electric continuously variable transmission. (For example, refer to Patent Document 1).

US Pat. No. 6,478,705

  However, in the above-described conventional automobile drive device that includes two motor generators (hereinafter referred to as M / G), two planetary gear sets, and hybrid drive as an electric continuously variable transmission, a battery When only the electric power stored in the vehicle is used as a power source and the vehicle is driven in the same way as an electric vehicle, it can be driven by only one M / G and has two M / Gs. Regardless, there was a problem that both M / Gs could not be used effectively and a strong driving force could not be obtained.

The problem to be solved is that when only the electric power of the battery is used as a power source to drive the same as an electric vehicle, it can be driven by only one M / G, and thus exhibits a large driving force. Requires a large capacity M / G.
It is an object of the present invention to provide a hybrid vehicle with two M / Gs, which can be driven using two M / Gs simultaneously when traveling as an electric vehicle, thereby reducing the capacity. The purpose is to enable application of M / G.

The automobile drive device of the present invention is composed of a first planetary gear having three rotation elements: an input shaft capable of receiving power from the engine, an output shaft, a first sun gear, a first ring gear, and a first carrier. A power split planetary gear set capable of power split, a first motor generator, and a second motor generator, the input shaft being connectable to the first ring gear, and the output shaft being a first carrier The first motor / generator is connected to the first sun gear, and the second motor / generator is connectable to the output shaft and the first ring gear, respectively, and has fixing means for fixing the first ring gear to the stationary part. Then, the first ring gear is fixed to the stationary part by the fixing means, so that the first motor / generator is operated with the power split planetary teeth while the engine is stopped. With the output shaft via a set possible reduction drive, characterized in that the drivable simultaneously output shaft second motor generator.

The automobile drive device of the present invention can be simultaneously driven with two M / Gs in an electric vehicle (EV) traveling using only a battery as a power source while being for a hybrid vehicle (HV). Therefore, it is possible to reduce the total capacity of the two M / Gs, and to obtain a merit in terms of cost, weight, and size.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 1. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 2. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 3. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 4 of this invention. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 4. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 5 of this invention. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 5. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 6 of this invention. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 6. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 7 of this invention. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 7. FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on each example.

FIG. 1 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 1 of the present invention.
The vehicle drive apparatus according to the first embodiment includes an input shaft 10 driven from the engine 1 and an output shaft 12 provided coaxially with the input shaft 10. The output shaft 12 drives the wheels of an automobile via a differential device (not shown).
Between the input shaft 10 and the output shaft 12, there are arranged three planetary gear sets, a first planetary gear set 20, a second planetary gear set 30, and a third planetary gear set 40. The first planetary gear set 20, the second planetary gear set 30, and the third planetary gear set 40 are all generally called single pinion types, and have the same configuration.

In other words, the first planetary gear set 20 includes a first carrier that rotatably supports a first sun gear 22, a first ring gear 24, and a plurality of first pinions 26 that mesh with the first sun gear 22 and the first ring gear 24. 28, and constitutes a power split planetary gear set of the present invention.
The second planetary gear set 30 includes a second carrier that rotatably supports a second sun gear 32, a second ring gear 34, and a plurality of second pinions 36 engaged with the second sun gear 32 and the second ring gear 34. 38, and constitutes the input transmission gear group of the present invention.
Similarly, the third planetary gear set 40 includes a third carrier that rotatably supports a third sun gear 42, a third ring gear 44, and a plurality of third pinions 46 that mesh with the third sun gear 42 and the third ring gear 44. 48 and three rotational elements, and constitutes the reduction gear of the present invention.

Next, the connection relationship between each of the rotating elements and other rotating members will be described.
The input shaft 10 is connected to the second carrier 38.
The second sun gear 32 can be fixed to the case (stationary portion) 52 by the first brake 50 and can be connected to the second ring gear 34 only in one rotational direction by the one-way clutch 54. The second ring gear 34 is connected to the first ring gear 24.
The first sun gear 22 is connected to the first M / G 56.
The first carrier 28 is connected to the third carrier 48 and to the output shaft 12.
The third sun gear 42 can be connected to the second M / G 58 and can be connected to the first ring gear 24 via the clutch 60 and the second ring gear 34, and the third ring gear 44 can be fixed to the case 52 by the second brake 70. is there.
Here, the one-way clutch 54 constitutes a first engagement element of the present invention, and the first brake 50 constitutes a second engagement element of the present invention. Further, the one-way clutch 54 and the first brake 50 also constitute the fixing means of the present invention that fixes the first ring gear to the case 52 by simultaneously engaging them.

The one-way clutch 54 is designed to lock (engage) the second sun gear 32 relative to the first ring gear 24 in the same direction as the rotational direction of the engine 1. In the example, a well-known mechanical type is used, but it is also possible to use a hydraulic multi-plate clutch for fastening / release control.
Therefore, when the second carrier 38 connected to the input shaft 10 is driven by the engine 1 and the brake 50 is released and the second sun gear 32 tries to rotate in the same direction as the rotation direction of the engine 1, the one-way clutch 54 causes the first ring gear to rotate. 24, and the second planetary gear set 30 is integrated.
On the contrary, when the second ring gear 34 tries to rotate in the direction opposite to the rotation direction of the engine 1, the one-way clutch 54 is engaged with the second sun gear 32, and the second planetary gear set is engaged. 30 are united.
Further, the one-way clutch 54 is not limited to the above, and a similar function can be achieved even if it is provided between the second carrier 38 and the second sun gear or between the second carrier 38 and the second sun gear 32.

Next, the operation of the automobile drive device shown in FIG. 1 will be described with reference to the operation table shown in FIG.
In the operation table of FIG. 2, traveling modes and drive modes to be described below are assigned in the vertical direction, and fastening elements such as brakes and M / G are assigned in the horizontal direction. That is, the clutch 60 is “C”, the first brake is “B1”, the second brake 70 is “B2”, the one-way clutch 54 is “OWC”, the first M / G 56 is “M / G1”, and the second M / G58 is “ M / G2 ".

  In the table, ◯ indicates engagement / engagement in the case of a fastening element such as a clutch, and in 1st M / G56 and 2M / G58, it indicates driving, and Δ indicates 1st M / G56, 2M / G58 represents power generation. The sign “-” in the first M / G 56 indicates that it can be stopped.

Although not shown, the automobile drive device shown in FIG. 1 is provided with a hydraulic pump, a battery, various sensors, a controller, an actuator, and the like as necessary in order to operate it. Based on the instructions.
In the following description, rotation in the same direction as the rotation direction of the engine 1 is defined as “forward rotation”, and the opposite is defined as “reverse rotation”.
Further, the gear ratio of each planetary gear set (the number of teeth of the sun gear / the number of teeth of the ring gear) is α1 for the first planetary gear set 20, α2 for the second planetary gear set 30, and the third planetary gear. In the gear set 40, α3 is set.

First, EV travel that runs as an electric vehicle (EV) using only the electric power stored in the battery as a power source will be described.
There are five types of drive modes for EV travel, an E-1 mode to an E-4 mode, and a reverse ER mode.
The E-1 mode is driving using only the first M / G 56. That is, the second planetary gear set 30 is integrally fixed to the case 52 by fastening the first brake 50 that is the second fastening element of the present invention and the one-way clutch 54 that is the first fastening element of the present invention. Therefore, the first M / G 56 drives the output shaft 12 at a reduced speed via the first planetary gear set 20.
The output torque To in this case is T1 (1 + α1) / α1 when the torque of the first M / G 56 is T1. At this time, the second M / G 58 can be stopped.

Next, in the E-2 mode, the second brake 70 is engaged instead of the first brake 50 to fix the third ring gear 44 to the case 52. In place of the first M / G 56, only the second M / G 58 drives the output shaft 12.
That is, the second M / G 58 drives the output shaft 12 at a reduced speed via the third planetary gear set 40. In this case, the output torque To is T2 (1 + α3) / α3 when the torque of the second M / G 58 is T2. At this time, the first M / G 56 can be stopped.

  Next, in the E-3 mode, both the first brake 50 and the second brake 70 are engaged and driven. In this case, the one-way clutch 54 is also automatically engaged, and the driving is a combination of the E-1 mode and the E-2 mode. Therefore, the output torque To in this case is T1 (1 + α1) / α1 + T2 (1 + α3) / α3.

Next, in the E-4 mode, both the first brake 50 and the second brake 70 are released and the clutch 60 is engaged to drive. Accordingly, since the second M / G 58 is coupled to the first ring gear 24, the output shaft 12 is driven in cooperation by the first M / G 56 and the second M / G 58. In this case, the output torque To is T1 + T2.
Therefore, the E-1 mode to E-3 mode, which are all driven at a reduced speed, are suitable for low to medium speed travel, and the E-4 mode is suitable for high speed travel. In particular, the E-1 mode to the E-3 mode can be freely switched and driven according to the traveling load of the automobile.
In addition, when the capacities of the first M / G 56 and the second M / G 58 are different, each can be driven by M / G having a total of three capacities, that is, independent driving and simultaneous driving. The optimum drive mode can be selected according to the running load.

Next, the ER mode in which the vehicle travels backward by EV traveling will be described.
As shown in FIG. 2, the E-R mode can be driven by the second M / G 58 in the same fastening relationship as the E-2 mode. The output torque in this case is the same as that in the E-2 mode although the rotation direction is different. However, the first M / G 56 rotates along with the rotational direction, that is, idles.

  Next, the operation of driving the vehicle without driving either the first M / G 56 or the second M / G 58 while the engine 1 is stopped during forward travel, or generating power to brake the vehicle will be described. . This travel is described in the EB column of the operation table.

  The B-1 mode has the same fastening relationship as the E-4 mode in EV traveling, and generates power in both the first M / G 56 and the second M / G 58. The output torque in this case is the same as that in the E-4 mode, although there is a difference between power generation and driving. The B-1 mode covers a wide range of travel from high speed to low speed, and the braking force control is also highly flexible.

Next, in the B-2 mode, when the clutch 60 and the second brake 70 are simultaneously engaged, power is generated by both the first M / G 56 and the second M / G 58.
Since the second M / G 58 is driven to accelerate from the output shaft 12 in the third planetary gear set 40 and the first M / G 56 is also accelerated, this is suitable when a large braking force is required at a speed equal to or lower than the medium speed.

Next, in the B-3 mode, the second M / G 58 is driven from the output shaft 12 at an increased speed in the same manner as in the E-2 mode of EV traveling, as in the B-2 mode. In this case, the first M / G 56 can be stopped.
EB traveling can also be performed by selecting an optimal mode according to the required braking force and speed.
The electric power generated by the EB traveling is stored in a battery and used for the next acceleration or the like, thereby performing so-called energy regeneration to reduce the power consumption of the automobile.

Next, a description will be given of HV traveling that starts as a hybrid vehicle (HV) that starts the engine 1 and travels using both the first M / G 56 and the second M / G 58 together.
HV traveling is used for general traveling when the battery charge is low, acceleration or climbing that requires a large driving force that cannot be obtained by EV traveling, and high-speed traveling.

First, the start of the engine 1 will be described.
When starting the engine 1 while the automobile is stopped or traveling at a low speed, the clutch 60 and the brake 50 are engaged, and then power is supplied to the second M / G 58 to rotate it forward. As a result, the second carrier 38 is driven to decelerate by the second planetary gear set 30, and the engine 1 coupled thereto rotates in the forward direction. Therefore, the engine 1 is started by a general method such as fuel supply or ignition operation.
Even when the engine 1 is starting, the output shaft 12 can be driven in the forward direction by rotating the first M / G 56 forward.

  Further, when starting the engine 1 while the automobile is traveling at a speed equal to or higher than a certain speed, the second ring gear 34 is rotating forward in the above-described EB traveling, so that the brake 50 brakes the second sun gear 32. The engine 1 is rotated at a reduced speed. At this time, the brake 50 may be applied with braking force (braking rotation of the second sun gear 32) rather than being engaged (fixing the second sun gear 32).

After the engine 1 is started, the mode shifts from the H-1 mode (low speed mode in HV traveling) to the H-2 mode (same medium speed mode) according to the speed of the automobile.
First, in the H-1 mode, the second brake 70 is engaged and driven. When the input shaft 10 rotates forward by the engine 1, the second planetary gear set 30 is integrated with the input shaft 10 to drive the first ring gear 24 by the action of the one-way clutch 54.
The first ring gear 24 drives the first carrier 28 integrated with the output shaft 12 at a reduced speed in the first planetary gear set 20 and reversely rotates the first M / G 56 with the reaction torque to generate electric power. That is, here, the torque of the engine 1 is divided into torque that mechanically drives the first carrier 28 to decelerate and torque that causes the first M / G 56 to generate power.

Then, the electric power generated by the first M / G 56 is supplied to the second M / G 58 to drive the output shaft 12 at a reduced speed via the third planetary gear set 40. At this time, the torque To of the output shaft 12 is T1 (1 + α1) / α1 + T2 (1 + α3) / α3, and if the torque of the engine 1 is Te, then To = Te (1 + α1) + T2 (1 + α3) / α3.
If the vehicle speed increases in the H-1 mode, the first M / G 56 rotates at a very low speed together with the first sun gear 22 and the power generation efficiency is in an operating region. Therefore, before that happens, the mode is switched to the H-2 mode.

The H-2 mode is driven by engaging the first brake 50 in addition to the second brake 70. As a result, the first ring gear 24 that has the same rotational speed as the input shaft 10 in the H-1 mode is driven to be accelerated by the second planetary gear set 30.
Therefore, if the rotational speed of the output shaft 12 is the same as before switching, the rotational speeds of the first sun gear 22 and the first M / G 56 are increased, and the power transmission efficiency is reduced as a result of exiting from the operating range where the power generation efficiency is poor. improves.
At this time, the torque To of the output shaft 12 is T1 (1 + α1) / α1 + T2 (1 + α3) / α3, and if the torque of the engine 1 is Te, To = Te (1 + α1) / (1 + α2) + T2 (1 + α3) / It is also α3.

Subsequently, in the H-3 mode, when the input shaft 10 is rotated forward by the engine 1 as a result of engaging the clutch 60, the second planetary gear set 30 is integrated with the input shaft 10 by the action of the one-way clutch 54. / G58 and the first ring gear 24 are driven.
At this time, the torque Te of the engine 1 is divided into torque for driving the second M / G 58 and torque for driving the first ring gear 24.
As a result, the second M / G 58 generates electric power, and the electric power is supplied to the first M / G 56 to drive the first sun gear 22. Therefore, the output shaft 12 is driven by the first ring gear 24 and the first M / G 56 that are driven by a part of the torque of the engine 1.
At this time, the torque of the output shaft 12 is Te + T1−T2 and is also T1 (1 + α1) / α1.
When the vehicle speed increases in the H-3 mode, the rotation speed of the first M / G 56 increases and the driving efficiency of the first M / G 56 becomes poor. Therefore, before that happens, the mode is switched to the H-4 mode.

In the H-4 mode, the first brake 50 and the clutch 60 are engaged and driven.
As a result, the rotation of the input shaft 10 is accelerated in the second planetary gear set 30, and the second M / G 58 and the first ring gear 24 are driven at a rotational speed of (1 + α2) times.
Therefore, when the rotational speed of the output shaft 12 is the same as before the switching, the rotational speeds of the second sun gear 32 and the second M / G 58 are reduced, and the power transmission efficiency is reduced as a result of the departure from the operating range where the power generation efficiency is poor. improves.
As a result, as in the H-3 mode, the second M / G 58 generates electric power, supplies the electric power to the first M / G 56, and drives the first sun gear 22. Therefore, the output shaft 12 is driven by the first ring gear 24 and the first M / G 56 that are driven by a part of the torque of the engine 1.
At this time, the torque of the output shaft 12 is Te / (1 + α2) + T1−T2, and is also T1 (1 + α1) / α1.

In any of the above H-1 mode to H-4 mode, in the first planetary gear set 20 which is the power split planetary gear set of the present invention, a part of the torque of the engine 1 is mechanically and the rest is electrically. Since it is driven by being transmitted to the output shaft 12, the mechanical power transmission ratio is always high, and therefore the power transmission efficiency is high.
In addition, as described above, it is possible to drive while avoiding an operation region where power generation efficiency and drive efficiency are poor.

Next, the HR mode that is the reverse of HV traveling will be described.
The reverse drive by rotating the engine 1 is driven in the same manner as in the H-2 mode as will be described later. In this case, the second M / G 58 is basically the same as in the H-2 mode except that the rotation direction of the second M / G 58 is reversed.
That is, for example, the torque of the output shaft 12 when the rotation direction of the second M / G 58 is reversed with the same connection relationship as the forward H-1 mode is Te (1 + α1) −T2 (1 + α3) / α3. On the other hand, as described in the HR mode in FIG. 2, the torque of the output shaft 12 when the same fastening as in the H-2 mode is Te (1 + α1) / (1 + α2) −T2 (1 + α3) / α3. Therefore, the driving force in the reverse direction is greater in the latter.

That is, the torque transmitted mechanically among the torque of the engine 1 is always the forward torque, so that the reverse drive torque can be largely secured by reducing the torque.
Therefore, the HR mode, which is the same as the H-2 mode, is suitable for backward driving such as when the remaining amount of the battery is low.

  As described above, in the vehicle drive device of the first embodiment, the first brake 50 and the one-way clutch 54 are simultaneously engaged as fixing means for fixing the first ring gear 24 to the case 52 (stationary portion). did. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven at a reduced speed.

  Therefore, it is a feature that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving. As a result, the total capacity of the first M / G 56 and the second M / G 58 only needs to satisfy the motor capacity required by the automobile, so the total capacity of the motor can be reduced compared to the conventional example that can be driven by only one motor. Can be reduced. As a result, it is possible to obtain advantages in terms of cost, weight, and size, including an inverter that is generally included in a controller.

In EV traveling, driving with both the second M / G 58 and the first M / G 56 is possible as required, and driving with only the first M / G 56 and driving with only the second M / G 58 can be selected. The optimal control can be performed according to the running load of the automobile.
In particular, in the E-1 mode and the E-2 mode, one of the first M / G 56 and the second M / G 58 can be driven and the other can be stopped. It also has the effect of reducing

  It is also possible to omit the third planetary gear set 40 constituting the reduction gear and connect the second M / G 58 directly to the output shaft 12, but in the first embodiment, the third planetary gear set 40 exists. Since the second torque / high-speed rotation type second M / G 58 can be used, the size of the second M / G 58 can be reduced.

  Furthermore, the speed-up action by the second planetary gear set 30 avoids driving in the region where the power generation efficiency and driving efficiency in the H-1 mode and H-3 mode deteriorate, and the H-2 mode and H-4 mode. Therefore, the power transmission efficiency can be maintained at a high level, and the degree of freedom in selecting the drive mode can be increased.

As described above, in the B-1 mode of EB traveling, the clutch 60 is engaged and braking is performed while the first M / G 56 and the second M / G 58 generate power. However, when the clutch 60 is released, the first M / G 56 It is also possible not to rotate both of the second M / G 58.
For example, when the accelerator pedal is loosened during high speed traveling in HV traveling and acceleration is not performed but aggressive braking is not desired, stopping the engine 1 and coasting results in the same state as EB traveling. At this time, since at least one of the M / Gs rotates in the conventional example, it is necessary to supply some power so that braking does not occur due to power generation, and power is consumed.
Since the first M / G 56 and the second M / G 58 need not be rotated by the control as in the first embodiment, there is an effect that unnecessary power consumption can be suppressed, and the fuel efficiency is improved accordingly.

  Therefore, taking advantage of the fact that both the first M / G 56 and the second M / G 58 can be fully utilized, the engine 1 is used when, for example, a short distance such as traveling in an urban area travels mainly as an electric vehicle and the battery power decreases. It is suitable for use as a drive device of a vehicle called so-called plug-in hybrid vehicle that travels with the power of

Next, an automobile drive device according to a second embodiment of the present invention is described.
FIG. 3 is a skeleton diagram of the main part of the automobile drive device according to the second embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference of the second embodiment from the first embodiment is that the third planetary gear set 30 that is the reduction gear in the first embodiment is omitted. Relatedly, the clutch 60 and the second brake 70 in the first embodiment are replaced with the first clutch 60 and the second clutch 68.
That is, the second M / G 58 can be connected to the output shaft 12 via the first clutch 60, and can be connected to the first ring gear 24 via the second clutch 68.
Since other connection relations are the same as those in the first embodiment, description thereof is omitted.

Next, the operation of the second embodiment will be described based on the operation table shown in FIG.
The operation table of FIG. 4 shows that the first clutch 60 is “C1”, the second clutch 68 is “C2”, and the brake 50 similar to the first brake 50 in the first embodiment is “B”. This is the same as FIG.
First, EV driving has five types of drive modes, such as E-1 mode to E-4 mode and reverse ER mode, as in the first embodiment.
Since the E-1 mode is the same as that of the first embodiment, the description thereof is omitted. Similarly, the second M / G 58 can be stopped.

  Next, in the E-2 mode, the first clutch 60 is engaged instead of the brake 50, and the second M / G 58 and the output shaft 12 are directly connected. Since only the second M / G 58 is driven as in the first embodiment, the output torque To is the torque of the second M / G 58 T2. At this time, the first M / G 56 can be stopped.

  Next, in the E-3 mode, both the brake 50 and the first clutch 60 are engaged and driven. In this case, similarly to the first embodiment, the driving is performed by adding the E-1 mode and the E-2 mode. Therefore, the output torque To in this case is T1 (1 + α1) / α1 + T2.

  Next, in the E-4 mode, both the brake 50 and the first clutch 60 are released, and the second clutch 68 is engaged and driven. As a result, the second M / G 58 is coupled to the first ring gear 24 as in the first embodiment, and the output shaft 12 is driven in a coordinated manner by the first M / G 56 and the second M / G 58. In this case, the output torque To is T1 + T2.

  Further, the first clutch 60 and the second clutch 68 may be simultaneously engaged during the switching between the E-3 mode and the E-4 mode. That is, in this case, the first M / G 56, the second M / G 58, the first planetary gear set 20 and the output shaft 12 rotate together.

As described above, although the torque of the output shaft 12 is partially different, the E-1 mode to the E-3 mode are suitable for low to medium speed running as in the first embodiment, and the E-4 mode is for high speed running. Is suitable. In particular, the E-1 mode to the E-3 mode can be freely switched and driven according to the traveling load of the automobile.
Further, in the case where the capacities of the first M / G 56 and the second M / G 58 are different from each other, it is possible to drive with M / G having a total of three kinds of capacities, that is, driving each independently and driving both at the same time. Same as 1.

Next, the ER mode in which the vehicle travels backward by EV traveling will be described.
In the ER mode, as shown in FIG. 4, by engaging the first clutch 60, the second M / G 58 rotates reversely and directly drives the output shaft 12. In this case, the torque of the output shaft 12 is the same as that in the E-2 mode except for the rotation direction.
Although not shown in FIG. 4, the second clutch 68 is engaged instead of the first clutch 60 to drive the first M / G 56 and the second M / G 58 to generate the reverse drive. You can also. The power generation of the second M / G 58 here means that the second M / G 58 rotates at a very low speed and generates power or is stopped, but detailed description thereof is omitted.

  Subsequently, in the B-1 mode in the EB traveling, power generation is performed by both the first M / G 56 and the second M / G 58 with the same fastening as the E-4 mode. Therefore, the torque of the output shaft 12 is the same as that in the E-4 mode only in the rotation direction. The B-1 mode is suitable for a wide range of conditions from high speed to low speed.

  Next, the B-2 mode is performed by simultaneously engaging the first clutch 60 and the second clutch 68 as described in the middle of switching between the E-3 mode and the E-4 mode in EV traveling. In this case, the first M / G 56, the second M / G 58, the first planetary gear set 20 and the output shaft 12 rotate together to generate power by both the first M / G 56 and the second M / G 58. The B-2 mode is also suitable for a wide range of conditions from high speed running to low speed, although there is a restriction that the rotation speeds of the first M / G 56 and the second M / G 58 are the same.

  Next, in the B-3 mode, power generation by the second M / G 58 is performed in the same manner as in the E-2 mode. Therefore, the torque of the output shaft 12 is the same as that in the E-2 mode only in the rotation direction. At this time, the first M / G 56 can be stopped. The B-3 mode is suitable for traveling where aggressive braking is not desired.

Next, HV traveling will be described.
When the vehicle is stopped or running at a low speed, the engine 1 is started by engaging the brake 50 and the second clutch 68 and rotating the second M / G 58 in the forward direction so that the engine 1 is driven at a reduced speed by the second planetary gear set 30. Rotate to do.
The engine 1 is started while the automobile is traveling at a certain speed or more by rotating the engine 1 by braking with the brake 50 while the second ring gear 34 is rotating forward.

Next, the H-1 mode suitable for low speed running after the engine 1 is started is performed by engaging the first clutch 60. That is, as in the H-1 mode of the first embodiment, the second planetary gear set 30 is integrated by the action of the one-way clutch 54 to drive the first ring gear 24 together with the input shaft 10.
Torque division is performed by the first planetary gear 20, part of which generates power by the first M / G 56 through the first sun gear 22, and the other mechanically drives the output shaft 12 through the first carrier 28 at a reduced speed. At the same time, the electric power generated by the first M / G 56 is supplied to the second M / G 58, and the second M / G 58 drives the output shaft 12 via the first clutch 60.

At this time, the torque of the output shaft 12 is T1 (1 + α1) / α1 + T2 and Te (1 + α1) + T2, where the power generation torque of the first M / G 56 is T1.
If the speed of the vehicle increases in the H-1 mode, the rotation speed of the first M / G 56 becomes a very low speed rotation and the power generation efficiency is in an operating range, so the mode is switched to the H-2 mode before that occurs.

  The H-2 mode is driven by engaging the brake 50 in addition to the first clutch 60. When the brake 50 is engaged, the engine 1 drives the first ring gear 24 at an increased speed by the second planetary gear set 30. Therefore, if the rotational speed of the output shaft 12 is the same as before switching, the rotational speeds of the first sun gear 22 and the first M / G 56 are increased, and the power transmission efficiency is reduced as a result of exiting from the operating range where the power generation efficiency is poor. improves. At this time, the torque of the output shaft 12 is T1 (1 + α1) / α1 + T2, and is also Te (1 + α1) / (1 + α2) + T2.

Subsequently, when the vehicle speed further increases, the mode is switched to the H-3 mode. In the H-3 mode, by engaging the second clutch 68 in addition to the first clutch 60, the first planetary gear set 20 and the second planetary gear set 30 are integrated together with the engagement of the one-way clutch 54. Direct drive by the engine 1 is performed. The operation table of FIG. 4 does not show the power generation / driving mark in the H-3 mode, but the second M / G 58 generates electric power and the first M / G 56 can be driven by the electric power. In both cases, power generation and driving need not be performed.
Since the H-3 mode is a direct connection operation, it can also be regarded as a temporary relay mode for shifting to the H-4 mode. Operation with a gear ratio of about 1 is performed by shifting to the H-4 mode.

In the H-4 mode, the one-way clutch 54 is automatically engaged in addition to the second clutch, so that the input shaft 10 is integrated with the second planetary gear set 30 to connect the first ring gear 24 and the second M / G 58. Direct drive. The second M / G 58 generates electric power, and the first M / G 56 is driven by the electric power. After the H-4 mode, the torque of the output shaft 12 is T1 (1 + α1) / α1.
Driving where the vehicle speed further increases and exceeds the gear ratio 1 is performed by shifting to the H-5 mode.

In the H-5 mode, driving is performed by the engagement of the brake 50 in addition to the engagement of the second clutch 68. As a result, the second M / G 58 and the first ring gear 24 are driven at an increased speed by the engine 1, the second M / G 58 generates electric power, and the first M / G 56 is driven by the electric power.
Although not shown in FIG. 4, it is possible to drive the brake 50 by engaging the first clutch 60 instead of the second clutch 68 without changing the engagement of the brake 50.

  Subsequently, the reverse of the HV traveling is performed in the HR mode. The HR mode is driven by the same fastening as the H-2 mode. However, as in the H-2 mode, the first ring gear 24 is driven to increase the speed by the engine 1 and the first M / G 56 generates electric power. Therefore, the engine 1 mechanically drives the output shaft 12 in the forward direction. / G58 is driven by subtracting that amount from the torque driven in the reverse rotation direction. The torque of the output shaft 12 in the HR mode is Te (1 + α1) / (1 + α2) −T2.

In the automobile drive apparatus of the second embodiment, the brake 50 and the one-way clutch 54 are simultaneously engaged as fixing means for fixing the first ring gear 24 to the case 52. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven directly.
Therefore, the feature is that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving, as in the first embodiment.

As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.
In EV traveling, it is possible to travel by selecting an optimum drive mode according to the traveling load of the automobile, and there is an effect of avoiding unnecessary M / G rotation and reducing power consumption.
Furthermore, the speed-up action of the second planetary gear set 30 enables driving in the H-2 mode and H-5 mode, so that the power transmission efficiency is maintained high and the degree of freedom in selecting the driving mode is increased. Improvement can be expected.

Further, when the engagement of the clutch 60 is released in the B-1 mode of EB traveling, it is possible to prevent both the first M / G 56 and the second M / G 58 from rotating, as in the first embodiment.
As can be seen in FIG. 3, the brake 50, the first clutch 60, and the second clutch 68 are oil-lubricated such as the first planetary gear set 20, the second planetary gear set 30, the third planetary gear set 40, and the one-way clutch 54. Therefore, the brake 50 can be easily formed as a dry friction element.
The second embodiment is also suitable for use as a drive device for a vehicle called a so-called plug-in hybrid vehicle.

Next, an automobile drive device according to Embodiment 3 of the present invention will be described.
FIG. 5 is a skeleton diagram of the main part of the automobile drive device according to the third embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference between the third embodiment and the first embodiment is that the output shaft 12 is provided in parallel with the input shaft 10, and the transmission gears 28 a and 12 a are provided between the first carrier 28 and the output shaft 12. It is connected.
The second difference is that no planetary gear is used for the input transmission gear group. That is, the input transmission gear group is composed of a total of four so-called parallel shaft gears of input gears 64 a and 64 b and drive gears 66 a and 66 b between a counter shaft 62 provided in parallel with the input shaft 10. And can be driven via the first clutch 60.

The second M / G 58 can drive the output shaft 12 at a reduced speed via the second clutch 68 and the first reduction gear 58a. Further, the second M / G 58 can drive the input gear 64b via the third clutch 72 and the second reduction gear 58b, and drive the first ring gear 24 at a reduced speed via the counter shaft 62 and the drive gears 66a and 66b. Can do.
In FIG. 5, the reduction gear 58b and the input gear 64b are drawn apart from each other, but in actuality, they are in a positional relationship in which both mesh.
Further, the output shaft 12 can drive the hydraulic pump 2.

The connection relationship of each rotating member is as follows.
The connection relationship of the rotating members including the input transmission gear group is as follows.
The input shaft 10 can drive the first ring gear 24 via the one-way clutch 54. In this case, the one-way clutch 54 is engaged only in the direction in which the engine 1 is driven in the forward rotation direction. The first clutch 60 and the one-way clutch 54 constitute a fixing means of the present invention that fixes the first ring gear 24 to the case 52 by simultaneously engaging them.

  The input shaft 10 can also be connected to the input gear 64a via the first clutch 60, and the input gear 64a increases the first ring gear 24 via the counterpart input gear 64b, counter shaft 62, and drive gears 66a and 66b. High-speed drive is possible. That is, the numbers of teeth of the input gears 64a and 64b and the drive gears 66a and 66b are set so as to have a speed increasing ratio. Other connection relationships are basically the same as those in the first embodiment.

Next, the operation of the third embodiment will be described with reference to the operation table shown in FIG.
FIG. 6 is the same as FIG. 2 of the first embodiment except that the first clutch 60 is “C1”, the second clutch 68 is “C2”, and the third clutch 72 is “C3”.
Further, in each of the engaging elements, the function of the clutch 60 “C” in the first embodiment is the function of the third clutch 72 “C3”, the function of the first brake 50 is the function of the first clutch 60 “C1”, and the second brake 70 “B2”. The second clutch 68 “C2” performs the above function, and the relationship of the combination of these fastening elements is substantially the same as in the first embodiment.
The only functional difference is that the reduction gear 58b meshes with the input gear 64b to drive the first ring gear 24 at a reduced speed.

  Further, the torque of the output shaft 12 in each drive mode includes the transmission gears 28a and 12a, the input gears 64a and 64b constituting the input transmission gear group, the drive gears 66a and 66b, and the reduction gears 58a and 58b. The gear ratios of the mating gears 12a and 64b are the same as those in the first embodiment except that the ratio of the number of teeth affects the output shaft torque.

Here, the role of the hydraulic pump 2 will be described.
As described in the operation portion of the first embodiment, the engine 1 is not rotating in EV traveling, and is started and rotated only after switching to HV traveling. Depending on the driving conditions of the car, it may be possible to switch to HV driving after a long EV running and suddenly be forced to drive at a high load, and the engine 1 may be severely lubricated. is there.
Therefore, the oil can be preliminarily lubricated by circulating the engine oil through the lubrication circuit of the engine 1 by the hydraulic pump 2 driven by the output shaft 12 during EV traveling.

Although illustration is omitted, it is possible to generate an oil pressure from time to time by providing an electromagnetic valve or the like on the discharge pipe 2b side. Of course, since the engine 1 itself has a lubricating pump (not shown), the hydraulic pump 2 performs auxiliary lubrication.
Further, the drive of the hydraulic pump 2 is not limited to the output shaft 12 and may be driven by another rotating member or may be driven by a dedicated small motor. What is important is that the engine 1 can be preliminarily lubricated during EV travel.

In the automobile drive apparatus of the third embodiment, the first clutch 60 and the one-way clutch 54 are simultaneously engaged as a fixing means for fixing the first ring gear 24 to the case 52. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven at a reduced speed.
Therefore, the feature is that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving, as in the first embodiment.

As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.
In EV traveling, it is possible to travel by selecting an optimum drive mode according to the traveling load of the automobile, and there is an effect of avoiding unnecessary M / G rotation and reducing power consumption.
Furthermore, the speed-changing action of the input transmission gear group by the input gears 64a and 64b and the drive gears 66a and 66b enables driving in the H-2 mode and H-4 mode, so that the power transmission efficiency is kept high. At the same time, the degree of freedom in selecting the drive mode is increased, and improvement in fuel consumption can be expected.

In addition, when the engagement of the third clutch 72 is released in the B-1 mode of EB traveling, both the first M / G 56 and the second M / G 58 can be prevented from rotating. As in the second embodiment, the three clutches 60, 68, 72 can be easily made dry.
Further, the gears of the parallel shafts used for the transmission gears 28a, 12a, the input gears 64a, 64b, the drive gears 66a, 66b, the first reduction gear 58a, the second reduction gear 58b, etc. have a change in the gear ratio compared to the planetary gear. There is also an advantage that it is easy to optimize to the specifications according to the vehicle model to be applied.
The third embodiment is also suitable for use as a drive device for a vehicle called a so-called plug-in hybrid vehicle.

Next, an automobile drive device according to Embodiment 4 of the present invention will be described.
FIG. 7 is a skeleton diagram of the main part of the automobile drive device according to the fourth embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference between the fourth embodiment and the first embodiment is that the third ring gear 44 is fixed to the case 52 by the deceleration one-way clutch 74 instead of the second brake 70 of the first embodiment, and the input shaft is related thereto. 10 is provided with a fixing device 52a capable of mechanically fixing 10 to the stationary part (the case 52 or the main body of the engine 1).
That is, since the third ring gear 44 is fixed to the case 52 by the reduction one-way clutch 74 and the third ring gear 44 is prevented from rotating in the reverse rotation direction. Cannot be the same as in the first embodiment.

Therefore, dog teeth 10a are formed on the input shaft 10, and a fixing device 52a is engaged with the dog teeth 10a to fix the input shaft 10. In principle, the fixing device 52a is engaged (engaged) with the dog teeth 10a when the engine 1 is stopped.
The fixing device 52a may be the same as a parking lock mechanism used in a general automatic transmission, and the dog teeth 10a may be formed not only on the input shaft 10 but on the outer periphery of the flywheel of the engine 1.
Since the other configurations and the connection relationship between the rotating members are the same as those in the first embodiment, detailed description thereof is omitted.

Next, the operation of Example 4 will be described with reference to the operation table shown in FIG.
FIG. 8 is different from FIG. 2 of the first embodiment in that the deceleration one-way clutch 74 is “OWC2” and the fixing device 52a is “L” instead of the second brake 70. In addition, although it is the structure similar to Example 1, the brake 50 was set to "B" and the one-way clutch 54 was set to "OWC1".

First, the operation in the E-1 mode of EV traveling is the same as that in the first embodiment.
The subsequent E-2 mode and E-3 mode are different in that the fixing of the third ring gear 44 is the deceleration one-way clutch 74, but the substantial operation is the same as that in the first embodiment.
The next E-4 mode is the same as in the first embodiment.

Subsequently, in the reverse ER mode, the first ring gear 24 is fixed regardless of the rotation direction by engaging the fixing device 52a with the dog teeth 10a in addition to the engagement of the brake 50. When the first M / G 56 is reversely rotated in this state, the output shaft 12 is driven to decelerate.
The torque of the output shaft 12 at this time is −T1 (1 + α1) / α1, where the torque of the first M / G 56 is −T1.

Subsequently, the B-1 mode of EB traveling is the same as that in the first embodiment.
In the next B-2 mode, as in the ER mode, the first ring gear 24 is fixed by fastening the brake 50 and engaging the fixing device 52a, and the first M / G 56 generates power. The torque of the output shaft 12 at this time is the same as that in the ER mode except that the rotation direction is reversed.
In the B-2 mode, the second M / G 58 can be stopped.

Next, HV traveling will be described.
The engine 1 is started in the same manner as in the first embodiment. In the subsequent H-1 mode and H-2 mode, the third ring gear 44 is fixed by the reduction one-way clutch 74, but the substantial operation is the same as that of the first embodiment.
The H-3 mode and the H-4 mode are the same as those in the first embodiment.
Note that the engine 1 cannot be driven backward.

In the automobile drive device of the fourth embodiment, the brake 50 and the one-way clutch 54 are simultaneously engaged as fixing means for fixing the first ring gear 24 to the case 52. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven at a reduced speed.
Therefore, the feature is that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving, as in the first embodiment.

As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.
In EV traveling, it is possible to travel by selecting an optimum drive mode according to the traveling load of the automobile, and there is an effect of avoiding unnecessary M / G rotation and reducing power consumption.
In addition, the speed-up action by the second planetary gear set 30 enables driving in the H-2 mode and H-4 mode, so that the power transmission efficiency is maintained high and the degree of freedom in selecting the driving mode is increased, resulting in improved fuel efficiency. Improvement can be expected.

Further, when the engagement of the clutch 60 is released in the B-1 mode of EB traveling, it is possible to prevent both the first M / G 56 and the second M / G 58 from rotating, as in the first embodiment.
The fourth embodiment is also suitable for use as a drive device for vehicles such as so-called plug-in hybrid vehicles.

Next, an automobile drive device according to Embodiment 5 of the present invention will be described.
FIG. 9 is a skeleton diagram of the main part of the automobile drive device according to the fifth embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference between the fifth embodiment and the first embodiment is that the counter shaft 62 is provided in parallel to the input shaft 10 while the input shaft 10 and the output shaft 12 are on the same axis.
That is, in the same manner as in the third embodiment, the input transmission gear group includes input gears 64a and 64b and drive gears 66a and 66b provided between the input shaft 10 and the first planetary gear set 20 and the counter shaft 62, for a total of four. The first ring gear 24 can be driven at an increased speed via the first clutch 60.
Further, the input shaft 10 can be connected to the first ring gear 24 via a one-way clutch 54. The first clutch 60 and the one-way clutch 54 constitute a fixing means of the present invention that fixes the first ring gear 24 to the case 52 by simultaneously engaging them.

The first M / G 56 is provided in parallel with the output shaft 12, and is connected to the first sun gear 22 via the first reduction gears 56a and 22a. Further, the second M / G 58 is disposed on the same axis as the counter shaft 62 and is driven by the first carrier 28 and the output shaft 12 and the third clutch 72 via the reduction one-way clutch 74 and the second reduction gears 58a and 28a. It can be connected to the first ring gear 24 via gears 66a and 66b.
Similarly to the fourth embodiment, a fixing device 52 a that can be engaged with the dog teeth 10 a of the input shaft 10 is provided in association with the deceleration one-way clutch 74.

  The drive gear 66a meshes with the power take-out gear 76, and the power take-out shaft 78 can be driven through this. This is generally called a power take-off device, which is attached to the side of a drive device and used for various operations by taking out power from a power take-off shaft 78 for purposes other than traveling of the automobile.

Next, the operation of the fifth embodiment will be described with reference to the operation table shown in FIG.
FIG. 10 is basically the same as the operation table of the fourth embodiment shown in FIG. The difference is that “C” in the fourth embodiment is replaced with “C3” of the third clutch 72, and “B” is replaced with “C1” of the first clutch 60.
Since the operation is substantially the same as that of the fourth embodiment, detailed description thereof is omitted.

  Of course, the input transmission gear group is composed of four parallel shaft gears of the input gears 64 a and 64 b and the drive gears 66 a and 66 b, and the first reduction gear 56 a, between the first M / G 56 and the first sun gear 22, 22a further includes second reduction gears 58a and 28a between the second M / G 58 and the output shaft 12, and output gears 66a and 66b between the second M / G 58 and the first ring gear 24. Although the torque of 12 is different from that of the fourth embodiment, it is basically the same.

Further, the power take-off shaft 78 can be driven by the second M / G 58 when the third clutch 72 is engaged, and can be driven by the engine 1 when the first clutch 60 is engaged. It can be driven regardless of the inside.
The method of taking out the power to the outside is not limited to the above, and it is also possible to take out the power directly from the counter shaft 62, for example. What is important is to extract the power interlocked with the rotation of the first ring gear 24.

In the automobile drive apparatus of the fifth embodiment, the first clutch 60 and the one-way clutch 54 are simultaneously engaged as a fixing means for fixing the first ring gear 24 to the case 52. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven at a reduced speed.
Therefore, the feature is that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving, as in the first embodiment.

As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.
In EV traveling, it is possible to travel by selecting an optimum drive mode according to the traveling load of the automobile, and there is an effect of avoiding unnecessary M / G rotation and reducing power consumption.
Further, the speed-up action by the input gears 64a and 64b and the drive gears 66a and 66b of the input transmission gear group enables driving in the H-2 mode and H-4 mode, so that the power transmission efficiency is kept high. The degree of freedom in selecting the drive mode is increased, and improvement in fuel consumption can be expected.

Moreover, when the engagement of the first clutch 60 is released in the B-1 mode of the EB traveling, both the first M / G 56 and the second M / G 58 can be prevented from rotating. As in the second embodiment, the two clutches 60 and 68 can be easily made dry.
In the fifth embodiment, when the second one-way clutch 74 is a friction clutch, the vehicle can reverse in HV traveling driven by the engine 1 and can be applied to a commercial hybrid vehicle.

Next, an automobile drive device according to Embodiment 6 of the present invention will be described.
FIG. 11 is a skeleton diagram of the main part of the automobile drive device according to the sixth embodiment of the present invention.
Here, the description will focus on the parts that are different from the first embodiment, the same reference numerals are given to the substantially same parts, and the description thereof will be omitted.

The difference between the sixth embodiment and the first embodiment is that there are no input transmission gear group and reduction gear.
Therefore, the connection relationship of the first planetary gear set 20 is different from that of the first embodiment. That is, the input shaft 10 can be connected to the first ring gear 24 via the first clutch 60 and the intermediate shaft 24a. The second M / G 58 can be connected to the first ring gear 24 via the second clutch 68 and the intermediate shaft 24a, and can be connected to the output shaft 12 via the third clutch 72.
Further, as in the fourth embodiment, a fixing device 52a that can be engaged with the dog teeth 10a of the input shaft 10 is provided. Other connection relationships are the same as those in the first embodiment. In addition, the 1st clutch 60 and the fixing device 52a comprise the fixing means of this invention which fixes the 1st ring gear 24 to the case 52 by these engaging simultaneously.

Next, the operation of Example 6 will be described with reference to the operation table shown in FIG. Also here, detailed description of the basically same parts as those in the first embodiment is omitted.
FIG. 12 is written in the same manner as FIG. 2 except that the first clutch 60 is “C1”, the second clutch 68 is “C2”, and the third clutch 72 is “C3”.
In the figure, the circles enclosed in parentheses indicate that the engaged ones are not essential for power transmission. Therefore, a drive mode with a circle surrounded by parentheses is suitable for switching from the drive mode of HV traveling during traveling, as will be described later.

First, in the E-1 mode of EV traveling, the second M / G 58 is directly connected to the output shaft 12 by the engagement of the third clutch 72 and is driven. Therefore, the torque of the output shaft 12 is T2.
At this time, the first M / G 56 can be stopped. Moreover, since driving from low speed to high speed is possible and the fixing device 52a does not need to be fastened, it is suitable for switching to EV traveling during traveling in EB traveling or HV traveling. In that case, after switching to the E-1 mode, the fixing device 52a is used to switch to another driving mode.

In the subsequent E-2 mode, since the first ring gear 24 is fixed by the action of the fixing device 52a already engaged with the engagement of the first clutch 60, the first M / G 56 can be driven.
The torque of the output shaft 12 is T1 (1 + α1) / α1. At this time, the second M / G 58 can be stopped. The E-2 mode is suitable for traveling that requires a larger torque than the E-1 mode at low to medium speeds.

  Next, the E-3 mode is driven by both the first M / G 56 and the second M / G 58 when the first clutch 60 and the third clutch 72 are engaged. The torque of the output shaft 12 is the sum of the E-1 mode and the E-2 mode, which is T1 (1 + α1) / α1 + T2. The E-3 mode is suitable when the load is large at low to medium speeds.

Next, in the E-4 mode, the first clutch 60 and the third clutch 72 are disengaged, and the first clutch is driven by both the first M / G 56 and the second M / G 58 when the second clutch is engaged. Since the second M / G 58 is directly connected to the first ring gear 24, the torque of the output shaft 12 is T1 + T2. During the switching from the E-1 mode to the E-3 mode to the E-4 mode, all the clutches 60, 68, and 72 may be simultaneously engaged. In that case, the input shaft 10 and the output shaft 12 are directly coupled together with the first planetary gear set 20.
The E-4 mode is suitable for medium to high speed running.

Subsequently, the reverse ER mode is the same as the E-3 mode described above including the fastening relationship and the torque of the output shaft 12, and only the rotation direction is reversed.
Next, the B-1 mode of the EB traveling is similar to the E-3 mode in the fastening relationship with the torque of the output shaft 12, and only the direction of the torque is reversed. The B-1 mode can be used from high speed running to low speed and does not require fastening of the fixing device 52a, so there is no problem in switching from HV running.

  In the subsequent B-2 mode, the torque and fastening of the output shaft 12 are the same as the E-2 mode described above. Since the B-2 mode requires fastening of the fixing device 52a, the B-2 mode is switched to the B-2 mode after fastening in the B-1 mode.

Next, HV traveling will be described.
First, the engine 1 is started by engaging the first clutch 60 and the second clutch 68 and rotating the engine 1 by the second M / G 58.
When the engine 1 is started, the engagement of the second clutch 68 is released, the third clutch 72 is engaged, and the mode is shifted to the H-1 mode. As a result, the engine 1 drives the first ring gear 24 directly to drive the output shaft 12 at a reduced speed by the torque division by the first planetary gear set 20, and causes the first M / G 56 to generate power with the reaction torque. The generated electric power is supplied to the second M / G 58, and the second M / G 58 drives the output shaft 12 directly.
The torque of the output shaft 12 is Te (1 + α1) + T2, and is also T1 (1 + α1) / α1 + T2.
When the vehicle speed increases in the H-1 mode, the rotation speed of the first M / G 56 decreases and the power generation efficiency is in a rotation range. Therefore, before that happens, the mode is switched to the H-2 mode.

To the H-2 mode, the engagement of the third clutch 72 is released and the second clutch 68 is engaged. At this time, it is desirable to control so that the rotational speed of the engine 1 is slightly lowered, and to adjust the first M / G 56 to rotate forward when the mode is switched to the H-2 mode.
In the H-2 mode, the torque of the engine 1 is divided into torque that causes the second M / G 58 to generate electric power and torque that drives the first ring gear 24, and the electric power generated by the second M / G 58 is supplied to the first M / G 56 for the first. One sun gear 22 is driven, and the output shaft 12 is driven to decelerate with the torque distributed to the first ring gear 24. That is, the above torque division is automatically performed so that the reaction torque that the first M / G 56 drives the first sun gear 22 is balanced with the torque distributed to the first ring gear 24. The H-2 mode is suitable for medium to high speed running.
The torque of the output shaft 12 is T1 (1 + α1) / α1 + T2.

Next, the reverse of the HV traveling is the same as the H-1 mode, and the second M / G 58 is driven in reverse. The torque of the output shaft 12 is Te (1 + α1) −T2, which is smaller than the forward movement, but can be continuously reversed even when the remaining amount of the battery is small.
In each driving mode of HV traveling, the power split ratio varies depending on the rotation speed of the engine 1 and the vehicle speed, but it can be said that the power transmission efficiency is high because the mechanical transmission ratio is generally high as in the conventional example.

In the automobile drive device of Example 6, the first clutch 60 and the fixing device 52a are simultaneously engaged as fixing means for fixing the first ring gear 24 to the case 52. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven directly.
Therefore, the feature is that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving, as in the first embodiment.

As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.
In EV traveling, it is possible to travel by selecting an optimum drive mode according to the traveling load of the automobile, and there is an effect of avoiding unnecessary M / G rotation and reducing power consumption.

Further, when the engagement of the second clutch 68 is released in the B-1 mode of the EB traveling, both the first M / G 56 and the second M / G 58 can be prevented from rotating. As in the second embodiment, the three clutches 60, 68, 72 can be easily made dry.
The sixth embodiment is also suitable for use as a drive device for vehicles such as so-called plug-in hybrid vehicles.

Next, an automobile drive device according to Embodiment 7 of the present invention will be described.
FIG. 13 is a skeleton diagram of the main part of the vehicle drive device according to the seventh embodiment of the present invention. Here, the description will focus on parts that are different from the first embodiment, the fifth embodiment, and the sixth embodiment, the same reference numerals are given to substantially the same parts, and the description thereof is omitted.

The difference between the seventh embodiment and the sixth embodiment is that, similarly to the fifth embodiment, the output shaft 12 is provided in parallel with the input shaft 10, and the configuration without the input transmission gear group is the same as the sixth embodiment. It is. In the following, including the connection relationships of the rotating members, the following is performed.
That is, the input shaft 10 can drive the first ring gear 24 directly via the first clutch 60, and can be fixed to the case 52 by the fixing device 52a. In addition, the 1st clutch 60 and the fixing device 52a comprise the fixing means of this invention which fixes the 1st ring gear 24 to the case 52 by these engaging simultaneously.
Further, drive gears 66a and 66b are provided between the input shaft 10 and a counter shaft 62 provided in parallel therewith, and always mesh with each other.
The first carrier 28 is connected to the output shaft 12 by connecting gears 28a and 12a. It is desirable that the gear ratio of the connecting gears 28a and 12a is set so that the first carrier 28 drives the output shaft 12 at a higher speed.
The second M / G 58 provided in parallel with the output shaft 12 can drive the output shaft 12 at a reduced speed via the one-way clutch 76 and the first reduction gear 58a, and the second clutch 68, the second reduction gear 58b, and the drive gear. The first ring gear 24 can be driven at a reduced speed via 66a and 66b.
Others are the same as those of the first embodiment, the fifth embodiment, and the sixth embodiment.

Next, the operation of Example 7 will be described with reference to the operation table shown in FIG.
In FIG. 14, the third clutch 72 of the sixth embodiment in FIG. 12 is replaced with the one-way clutch 7.
The combination and operation of the respective fastening elements are basically the same as those of the sixth embodiment except that the one-way clutch 72 is replaced.

The only difference is the reverse of EV driving. That is, since the second M / G 58 is connected to the output shaft 12 via the one-way clutch 72, the reverse drive cannot be performed. Therefore, in the reverse ER mode, the first M / G 56 is used for driving. Accordingly, the torque of the output shaft 12 also becomes zero at T2 of the second M / G58.
Also, for the same reason, HV traveling cannot be reversed.
In other operations, although the torque of the output shaft 12 is affected by the respective gear ratios of the drive gears 66a and 66b, the coupling gears 28a and 12a, the first reduction gear 58a, and the second reduction gear 58b, the reverse drive is performed. Except for this, it is the same as that of the sixth embodiment, and detailed description thereof will be omitted.

In the automobile drive device of the seventh embodiment, the first clutch 60 and the fixing device 52a are simultaneously engaged as fixing means for fixing the first ring gear 24 to the case 52. When the first ring gear 24 is fixed and the engine 1 is stopped, the first M / G 56 can drive the output shaft 12 at a reduced speed via the first planetary gear set 20, and the second M / G 58 is also output at the same time. The shaft 12 can be driven at a reduced speed.
Therefore, the feature is that both the first M / G 56 and the second M / G 58 can be fully utilized in EV traveling, including simultaneous driving, as in the first embodiment.

As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.
And in EV driving | running | working, while being able to perform optimal control according to the driving | running | working load of a motor vehicle, there also exists an effect which avoids useless accompanying and reduces power consumption.

Further, when the engagement of the second clutch 68 is released in the B-1 mode of the EB traveling, both the first M / G 56 and the second M / G 58 can be prevented from rotating. As in the second embodiment, the two clutches 60 and 68 can be easily made dry.
Since the seventh embodiment has no reverse mode driven by the engine 1, it is also limited to use as a drive device for a vehicle called a so-called plug-in hybrid vehicle. However, if the one-way clutch 72 is a friction clutch, the engine 1 Needless to say, the reverse drive mode is possible.

As described above, in the automobile drive device of the present invention, as described in each embodiment, the first ring gear 24 is stationary by including the fixing means for fixing the first ring gear 24 to the stationary portion. By fixing to the unit, the first M / G 56 can drive the output shaft through the power split planetary gear set during EV traveling with the engine 1 stopped, and the second M / G 58 can also drive the output shaft at the same time. It is a feature.
As a result, it is possible to reduce the total capacity of the two M / Gs 56 and 58 and to bring out advantages in terms of cost, weight, and size, including the inverter that is generally included in the controller.

In EV traveling, it is possible to travel by selecting an optimal drive mode according to the traveling load of the automobile, and there is an effect of avoiding unnecessary M / G rotation and reducing power consumption.
Therefore, taking advantage of the fact that both the first M / G 56 and the second M / G 58 can be fully utilized, the engine 1 is used when, for example, a short distance such as traveling in an urban area travels mainly as an electric vehicle and the battery power decreases. It is suitable for use as a drive device of a vehicle called so-called plug-in hybrid vehicle that travels with the power of

Moreover, in the vehicle drive device of the present invention, the following changes can be made.
For example, even if the brake 50, the clutch 60, and the like described as the friction elements in the description of the above-described embodiment are replaced with other fastening elements such as a conical clutch, the above-described actions are established.

  Further, in each of the above-described embodiments, the first planetary gear set 20, the second planetary gear set 30, and the like use a planetary gear set called a single pinion type, but it is also possible to replace this with a double pinion type. . Although not shown in the figure, the connection relationship in the case of the double pinion type may be such that the carrier and the ring gear are switched with respect to the single pinion type.

  The automobile driving device of the present invention selects an optimum driving mode according to the driving condition of the automobile based on general knowledge of those skilled in the art, and performs driving in a zone having the highest efficiency of M / G. Auto, when traveling on long hills, at the entrance of highways, and when the temperature is low and there are not enough heating sources for cars, based on information such as GPS (Global Positioning System) and car navigation systems. In particular, it can be carried out in a mode combined with a device in terms of control such as switching to HV traveling.

The automobile drive device of the present invention can be applied to a small passenger car or the like that places particular emphasis on travel cost and is required to reduce the environmental load, but is not limited to these, and uses various internal combustion engines and electric motor generators. It can be applied to various vehicles.

DESCRIPTION OF SYMBOLS 1 Engine 2 Hydraulic pump 10 Input shaft 12 Output shaft, 1st output shaft 20 1st planetary gear set (power division planetary gear set)
22 1st sun gear 24 1st ring gear 26 1st pinion 28 1st carrier 30 2nd planetary gear set (input transmission gear group)
32 Second sun gear 34 Second ring gear 36 Second pinion 38 Second carrier 40 Third planetary gear set (reduction gear)
42 3rd sun gear 44 3rd ring gear 46 3rd pinion 48 3rd carrier 50 Brake, (1st fastening element, fixing means)
52 Case (stationary part)
52a Fixing device (fixing means)
54 One-way clutch (second fastening element, fixing means)
56 1st M / G
58 2nd M / G
60 Clutch (first fastening element, fixing means)
62 Counter shaft 64 Input gear 66 Drive gear 68 Second clutch 70 Second brake 72 Third clutch 74 Deceleration one-way clutch 76 Power take-off gear 78 Power take-out shaft

Claims (16)

An input shaft capable of receiving power from the engine;
An output shaft;
A power split planetary gear set composed of a first planetary gear having three rotating elements, a first sun gear, a first ring gear, and a first carrier, and capable of power split;
A first motor generator;
A second motor generator;
With
The input shaft is connectable to the first ring gear;
The output shaft is connected to the first carrier;
The first motor generator is connected to the first sun gear,
The second motor generator is connectable to the output shaft and the first ring gear,
A fixing means for fixing the first ring gear to the stationary part;
By fixing the first ring gear to the stationary portion by the fixing means, the first motor / generator can drive the output shaft at a reduced speed via the power split planetary gear set while the engine is stopped. At the same time, the second motor generator can drive the output shaft at the same time.   The output shaft is arranged in parallel with the input shaft, the power split planetary gear set is arranged coaxially with the input shaft, the first carrier and the output shaft are connected by a gear pair, and the first 2. The automobile drive device according to claim 1, wherein the two-motor generator can drive the output shaft at a reduced speed via one gear of the gear pair.   An input transmission gear group is provided that is capable of two-stage speed change between a low speed stage and a high speed stage, and that is capable of shifting and outputting the power received from the input shaft to the first ring gear. A first fastening element that enables power transmission and a second fastening element that enables power transmission at the high speed stage, and the fixing means includes the first fastening element and the second fastening element. The vehicle driving device according to claim 1, wherein the first ring gear is fixed to the stationary portion by simultaneously fastening them.   The input transmission gear group includes a second planetary gear set having three rotation elements, that is, a second sun gear, a second ring gear, and a second carrier, and the second carrier is connected to the input shaft, A ring gear is connected to the first ring gear, a brake constituting the second fastening element capable of fixing the second sun gear to a stationary portion, one of the second ring gear and the second carrier, and the second sun gear, 4. The automobile drive device according to claim 3, wherein a one-way clutch that constitutes the first fastening element is provided between the first carrier and the second carrier. 5.   The input transmission gear comprising the first gear pair and the second gear pair between the power split planetary gear set coaxially with the input shaft and between the input shaft and a counter shaft disposed in parallel with the input shaft. The input shaft and the first ring gear can be connected by a one-way clutch that constitutes the first fastening element, and the input transmission gear group and the first gear are connected to each other by a clutch arranged coaxially with the input shaft. The automobile drive device according to claim 3 or 4, wherein the input shaft can be connected.   The automobile drive device according to claim 3, wherein the first fastening element is a one-way clutch.   The automobile drive device according to any one of claims 1 to 6, wherein the second motor / generator is connectable to the output shaft via a reduction gear.   The driving apparatus for an automobile according to claim 7, wherein the fastening element that enables the reduction gear to perform reduction driving is a reduction one-way clutch, and the input shaft can be fixed to the stationary portion.   The automobile drive device according to any one of claims 3 to 7, wherein the second fastening element is released during forward running with the engine stopped.   The automobile drive device according to any one of claims 3 to 9, wherein the second fastening element is fastened in reverse running driven by the engine.   6. The vehicle drive according to claim 5, wherein the second motor / generator is connectable to the first ring gear via one of the first gear pair and the second gear pair. apparatus.   12. The vehicle drive device according to claim 1, wherein power can be taken out from a gear that rotates integrally with or in conjunction with the first ring gear.   The second fastening element is a brake, and the brake is disposed between the motor generator closer to the engine and the engine of the first motor generator and the second motor generator. The automobile drive device according to any one of claims 3 to 12, wherein the drive device is for a vehicle.   The output shaft is disposed parallel to the input shaft, the first motor / generator is disposed on the input shaft opposite to the engine in the axial direction, and axially on the input shaft from the engine side. In order, the input transmission gear group, the one-way clutch, and the power split planetary gear set are arranged, and the clutch is disposed between the engine and the input transmission gear group, or the power split planetary gear set and the first motor. The vehicle drive device according to claim 5, wherein the vehicle drive device is disposed between the generator and the generator.   A hydraulic pump that preliminarily lubricates the engine while the engine is stopped and the first motor generator and the second motor generator are driven as power sources; The vehicle drive device according to any one of claims 1 to 14. The automobile drive device according to claim 15, wherein the hydraulic pump is driven by one of the output shaft and the counter shaft.

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